Motor trend May 2009 by Anna Emer

★ EXCLUSIVE FIRST DRIVE: LAMBO GALLARDO LP 560-4 SPYDER ★ $5.99CANADA$4.99USA EVO X CHASES WRX STI WHERE TRACTION RULES . HOW HONDA’S INSIGHT OUTSMARTS TOYOTA’S PRIUS FIRST TEST: THE CAR THAT HAS FORD RUNNING SCARED 306 HP >> $25,750 >> AND GREAT FUN TO DRIVE...

(contents) (contents) may 2009 MOTOR TREND.COM MAY 2009 3 96 46 66 72 30 80 62 ■ Cover Story: Genesis Coupe 30 Slide Rule Hyundai Genesis Coupe 3.8 Track Calculating performance numbers for this all-new coupe was easy. Figuring out where it fits into the sports-car equation is a whole ’nother story. Ron Kiino 40 Spooked Stallion Ford Mustang GT vs. Hyundai Genesis Coupe 3.8 Ron Kiino 42 Chasing Z Dream Nissan 370Z vs. Hyundai Genesis Coupe 3.8 Ron Kiino 44 Battle Royal Ron Kiino ■ Tests & Drives 46 10 Audi R8 5.2 FSI quattro Arthur St. Antoine 52 Body Doubles Toyota Prius vs. Honda Insight Kim Reynolds 62 Back to Benchmark Mercedes-Benz E-Class Paul Horrell 66 Top Cat Jaguar XFR Mike Connor 72 Power Up, Top Down, Smile Big Lamborghini Gallardo LP 560-4 Spyder Matt Stone 80 Ice Storm Mitsubishi Evolution X vs. Subaru WRX STI Frank Markus 96 Runway Model Alfa Romeo 8C Competizione Arthur St. Antoine 100 White Lightning Bentley Continental Supersports Angus MacKenzie 114 Take the Cube Route Kia Soul • Nissan Cube • Scion xB Edward Loh ■ Cover photograph Wesley Allison continued on page 4

continued from page 3 ■ Departments 6 The Big Picture Runningscared Angus MacKenzie 12 Trend News/opinion/gossip/stuff. 22 Your Say 26 The Asphalt Jungle Tester’s choice. Arthur St. Antoine 28 Technologue Innerplanetary travel. Frank Markus 128 Newcomers MaseratiQuattroporteSportGTS Matt Stone ChevroletSilveradoHybrid Kirill Ougarov 132 Long-Term Arrivals FordF-1504x4SuperCrew Arthur St. Antoine Mazda6GrandTouring Matt Stone 136 Long-Term Update MitsubishiHondaLexusISF/InfinitiFX50S/SubaruForester2.5XAccordEX-L/MiniJCWClubmanSubaruImprezaWRXSTILancerEvolutionMR Ron Kiino 140 Long-Term Verdict MazdaCX-9GTAWD Ron Kiino 150 Archive Be there, be square. Matt Stone (contents) 2 2 2 12 13 1 13 1 14 1 15 this month @ motortrend.com may 2009 (contents) 4 MAY 2009 MOTOR TREND.COM ■ Delightful Smorgasbord This month’s issue has supercars, misers, boxes and pocket-rockets in motion: vehicles to satisfy about every automotive taste, and our moving-picture pros have been busy bringing them to life for you on screen: everything from an in-depth look at the gorgeous Alfa Romeo 8C to an Evo and STI ice dance to a head-to-head frugality faceoff between the new Prius and Honda Insight. We’ve also taken a trio of boxes—Cube, xB, and Soul—to the target market for their feedback, and we have more on Hyundai’s hot new Genesis Coupe. Find all our video coverage here: www.motortrend.com/multimedia/ 26128 140 132136 150 28

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Wait. So it’s okay to pit the Mustang against an American car, but not a “Korean upstart”?

This seemed much the same thinking that helped get Detroit in such a mess in the first place, when it refused to take those funny little Japanese imports seriously. Haven’t these guys learned anything?

SUGGETT, Loh, and Lago savor adult thebeveragestropicalatTongaHut in North Hollywood (far left). Markus occupies perp seat in car.Motors’CarbonpoliceBad,badboy.

In 1955, GM, Ford and Chrysler owned 95 percent of the U.S. auto market, but not because their cars were so much better than anyone else’s. It was an accident of history: America was the only major country that had survived World War II with its industrial infrastructure intact and had an economy built on cheap energy and abundant natural resources that created a large middle class able to afford expensive consumer goods such as automobiles. Detroit’s automakers just happened to be in the right place at the right time, and grew fat and happy on the profits. A lot has changed in the past 50 years: The American auto market has become a truly global market, with excellent vehicles from all over the world fighting for the hearts and pocketbooks of the American consumer. It’s no place for the timid or the insular. Because if you’re running scared, there’s nowhere to hide. ■ scared we’ve been up to... Is Detroit afraid of competition?

running

YOU WON’T find a back-to-back comparison between Hyundai’s new Genesis Coupe and the 2010 Mustang in this issue. The folks at Hyundai were all for it: “Bring it on!” they said, offering us a choice of cars, colors and locations—whatever we needed. But when we called Ford to ask for a Mustang GT, telling the Dearborn PR folks—as per our usual policy of full and fair disclosure—that we wanted to test it against Korea’s first-ever reardrive coupe, their response was: “Uh… we’ll get back to you.” We played phone tag the next couple of weeks. This was a story worth chasing, because on paper the Genesis Coupe looked to be a carbon copy of the highly successful Mustang formula, offering sporty, standout styling and decent, fun-to-drive performance at an affordable price. Could the Koreans have pulled off something the Japanese last seriously tried in the 1970s with cars like the Datsun 240Z? But Ford didn’t want us—or you—to find out. “If the Mustang wins,” said a PR flack at one point during the tortuous back-and-forth negotiations, “it’s still the king. If the Genesis wins, we’ve only made a hero out of a Korean upstart.”The Blue Oval folks had us over a barrel, because we also needed a Mustang GT to make the deadline for the test you read last issue. To get the car, we had to agree not to do a back-to-back comparison test with the Genesis.Wetold Ford that, as we would’ve driven and extensively tested both cars by the time this issue went to press, we would be able to draw some pretty solid conclusions. They still nixed a direct comparison. So we’ve kept our word, but as you’ll read in Ron Kiino’s story on page 40, we know which is the better car of the two, and why. The whole episode left me pounding my office table in sheer frustration. Running from a fight seems precisely the wrong message to send at a time when America’s automakers are asking American taxpayers to believe they build globally competitive cars and trucks.

(the big picture) angus mackenzie 6 MAY 2009 MOTOR TREND.COM “ THE AMERICAN AUTO MARKET HAS BECOME A TRULY GLOBAL MARKET, WITH EXCELLENT VEHICLES FROM ALL OVER THE WORLD FIGHTING FOR THE HEARTS AND POCKETBOOKS OF THE AMERICAN CONSUMER. ”

True, Ford hasn’t actually taken any federal loan money, but that’s because Ford got lucky before it got good—Alan Mulally mortgaged the entire company for $24 billion in late 2006 and has since sold off Aston Martin, Jaguar, and Land Rover, plus part of Mazda. Bottom line: Ford has cash. But in the current economic climate, all that means is it’s the healthiest guy in intensive care But there was something else about all this that bothered me. In the same string of e-mail exchanges, Ford promised—promised—a Mustang GT would be made available for a comparison test against the new Camaro.

MAY2009 what

It’s fitting that the earliest sketches were done in an airport,

*As shown $26,850. MSRP. Tax, title, license, dealer fees, and optional equipment extra. †Built in North America using North American and globally sourced parts. **With available TAPshift automatic transmission. Estimate based on GM testing. EPA estimate not yet available. Chevrolet and Camaro are registered trademarks and Chevy is a trademark of the GM Corp. ©2009 GM Corp. Buckle up, America!

chevy.com/camaro.

The last leg of its journey to production is starting now — in a state-of-the-art assembly plant in North America. A place where the tool and die engineers obsess over every millimeter, just like clay modelers, fussing over every die to make sure they deliver a perfect surface and do justice to every beautiful body panel. This includes a challenging one-piece body-side panel that not only eliminates unsightly panel gaps but also gives the car’s structure incredible strength and a quieter ride.

since it ended up traveling the world.

The handful of designers who gave birth to the all new Camaro were a diverse group. That theme continued as it was developed all around the globe. When Design Director Tom Peters got a hush-hush assignment from Ed Welburn, VP of Global Design, to come up with a new Camaro to be shown at an upcoming auto show, he was beyond excited. The chance to redefine an American icon is every car designer’s dream. Trying to keep his project top secret, he assembled a small team of his most talented young designers. They were SangYup Lee and Steve Kim from Korea and Vlad Kapitonov from Russia. Tom wanted a diverse group who didn’t grow up with the Camaro in their backyard—who would bring a fresh perspective to the design. He asked his team to design “the meanest street-fighting dog they’ve ever seen” and to look at modern aircraft for influence. He did this right before a holiday break. SangYup took that directive literally, feverishly sketching at the airport on his way to visit family in Korea. Vlad and Steve sketched over break too, and when everybody regrouped at their design lair known as Studio X, Tom knew he had picked the right guys. Sketches were chosen—SangYup’s for the front, and Vlad’s for the rear. Designer Micah Jones nailed the interior, fusing high design with high technology. Using these sketches as a guide, the car was fast-tracked to a full-size clay and then fitted with an engine and drivetrain so that it could swagger onto the world’s stage at the 2006 North American International Auto Show. And that’s where the story really began. Tom and his team now had to build a production car that would lose none of the jaw-dropping style of the concept — a job that would require a flawless blend of engineering and technology. The team crisscrossed the world in this e ort, beginning in Australia. There, the engineering group at Holden were chosen because of their rear-wheeldrive prowess. Working closely with Tom’s team, they created a platform that delivered the pure power any car bearing the name Camaro would need. The Camaro took plenty of other side trips on its journey from concept to production car. It was cold-weather tested in Sweden. Warm-weather tested in Death Valley. And the mighty SS was track tested at Nürburgring, where it clocked a world-class 8:19.

The result of all this combined passion is nothing short of spectacular. You might see a beautifully modern American car when you look at the new Camaro. But Tom Peters sees a car drawn by a Korean, engineered in Australia, tested in Germany, and built in North America. Because he knows ﬁrsthand that the only way to build a world-class car is to have the best people in the world build it.†

Continue the Camaro story with constantly uploaded video chapters at Hear the chief engineer talk about getting the perfect exhaust note, listen to interior designers extol the virtues of high technology and ﬁnd out how the team squeezed an estimated 27 MPG hwy. out of a 304 hp V6.**

304 HP V6. EST. 27 MPG HWY.** STARTING AT $22,995. * ALL NEW CAMARO

You start squawking before the sun even rises. You steal our sesame seed buns and fries. But worst of all, you unload your lunch on our cars. No sooner have we ﬁnished detailing than the fruits of our labor are soured thanks to your shameless form of self-expression. It’s rude and disrespectful. So to all you birds reading this: watch your bony little backs. We’re hitting up the animal shelter. Gonna ﬁnd us a cat. A mean one with all its claws. Tell your friends.

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BREAKDOWNSSERIOUSLY,BREAKDOWN.MOLECULARMOLECULARARENOTCOOL.

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MOTOR TREND (the team)

GM has forecast break-even based on 10.5 million U.S. sales per year, revised downward from 12.5 to 13 million in the December 2 plan. Even those lower sales numbers look optimistic in a year when most analysts predict the U.S. market will struggle to top 10 million units. ■ todd lassa Saa

GM’s to disappear.

12 MAY 2009 MOTOR TREND.COM (trend) NEWS/OPINION/GOSSIP/STUFF (trend)

• Seek up to $30 billion in federal loan guarantees, including funding already received, with repayment expected from 2012 to 2017. Saab is looking for funding, and plans to reemerge as an independent, Trollhättanbased automaker by the end of May. Saturn dealers were looking to find a buyer of their own, but the lesson we’ve learned in the last year is that we need less automotive capacity and fewer brands.

• Seek to convert bondholder debt and funding to autoworkers’ retirement health care funds into GM stock.

GM will cut its North American nameplate lineup from 48 down to 36 by 2012. Hummer (H2, H3), Saab (9-3, 9-5, 9-7x), and Saturn (Astra, Aura, Vue, Outlook, Sky) account for 10 of those 12 cuts. The 2011 Chevy Volt is an added model, offsetting elimination of the TrailBlazer. The Cruze for Cobalt is a wash. The lame-duck GMC Envoy makes 11, and the Pontiac G5 probably makes 12. The G6 sedan is likely dead, though the coupe and convertible versions do qualify as niche vehicles. The Buick Lucerne, Cadillac DTS, and STS all are likely to go away for a couple years until they’re replaced with a new full-size Buick and a converged DTS/STS.GMalso plans to: • Reduce workforce by 47,000 globally, including 10,000 white collar (3400 U.S. white collar).

Divisions, nameplates

• Reduce U.S. dealers from 6200 currently to 4700 in 2012 and 4100 in 2014.

GM PRESENTED its interim revitalization plan to Washington on February 17. In it, the company proposed sweeping cuts. GM’s presentation to the Treasury Department included a photo of the 2011 Cadillac CTS coupe, which is on for a 2010 start of production in Lansing, Michigan.Hummer is done by next year if GM hasn’t signed a deal to sell it. Saab will be cut loose by January 1, 2010, so the Swedish brand has filed for Chapter 11 bankruptcy. And unless its 400 dealers come forth with a plan for Saturn, that brand will join Oldsmobile in GM’s Graveyard of Divisions.

• Close 14 North American factories by 2012, five more than in the December 2 plan.

But is it enough?? survival strategy 2011 CADILLAC CTS COUPE

■ todd lassa GM nudges its killer app closer to launchmarket ud iti

OLDSMOBILE: 1897-2004 ■ OAKLAND: 1907-1931 (launched Pontiac as a companion brand in 1926)

■

MOTOR TREND.COM MAY 2009 13

■ LASALLE: 1927-1940 (Cadillac’s companion brand)

■

■ VIKING: 1929-1931 (Olds’ companion brand) ■ GEO: 1988-1997 (Chevy’s companion brand)

■ MARQUETTE: 1930 ONLY (Buick’s companion brand)

words motor trend editors

■

■ SAAB: 1949-2009 (the Swedish aircraft manufacturer began production of its first road car in December 1949 and becomes independent again this year)

RETIRING

Tires are Goodyear Assurance Fuel Max all-seasons, made of a special compound for low rolling resistance. The tires offer up to one extra mile under electric-only power, before the flex-fuel four-cylinder engine kicks in to recharge the battery pack. Vehicle line executive Frank Weber says Goodyear has packed performance characteristics into the Fuel Max to make the Volt fun to drive. Bose will supply its new Energy Efficient premium sound system as an extra-cost option. It’s 30 percent smaller and 40 percent lighter and uses half the energy of a conventional Bose sound system.

While GM says aerodynamics are more important than mass for the efficient propulsion of the Chevy Volt, that 40-percent weight savings in the Bose system prompts the question, how much does the car weigh?

“About four hundred kilograms [880 pounds] more than a conventional compact,” Weber says. Let’s see, a 2009 Chevy Cobalt sedan is 2800 pounds. Add 880 pounds, and the Volt should be less than 3700.

Weighing the Volt

WHO SIGNS Bob Nardelli’s paychecks? It appears he works directly for Cerberus Capital Management, not Chrysler LLC. A reporter asked Chrysler co-president Jim Press at a recent press roundtable in Detroit about his employment, and Press confirmed he’s a direct employee of Chrysler. To the follow-up question, “What about Nardelli?” Press replied the reporter would have to ask Nardelli—the guy who told Capitol Hill he has decided to forego a Chrysler salary …Meanwhile, Cerberus still hopes General Motors will scoop up the private equity firm’s automotive albatross. Page 11 of Chrysler’s interim plan, under the heading “Strategic Partnership/Consolidation” states, “There exist further benefits for U.S. consolidation, but no clear action path with GM.” Pages 158-159 go on to describe the benefits of a “U.S. Industrial Consolidation [that] would create a company better positioned to compete with Toyota and other non-U.S. automakers.” It suggests platform consolidation and capacity rationalization, R&D synergies, etc., and sounds more like Peugeot-Citroën than Nissan-Renault. Uh-oh. So it’s no secret Cerberus has been pushing this, as it pushed talks between Chrysler and GM last year. GM seemed reluctant, for good reason…Chrysler’s already well underway with selling Viper as a standalone business. But who’s going to buy it? Chrysler has acknowledged it has three bidders. MJ Acquisitions, which recently snapped up Saleen, has said it’s interested, but it’s not confirmed whether it’s one of the bidders. For clues, keep your eye on some key people: Saleen boss Chris Theodore, whose résumé includes the original Viper as well as the Ford GT; Herb Helbig, who oversaw Viper development until leaving Chrysler in early 2008; and Pete Gladysz, who ran SRT’s powertrain group until late last year. Each of these guys has the depth of knowledge any new owner of the Viper Car Company would dearly love to have on board…Porsche and Audi want in on the VW Concept BlueSport mid-engine roadster revealed at the Detroit show. Audi thinks a version would make a swell R4, while Porsche sees potential for a sub-Boxster fourcylinder sports car. Audi likely would want the option of V-6 power and quattro drive, which will complicate things. Porsche, on the other hand, probably would want to keep it simple, sharing a lot of VW parts, as it did with its original sports car. That, and the fact Porsche now calls the shots at VW, suggests this is one fight Audi won’t win…BMW is giving up on big engines. An insider hints the company’s engine lineup will be four- and six-cylinder only within a decade. Having abandoned plans for a mid-engine V-10powered R8 rival last year, Munich is now working on a green supercar that will feature advanced lightweight materials, and efficiency-boosting technologies such as thermal and braking regeneration systems to conserve energy. Likely powertrain is a 3.0-liter, directinjection, turbo straight-six, and the performance benchmark is reportedly the Porsche 911 Carrera MIKE CONNOR

THE DEAD ZONE GENERAL MOTORS was founded on September 15, 1908. Following is a list of divisions that have since come and gone. The list doesn’t include myriad companies GM bought, mostly to obtain factories, from 1908 into the 1920s.

HUMMER: 2001-2010 (unless GM finds a buyer)

■ ● MT CONFIDENTIAL ●

SATURN: 1990-2012 (unless dealers buy out the brand)

GM’s brand graveyard

GM VICE CHAIRMAN Bob Lutz says he doesn’t need to stick around to watch the 2011 Chevrolet Volt enter the market in fall 2010. Media drives will begin this summer, and the car’s details are all locked in. What could go wrong? In fact, GM has unveiled special tires and a special optional audio system from two key suppliers for the extended-range electric sedan.

■ 2012: Fiat Bravo-based notchback C-segment Dodge compact (Bravo is hatchback only); Fiatbased compact SUV; Chrysler Sebring/Dodge Avenger based on Alfa Romeo Milano’s (159 replacement) premium platform.

And bankruptcy isn’t one of them

“This is not a course of action we’re recommending,” Nardelli says. Nardelli says Chrysler could remain a stand-alone company if it receives an additional $5 billion in loan guarantees, in addition to the $4 billion it got at the beginning of the year. Its best-case scenario is the pending alliance with Fiat, which was contingent on federal money. Fiat would own 35 percent of Chrysler with no money down, propelling the alliance to the sixthlargest automaker in the world, just behind Ford Motor Company.

■ 2011: A-segment hatchback, probably from China’s Great Wall; Fiat-based mini-compact electric car; Fiat Punto-based B-segment hatchback; a 2WD/ AWD small Fiat-based Jeep. The Dodge Ram-based Nissan Titan also is listed.

■ 2010: EV Roadster; 2011-model Chrysler 300/ Dodge Charger with “25-28 mpg”; Jeep Grand Cherokee/Dodge Durango on same platform with “21-25 mpg.”

CHRYSLER’S PLAN considers three scenarios. A bankruptcy study was required, and chairman Bob Nardelli says the $20- to $25-billion debtorin-possession Chapter 11 would require an entity no smaller than the federal government to step forward, otherwise it’s liquidation.

(trend) NEWS/OPINION/GOSSIP/STUFF 14 MAY 2009 MOTOR TREND.COMMAY2009

Chrysler“revealed”that three models would be added to its scrapheap, though elimination of the Dodge Durango and Chryslers Aspen and PT Cruiser were already well known. Here’s the Chrysler product launch cadence listed in the plan, assuming an alliance with Fiat:

Chrysler weighs options

HIDING IN PLAIN SIGHT

MOTOR TREND.COM MAY 2009 15 (trend)

(

OWN PLATFORMS: ■

THE

Hyundai ups the ante Range-topping Equus under study for U.S. CHRYSLER PLANS FOLLOWING, ITS 2013: Midsize FWD utility vehicle and a “lifestyle” truck; a D-segment CUV from a contractor (probably Nissan). 2014: Full-size and midsize multipurpose vehicles (MPV). 2015: Full-size sedan, luxury full-size sedan, and full-size pickup. Hybrid or electric versions of most of these will launch throughout the first part of the decade. FIAT 500 WILL DEALERS. AFTERWARD, THESE FIATS AND ALFA ROMEOS ARE PLANNED FOR CHRYSLER’S NORTH AMERICAN PLANTS: ■ Fiat Punto: five-passenger, large B-segment hatchback ■ Alfa MiTo ■ Alfa Milano: midsize 159 replacement ■ Alfa Guilia: Spider replacement on a smaller, cheaper platform than the current car ■ Alfa CUV: based either on the expensive 159 platform, or off the Dodge Journey CHRYSLER ALSO PLANS TO: ■ Cut 13 shifts, total (up one from December 2) ■ Cut 3000 additional jobs ■ Seek an additional $2 billion in loan guarantees, totaling $9 billion ■ LIKE the Cadillac CTS coupe, the 2011 Jeep Grand Cherokee and Chrysler 300 made their public debut in the reorganization plan to the U.S. Treasury. Sort of. This rendering and its angle don’t do the new 300 anywhere near justice. New fender flares, character beltline, and redesigned grille are apparent, but the real thing (which we’ve seen) looks much, much better. The two-row Jeep rides on a new unibody platform derived from the MercedesBenz M-Class. ■

NEWS/OPINION/GOSSIP/STUFF trend

■

)

BASED ON

NO SURPRISE that GM has shut down its High Performance Vehicle Operations and reassigned about 60 engineers to work on low-emissions/high-fuel-mileage and alternative powertrain systems. The hiatus doesn’t affect high-performance product already in factories, such as Cadillac CTS-V, Chevrolet HHR, and Cobalt SS (Corvettes, including ZR1 and Z06 are not part of HPVO—neither is the Australian-sourced Pontiac G8 GXP). Because the go-fast hardware is shared with the sedan, the CTS coupe likely will get supercharged 6.2-liter V-8 treatment as well, probably in the 2011 calendar year. ■ we hear

HYUNDAI is investigating the feasibility of bringing its new flagship, the Mk VI Equus (the first rear-drive version of that car), to North America and Europe by 2011 or ’12. If the Genesis sedan is Hyundai’s E-Class (even though the Korean car is longer), the Equus is its S-Class and launches in South Korea this year with the 290-horsepower, 3.8-liter V-6 and 375-horsepower, 4.6-liter V-8. Both engines come coupled to a six-speed automatic transmission. Using the same rear-drive platform as the Genesis sedan, the Equus is 7.2 inches longer, 0.4 inch wider, and 0.6 inch taller. That 4.6-liter Tau engine, Hyundai’s first in-house V-8, can be bored and stroked up to 5.4 liters, and the Genesis sedan is slated for a 5.0-liter version in the future, which means it will also appear in the Equus. In a speech at the Chicago auto show, Hyundai North American chief John Krafcik reiterated Hyundai’s commitment to meeting U.S. 35-mpg CAFE standards by 2015. He said the automaker could do it even with its influx of RWD and optional V-8s, because they will be low-volume cars. There’s an attitude we wish GM and Ford would take. ■ g

FURTHER OUT,

MASERATI is working on a convertible version of its GranTurismo, and it will be a 2+2, not a two-seater, thus avoiding the necessity to shorten its wheelbase and dimensions. A conventional softtop also is likely, and you’ll probably find the Quattroporte’s 433-horsepower, 4.7-liter V-8 under its hood. The Quattroporte’s ZF six-speed automatic is being developed for the GranTurismo coupe, so the convertible will get it as well. This all comes with a probable name change. Spider refers to a two-seat convertible in Italy, so expect the new car to be called Cabriolet when it bows at the 2010 Geneva show, going on sale shortly thereafter.

THE

BE IMPORTED, QUICKLY, TO BE A SHOWROOM TRAFFIC-BUILDER FOR CHRYSLER/DODGE/JEEP

■

PROBABLY

5 Series Semantics

MW A Progressive Activity Sedan by any other name is a 5 Series hatchback

(trend)

BMW continues its drive to boldly go where no market niche has gone before— whether it makes sense or not. Munich’s latest segmentbusting creation has officially arrived in the form of the Concept 5 Series Gran Turismo, BMW’s attempt to morph sedan, SUV, and Grand Touring coupe into a single vehicle. BMW claims the Concept 5 Series is equally suitable for long journeys, commuter traffic, and short , local trips. It fits somewhere between the midsize 5 Series sedan and its X5/X6. At 196.8 inches long, 61.2 tall, and 74.8 wide, it’s just 3.0 inches shorter than a 7 Series and 5.3 inches lower than the X6 in height; this is a large car. With an arching rear roofline blending into a turnedup spoiler, first impressions are of a vehicle in the fourdoor coupe vein, but with a hatchback like the Porsche Panamera’s. It has frameless doors and comes with four seats, like a tall Mercedes-Benz CLS. A gaping version of the famous BMW “kidney grille” slants forward slightly, flanked by sweptback, traditional dualround headlights with LED corona rings.

■ rory jurnecka

(trend) NEWS/OPINION/GOSSIP/STUFF 16 MAY 2009 MOTOR TREND.COMMAY2009

Character lines emerge from behind the 5 Series GT’s headlights, gently arcing along the length of the vehicle, terminating at the L-shaped taillights. A revised Hoffmeister Kink is behind the rear window. While BMW hasn’t divulged the engine, the hood’s power dome indicates space for the automaker’s 4.4-liter twinturbocharged V-8. Flared wheel arches reveal light-alloy multispoke 21-inch wheels. The new paint color is called Fluid Cuprite and contrasts against copper-colored brake calipers and inner exhaust pipes.Thetrunk combines aspects of a utility vehicle and sedan, with two methods of opening. Either the entire lid and rear glass can be swung up hatchback-style, or just the sheetmetal portion—aft of the glass—can be lifted as a conventional sedan trunklid (VW Group’s Škoda recently unveiled a similar system on its new Superb sedan). The advantage? BMW claims that, by using the smaller trunklid opening, the interior climate of the vehicle is less affected by inclement weather.

FRAM® EXTRA GUARD® DELIVERS 3 TIMES THE ENGINE PROTECTION BASED ON THE AVERAGE OF LEADING ECONOMY FILTERS.* When your oil breaks down, damaging dirt and particles can threaten the life of your engine. A FRAM Extra Guard oil filter delivers advanced engine protection with specially blended glass and cellulose filter media. FRAM Extra Guard traps 95% of dirt and harmful particles, and holds them until your next recommended oil change. Don’t cut corners—go with FRAM To learn more about advanced engine protection, go to fram.com. YOUR OIL PROTECTS YOUR ENGINE BUT WHAT’S PROTECTING YOUR OIL? 3X ENGINE PROTECTION* *Based on testing of models equivalent to PH8A 3387A and 6607 under ISO 4548-12 for particles > 20 microns. Engine protection is the measure of a ﬁlter’s ability to not just trap dirt, but hold it for the life of the ﬁlter. © 2009 Honeywell International Inc. Printed in the U.S.A. THE DIRT STOPS HERETM

(trend) NEWS/OPINION/GOSSIP/STUFF 18 MAY 2009 MOTOR TREND.COM

LAMBORGHINI CONTINUES to impress with its ability to launch new cars every year. Or we should say, new variants. The 6.5 liter V 12 gets a 30 horse boost to 661, and the car has lost 220 pounds, for a 5.1-pound/horsepower ratio. The Super Veloce has a redesigned nose and tail and offers a choice of small or large rear spoiler. Top speed is 212 mph with the small spoiler, 209 mph with the large “Aeropack” wing. Decisions, decisions. ■

(trend) AUTOCAR MAY2009

The new 5.0-liter AJ-V8 Gen III engines 385 horsepower in naturally aspirated form, and 510 with a supercharger will give the smaller, lighter XE plenty of punch, with a low 4.0-second 0-to-60-mph time feasible from the XER version. European buyers may also be offered the XE with the punchy 272-horse version of the new 3.0-liter V-6 diesel that will soon appeare in the XF sedan. With a reported 442 pound-feet of torque available (just 19 less than in the supercharged V-8), this engine could still deliver sub-six second 0-to-60 performance with 35-mpg gas mileage. ■ mike connor

Jaguar’s 911 fighter

JAGUAR is working a new sports that ll be under X and aimed ly at 9. To called X the likely will make its debut at the 2011 Geneva show, on the 50th anniversary of the iconic Jaguar E-Type, its spiritual successor The XE will be based on the Jaguar range’s flexible architecture, which accommodates the XK, XF and the all-new XJ that bows this September at the Frankfurt show. The last is designed to be a larger, more formal version of the XF, but more lowslung than the current, conservative XJ. Rumors of a smaller, more focused Jaguar sports car have been around for decades. Ford, which never truly understood Jaguar, canceled work on one called the F-Type about 10 years ago, deciding to focus the company’s resources instead on the development of diesel engines and the XType wagon. Ratan Tata, whose company now owns Jaguar, is supporting the development of the XE. “I don’t believe we can afford to emerge from the recession as we are,” he told British magazine Autocar recently. “We need to emerge with something shiny and new, which is why we are reprioritizing the roadster right now.”Tata has a much more personal connection with Jaguar than most of the Ford bosses previously responsible for the company’s direction: His father once owned an XK120. With the ’10 XKR stickered at $102,000 including destination, there’s room for the XE to tackle the Porsche 911 in the $80K-plus range. That means it’ll also be up against the Aston Martin V8 Vantage, a challenge Jaguar might not have been allowed to make before Ford Motor Company sold Aston and then Jaguar/Land Rover. Design chief Ian Callum is emphasizing subtle heritage cues over outand-out retro styling, so there’ll be none of the F-Type concept from the early 2000s. Besides being too old, the hoodline of that homage to the E-Type could not meet European pedestrian collision standards.

SuperLPMurciélagoLamborghini670-4Veloce

R on car wi positioned theK, square Porsche’s 11.be E, car ll New sports car will celebrate E-Type’s 50th anniversary

Introducing the Genesis Coupe.

1Available as part of Track model. See dealer regarding availability. 3.8 Grand Touring model shown. Hyundai is a registered trademark of Hyundai Motor America. All rights reserved. ©2009 Hyundai Motor America.

Youth in a tube? Spare us. What you really need are the rejuvenating properties of the all-new 2010 Genesis Coupe. Namely, a 306-horsepower 3.8-liter V6 engine that will stretch your face into an adolescent grimace and a rear-wheel-drive powertrain that will have you giggling like a child around the bends. As for the Brembo® braking system?1 That’s for keeping the new you from running completely amok. Careful, now. This is powerful stuff.

> RACE ONE AT ThinkHyundaiGenesis.comAboutIt

G-FORCE WRINKLEBEATSCREAM.

ofletterthemonth

The fact that four of your “Five People Detroit Needs Most” (February) are Democratic politicians is very revealing. Given the current status of the Big Three, I can understand at least two of the ve, since Detroit is completely dependent on a bailout for short-term survival.

Keith Evergreen,FlorquistColorado

TREND.COM (your say)

Orely MiamiMoralesBeach,Florida party lines

Frank Frisco,ThomasTexas I was struck by the dizzying array of cabs, beds, and trim levels available for these trucks. The auto companies seemed proud to o er logistics be damned

(your say)

You’re conclusion in choosing the Ford appeared to be that the Ford is more viable in the “work segment” of buyers for pickups. Granted, the Ford has a larger payload and towing capacity but that criteria should not be the “end all” for your decision. The lack of payload and towing didn’t keep you from voting the Honda as the TOTY a few years ago, did it? My cousin owns a 2006 F-150, and he’s a contractor. He’ll tell you he never approaches half of the payload or towing capacity of his truck. If a consumer is really concerned about big-time towing or payload capacity, he’ll go to the larger diesel models from one of the manufacturers.

Topcat9ViatheInternet

But why not reserve three of the slots for new CEOs with the vision to resurrect an ailing industry? It takes much more skill savvy and courage to guide an established company into a new marketplace than to simply preside over its demise, unable to change with the times. Government can only throw Detroit a short-term lifeline, but will never o er any permanent solutions.

caliper capacity Mark Williams and his crew of evaluators did a very fair job awarding the F-150 the 2009 Truck of the Year. And if I were there, being a loyal Dodge Ram truck owner, I also would’ve given the Golden Calipers to Ford. Dodge set the towing limits for a half-ton truck too low for the segment. How could I justify paying over $29,000 dollars for a half-ton that pulls only 7300 pounds in a crew cab con guration?

22 MAY 2009

hundreds of combinations for consumers. I would think all these combinations or potential combinations would drive up the price of the end product. Why not simplify the lineup? It seems that, at a time when cost saving is paramount, it would behoove the big three to o er fewer choices and a better value.

It’s interesting to put faces to names (“Power List,” February), and I arebeforehaverealityspeakingjustagain,esque.bitElonBlakeandJustChrisRowanbushy-browedpassCarlosresemblance.comparisonsmyselfnddrawingofGhosncouldforawell-fed,Atkinson;BangleforaforMendyedbeardedTimNelson;andMuskseemsaSteveBuscemi-Butthenperhapsit’smycabinfeverandtheofknowingIthreemonthstheroadssaltandsnowfree.

I read the endorsement of the “beyond politics” President, Barack Obama, and the radiance, with an h axis of horsepower MOTOR

Please, MacKenzie, take Kiino, St. Antoine, and Markus to the Bahamas and have them do a writeup on two R8s. It’s the least you can do. Jay SnowboundBlair in Orem, Utah ■ letter of the month wins! Jay wins this beautifully detailed 1:24-scale Cadillac Sixteen from West Coast Precision Die-Cast. Wcpdi.com write us at 6420 Wilshire Blvd. Los Angeles, CA 90048 e-mail us online at motortrend.com or send an e-mail direct to motortrend@motortrend.com

Whatever happened to your Truck of the Year

winner’s philosophy, “You can have any color, as long as it’s black”?

As always, the quality of the writing in MT is to be admired. Considering the lap times were so close—I mean a margin so tight the guy driving might not have even known which was the fastest had he not been informed later—I could not imagine if, for no other reason than price, the GT-R not emerging victorious. We’re talking about 1.2 seconds from fourth place to rst, which is a huge di erence if comparing 0-to-60 times, but nearly irrelevant for one-minute lap times. And speaking of 0-to-60 times, how about that GT-R matching the Ferrari at 3.2? John Williamsburg,ForosiskyVirginia radiance, with an h Kim Reynolds’ article about the Honda Clarity (“Coast Is Clear,” February) was both informative and a genuine morale booster. With dire news seemingly everywhere these days, it’s nice to see the human spirit is alive and well. Reynolds did a great job with a techno piece about a marvelous machine and at the same time gave me hope that we’re going to be okay after all. When’s the last time Reynolds had a raise?

whining about the Bush administration’s lack of interest in the auto industry. What “interest” would you like to see the President take in a capitalist system? Higher CAFE standards? More regulations? Dictating product o erings? We “enthusiasts” are told we can “feel good” about Obama, a man beholden to labor unions and environmentalists. His energy policy is simple—don’t use any. John Fallston,MatthewsM.D. Detroit Editor Todd Lassa responds: “The Power List re ects men and women we believe will continue to play a major role in the automobile business. These are not political endorsements. When Motor Trend went to press with the February issue, the four Democrats we listed among the Five People Detroit Needs Most were in position to seriously a ect the auto business. After we went to press, President Bush gave General Motors and Chrysler short term loan guarantees, as documented in the March ‘Trend’ section.” fancy-pants gobbledygook Monsieur St. Antoine, your meant-to-be-droll reference to empiricism and methodology (“The Asphalt Jungle,” February) begs the question as to the fundamental purpose of sports cars. Are the Corvette, 599, GT-R, and Porsche GT2 objets d’art, or are they purpose-built, performance machines with varying price-point aesthetics—incidental to that primary purpose? Perhaps, monsieur, you would consider the ZR1 a crowning achievement if someone invested an additional $75K (Porsche price di erence) or $257K (Ferrari) in its aesthetics and gave it a prestige brand name. Or is looking good and maintaining a Eurocentric class prejudice your real Jamesagenda?FiniganQueenCreek,Arizona or, in plain english St. Antoine: Put on some boxers and drive, you Michaelpansy! Sacramento,RiderCalifornia axis of horsepower I loved your February issue and the “War of the Worlds” comparison. It was an awesome read. Thanks for keeping my mind o of our crummy economy and falling bombs in Israel, if only for a moment. Jason Brown via the Internet Outstanding comparison between supercars; is this really Chevy versus Porsche versus Ferrari versus Nissan? The performance stats are so close but the price ranges are so di erent. Joe York,StefkoPennsylvania

Larry Nashville,ChambersTennessee where do you read trendmotor? E-mail digital photo(s) of you and Motor Trend to: Angeles,6420Motorcommotortrend@gmail.ormailthemto:Trend,c/oMail,ReadersonLocation,WilshireBlvd.,LosCA90048

readers on location Sara Swanson brings the 2009 Car of the Year to the Angkor Wat temple complex in Siem Reap, Cambodia.

■ Call for your free catalog today 1-800-317-8816 or visit www.crutchfield.com/mtd Car A/V catalog FREE Get a dream system for your carCrutchfield can help. ■ Huge selection from top brands like Alpine, Boston Pioneer,Kenwood,Accoustics,JLAudio,Sonyandmore ■ Personalized help from our experts to find the right mobile A/V solutions for you ■ Free Lifetime Product Support (your say)

Today, I took our van to the dealership; the pads were 90 percent gone at 10,700 miles. The 12 month/12,000 mile brake warranty would’ve expired about one week later, so my brake job was covered at no cost. As I see it, you saved me about $620 and a bigger “I told you so” from my wife. Talk about a subscription that pays o !

Themanual.chart of the diesel comparison (“Rattle & Hum,” April) should have listed the Volkswagen Touareg’s price as tested as $52,240 (est).

My wife was complaining about the front brakes squealing on our 2008 Chrysler Town & Country. I ignored her complaints since the van had very few miles on it, but then I read the long-term update, which said you had to replace the brakes on your 2008 Town & Country at low mileage to the cost of $614.68.

I thought this was Forbes or something. Come on. Leave the lists and smiling faces to the style magazines. Change it up. Do something exciting. Take a Seagrave re engine to the Bonneville Flats and run it at out. Test the latest ghter jet against a Prius. And keep o the trapster.com stickers.

All correspondence must include an address and a daytime telephone number. Any material accepted is subject to such revision as is necessary at our sole discretion to meet the requirements of this publication. All materials sent to the editors become property of Motor Trend magazine and cannot be returned. Unsolicited materials will not be accepted and will not be returned. This magazine assumes no responsibility for loss or damage thereto. The act of mailing a manuscript and/or material shall constitute an express warranty by the contributor that it is original and in no way an infringement upon the rights of others. Due to the volume of mail received, we can reply only to letters selected for publication.

Larry Nutson West Hartford, Connecticut mt: consumerwatch/for the record second opinion

Alan Bierlein, M.D. Bristol, Indiana for the record

It’s time to “Shatter Your Illusions” (January). If you wish to continue in this anatomical vein, let’s call it a septated grille or, God forbid, a “Pontiesque Septated Grille.” Septum, of course, refers to the divider in your nose that tends to deviate when you face plant. I hate it when that happens, but it’s good business. Now, I can’t really go into more detail or it could be a HIPPA violation, which carries some signi cant federal penalties, but enough with the kidney stu !

Randy Placitas,RaineyNewMexico

The 2009 Dodge Ram is not the rst truck to o er a rear coil-spring suspension. That record belongs to the Chevrolet and GMC trucks from the Our1960s.long-term Chrysler Town & Country underwent a premature transmission service at 19,000 miles. This service is required only at the 60,000-mile mark, as per the service

Seriously, what are you people thinking? The 2009 Power List? Who could possibly care? Have the nerds taken complete control of your magazine? I have to think that most of your audience reads MT to get away from what you devoted six pages to. Getting used to hybrids has been tough enough, but really, seriously, knock it o !

policy versus power slides

Perhaps it once did, but the new BMWs no longer possess what I could call a “double kidney” grille. At least, no kidney I’ve ever seen (well, maybe a pelvic kidney, but they’re rare).

Oscar Asheville,JenkinsNorth Carolina Your front-brake replacement experience with the Chrysler Town & Country was eye-opening. And, in your case, much of the problem is traced back to the dealer. We place emphasis on new-car design, equipment, cost, fuel economy, and so on, with far too little on the experience of living with a vehicle on a daily basis.

Barry Riverdale,GoldNew York mt: consumerwatch

<3EA@=/2 B3ABA/CB=A6=EA 4CBC@3 D3671:3A;C16;=@3 :=5=<<=E ;= B = @B@ 3< 2 1 =;

arthur

Jeep Wrangler Rubicon. There aren’t many automotive icons left, but the Wrangler remains The Real Thing. Sure, the tetragon Jeep received a refresh for 2007, but the Wrangler is still about as avant-garde as a tyrannosaurus rex resurrected from Montana sandstone. And for that I love it. I’d stretch to get a Rubicon ($29,315 base) with all the o -roading can-do, then wrestle with the choice of four doors (the roomy Unlimited makes more sense) or two (looks and feels more authentic to me).

Lotus Elise. Pay at least $47,655 for a one-ton two-seater with a mosquito-buzz four-cylinder, seats as supple as manhole covers, and the interior re nement of an unassembled IKEA bunk bed? Well, um, have you ever red an Elise across a wriggling canyon two-lane? If so, you know why this poster child for vehicular improvidence makes my ve. This is driving that’s hard-wired to your ngertips, your gluteus maximus, your soul, your naughty bits. Asphalt ecstasy, pure and un ltered. The cocktail-partiers don’t get this one. They always expect me to make sense. ■

IT’S THE second question I get asked at every cocktail party: What car do you own? (The rst query: “Is that really your fourth?”) It’s like asking the chef, “Where do you buy your lobster?”—if the pro from the biz approves, that’s insider gold. Full disclosure: At the moment, I don’t own an automobile. Too many test cars, too little time. But I’ve owned many cars in the past and, probably like you, I always maintain a running mental list of the rides for which I’d actually consider forking over my own zealously guarded cash. In the interest of speeding up future party conversations, then, here are my top ve new-car choices (you’ll nd no Bugatti Veyrons; this is stu I could conceivably a ord). Maybe I’ll print this column in handy business-card size. Volkswagen GTI. No-brainer. With a base sticker right around $25K, the GTI is the sweetest enthusiast’s car you can get for the Benjamins. With 200 horses from its turbo 2.0-liter four, the VeeDub is eet-footed but by no means the quickest car in its class. Who cares? Not me whenever I have a GTI for a weekend mountain ing. Brilliant steering, bear-hug seats, chassis poise that screams “ re-sale Porsche,” F1-like paddle-shift DSG gearbox. Add some 18-inch rims with summer tires plus an iPod adapter, and I’m out the door for just over $27 grand. No wonder the GTI won our March “Small Fast Fun” comparo.

tester’s choice ) st. antoine “ IT’S LIKE ASKING THE CHEF, ‘WHERE DO YOU BUY YOUR LOBSTER?’—IF THE FROM BIZ APPROVES, THAT’S INSIDER GOLD.

Just try. Ford Mustang GT Premium. Frankly, “Mustang” isn’t a name I expected to nd on my buying radar, but the Blue Oval’s newly redone ponycar has won me over. Zero to 60 mph in 4.9 seconds, 0.95 g of grip, a rip-snorting V-8, and classy tailoring for under $29K? Yes, please. True, the coming Camaro likely has the edge in handling and modernity, but the Mustang is just more “me” (feel free to inject “rough around the edges” here). Where’d I put my Ray-Bans?

Wrangler: Go slow with pride. BMW 335i sedan. Yep, it’s steep ($41,125 and climbs fast with extras). Then again, this twin-turbo, 300-horse Bauhaus sledgehammer scores impressively on those depreciation charts used by accountants charging you $200 an hour to show you how much money you can save. So it actually makes some nancial sense. But forget about the cost—and once you cut loose in this Kobe Bryant of a four-door, you will. Find a better all-around automobile?

THE

” Attention, all automakers: Are you in my ﬁve? 26 MAY 2009 MOTOR TREND.COMMAY2009 ■ illustration glenn lumsden

ihi (the asphalt jungle

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Of all the vehicles on the road, nothing becomes a part of you like a rugged, ageless pickup. And of all the cigars in America, nothing enhances your moments of reflection like the smooth, timeless taste of a Macanudo. That’s what inspires the passion that makes Macanudo America’s best-selling premium cigar.

28 MAY 2009 MOTOR TREND.COM HENRY FORD was a devotee of elegant, simple solutions, and his magnum opus—the Model T—was full of them. He favored constant-mesh planetary gears over the kind that have to slide in and out of contact with each other, which led to the T’s unique three-pedals-and-a-lever transmission. The T’s steering used another planetary gearset to reduce e ort. But, in 1927, son Edsel talked him into more conventional gearing for the Model A, and the planetary concept fell by the wayside for a decade until automatic transmissions brought them back into vogue. These days sliding-gear trannies with twin clutches are hogging the headlines, but British engineering rm Antonov Ltd. is breathing new life into elegant planetary gearing. First a little refresher. A planetary gearset consists of sun and ring gears, in between which several planet gears rotate, connected by a carrier. The ratio you get depends on which element you drive, which you constrain, and which the torque ows out of. Most of today’s slushboxes use several interconnected planetary gearsets with an array of brakes and clutches constraining various elements to achieve up to eight forward speeds and reverse, using a torque converter to decouple the engine from the wheels at a stop. Bulgarian-born inventor Roumen Antonov may have found a better way to achieve the e ciency and comfort of a dual-clutch tranny at lower cost with simpler planetary gears. The Antonov six-speed auto uses parallel input and output shafts like a manual or DSG (torque ows through conventional automatics on one axis), with each shaft carrying two planetary gearsets. The three lower gears and reverse each engage with a wet clutch locking some element of the gearset to the housing, while the upper gears use a single clutch to lock one of the gearsets together so it rotates as a unit.

Antonov has a four-speed that shifts itself without any hydraulic or electronic controls. Centrifugal forces initiate clutch application at various speeds in each of its two planetary gearsets, transferring torque that generates an axial thrust on the gears. This force completes the clamping load on the clutch. Slow down, and it all unlocks. An ingenious combination of springs and centrifugal elements provide the four forward speeds in this third-world solution. This simple centrifugal self-regulating concept is currently in production as a two-speed supercharger drive that increases low-rpm boost on an aftermarket kit tailored to the Hummer H3 ve-cylinder (other applications are coming). This concept is also being developed as a two- or threespeed accessory-drive pulley. The idea is to dramatically reduce the overall operatingspeed range of the alternator, A/C compressor, etc., so they can be more e ciently designed.

(technologue

ANTONOV HAS A FOUR-SPEED TRANSMISSION THAT SHIFTS ITSELF WITHOUT ANY HYDRAULIC OR ELECTRONIC CONTROLS. ”

innerplanetary travel doug fraser ) frank markus driving through cheap, simple ingenuity

MAY2009

■ illustration

Prototype Antonov TX6-equipped 1.6-liter VW Golfs reportedly consume 10 percent less fuel than their stock Aisin six-speed automatic counterparts. The transmission has more parts, but is reportedly simpler to manufacture and easier to develop and integrate into a vehicle, so it’s being promoted heavily in China. The design is fully scalable for higher or lower torqueWantcapacities.anevensimpler, cheaper tranny?

“

The bene ts? Shaft-to-shaft gearing steps the rst and reverse gear torque down to about what a DSG sees at launch, so their wet clutches replace the costly and ine cient torque converter. Reduced interdependency among the gears allows greater freedom of ratio selection and spacing, allowing a much greater overall ratio spread. And single clutchto-clutch hando s mean shifts can occur from any gear to any other, vehicle speed permitting—something most DSGs can’t do.

Reducing fuel consumption using simple gears, springs, and weights sounds like an idea Hank the rst would approve of. ■

Better

Tame the Road The New Power in Sports Driving According to several of Europe’s leading enthusiast magazines, the new Hankook Ventus V12 evo earned high praise when compared to some of the ﬁnest tires in the world, including a “Very Recommendable” conclusion from AutoBild. Recommendable”!“Very © 2009 Hankook Tire America Corp. 1450 Valley Road, Wayne, NJ 07470 1-800-HANKOOK

30 MAY 2009 MOTOR TREND.COM (ﬁrst test) hyundai genesis coupe 3.8 track

MOTOR TREND.COM MAY 2009 31 CALCULATING PERFOR MANCE NUMBERS FOR THIS ALL-NEW COUPE WAS EASY. FIGURING OUT WHERE IT FITS INTO THE SPORTS-CAR EQUATION IS A WHOLE ’NOTHER STORY. ● words ron kiino ● photographs wesley allison

32 MAY 2009 MOTOR TREND.COM

JUST A YEAR ago,Hyundai pulled out the red carpet to launch the Genesis, a rear-drive,V-8-motivated luxury car with power and grace akin to that of a Lexus LS 460. Its pricetag, however, resembled the one dangling from the rearview of a Chrysler 300C. And wouldn’t you know it, just as the original Lexus LS did 20 years ago,the Genesis garnered much attention, plenty of love, and due respect. It certainly got ours. In fact, had it not been for the extraordinary Nissan GT-R,the Genesis would be reveling in Motor Trend Car of theYear glory for the next seven months.Suf ce it to say,the Genesis is one of several top-notch products coming from the now formidable Korean brand. Don’t believe us? Well,Hyundai was one of only four automakers to sell more vehicles in January 2009 than it did in January 2008.In other words,in a month when such terms as “Great Recession”were oating around and Chrysler’s sales were down 54.8 percent, GM’s 48.9,and Toyota’s 31.7,Hyundai’s were on the rise.Baby steps? Hyundai is making giantOnestrides.such stride—and it’s a big one, especially considering Hyundai’s sportiest vehicle to date was the 172-horsepower front-drive Tiburon—is the car you see on these pages, the all-new 2010 Genesis Coupe.Just as the Genesis sedan’s mission was to boldly lead Hyundai into the luxurycar arena, the Coupe’s is to unabashedly storm the sports-car field. What’s the formula? Try 300-plus-horsepower, rear drive,and styling that’ll startle a Town Car. But does it work? Let’s explore.

(ﬁrst test) hyundai

HEART AND SEOUL

Similar to Nissan’s VQ-series V-6, which powers everything from the Altima and 370Z to the In niti FX35 and G37,Hyundai’s LambdaV-6 is an engine that gets around.In transverse con guration,it powers,among others, the Hyundai Azera and Veracruz, and the Kia Amanti and Sedona. Shift the con guration 90 degrees, though, and the 3.8-liter Lambda is ready for rear-drive duty, as in the Genesis sedan and the Kia Borrego SUV.Now it trickles its way into the Genesis Coupe, in which it represents the topline power plant.(A 2.0-liter turbocharged four gets the call for entry-level assignment—see genesis coupe .8 track

OUR PREPRODUCTION 3.8 Track photo car had correct spoiler and 19-inch wheels, but came with 2.0T Track’s two-tone seats.

Transmission choices for the Genesis Coupe,which is built alongside the sedan at Hyundai’s Ulsan, Korea, assembly plant, include a Hyundai-sourced six-speed manual and a ZF six-speed automatic.The manual utilizes a sporty 3.54 axle ratio while the auto, also used in V-8 Genesis sedans, gets an even more dynamic 3.73 as well as

BETTER THAN AN E46 M3

3.8 track

RED BULL RUSH genesis coupe

DRIFT ON SUNDAY, sell on Monday. That’ll be Hyundai’s motto as it enters the 2009 Formula Drift Professional Drifting Championship with multiple champion Rhys Millen. To achieve the target curb weight of 2400 pounds, Millen and his team gave the Genesis Coupe drift car an alkali bath to remove all rubber and adhesives from the chassis and then replaced every metal body panel with ones made from carbon ﬁber. The chassis is stitchwelded for extra strength, a necessary step given the stiffness levels of the KW three-way adjustable coil-over suspension. A stroked 4.1-liter Lambda V-6 that makes 550 horsepower and 520 pound-feet provides the rubbermelting power; and there’s plenty of it to instantly fry a pair of Toyo Proxes R1R tires. Look for Millen and his Red Bull Genesis in the drift championship as well as in the Pikes Peak hillclimb and select Redline Time Attack events.

The last-generation BMW M3 was,and still is,a fantastic GT car.No person in his right mind could say its structure felt like soggy sidebar.) Accordingly,the 3.8 is tuned to 306 horsepower and 266 pound-feet of torque, and features all-aluminum construction, dual overhead camshafts,and continuously variable valve timing on both intake and exhaust. Perhaps most pleasing is the fact that the 3.8 consumes good old-fashioned 87 octane.Every other rear-drive import in its class, including the 370Z, Mazda RX-8, and BMW 135i, guzzles costlier 91 octane. Plus, the 3.8’s estimated fuel economy of 17 city/26 highway is better than that of the 3.0-liter twin-turbo BMW (17/25) and the 1.3-liter rotary Mazda (16/22).

(ﬁrst test) hyundai

WAGGING TAILS AND SMOKING TIRES

9t“o c gT

34 MAY 2009 MOTOR TREND.COM

steering-wheel-mounted paddle shifters. Saddled with curb weights within just four pounds of each other (the 3478-pound manual vehicle,surprisingly,weighed more than the auto car),the two 3.8 Track models each hoofed from 0 to 60 in 5.5 seconds, with the negligibly lighter and more aggressively geared auto car clipping the quarter mile two-tenths sooner,at 14.0 at 101.0 mph. This is a quick coupe, for sure—a Jag XK needs 5.8 seconds to reach 60 and 14.3 at 98.3 to nab the quarter—but not as brisk as several others in its class.The 370Z,135i, and Mustang GT all put up better numbers. Maybe the onus falls on the engine.The so-called “RS 3800”V-6 (for Rear-drive Sport),which does emit a pleasing growl as it revs effortlessly to the 6500-rpm redline,is no-doubt a re ned engine—arguably more re ned than Nissan’s VQ—but it doesn’t seem 306 horsepower strong.“I realize that on paper this is a 300-plus-horsepower car,”says associate editor Allyson Harwood, “but it doesn’t feel like it.It was pretty quick off the line, but I guess I expected a little moreThethrust.”six-speed manual also was a bit of a letdown.Its rubbery feel generally led to imprecise experiences, especially when attempting to shift quickly,and its placement on the center console seemed an inch or so too rearward. An RX-8’s gearbox will make you jealous. And as editor at large Arthur St. Antoine notes, our manual test car suffered from “Lots of driveline lash, making it very dif cult to execute smooth shifts and throttle inputs.”The manual,alas, left us feeling that the proven ZF slushbox is the transmission of choice, certainly in light of the standard paddle shifters and generally quicker acceleration times.

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VW GTI and Honda Civic Si take notice. For

fettuccine.Well, according to Hyundai, the Genesis Coupe boasts a body 24 percent stiffer in bending rigidity than that of the E46 Bimmer.Better than an M3? In this instance, it appears so. We all agreed the Genesis Coupe feels sapphire solid.Build quality seems rst rate. The doors shut with a reassuring thump. Whether navigating a straight highway or a winding byway,the Hyundai comes across as tight and well put together.This overall feel of solidity,of course,is a welcome plus, as it not only gave Hyundai engineers a strong starting point, but it also provides the driver with quicker and more communicative responses.Within these realms,the robust Genesis Coupe mostly succeeds.The front strut and rear multilink suspension can be best described as modestly stiff,thanks in part to our Track model’s sport-tuned gear, which aunts rmer springs, larger front and rear anti-roll bars, and 19-inch alloys with summer Bridgestones.The ride is never jarring,but it does act unre ned at times,occasionally crashing onto its bump stops and relaying a wee too much road granularity.Presentthe Genesis Coupe with a curvy road,though,and the tautness of the tracktuned chassis pays dividends.The steering, with its relatively rapid 14.9:1 ratio, offers crisp turn-in and solid linearity,but disap-

a limited slip, Brembos, and 19-inch wheels, as well as the $24,500 R-Spec, a decontented Track trim for tuners and autocrossers. (ﬁrst test) hyundai genesis coupe 3.8 track 3.8 TRACK gets standard foglamps, Xenon headlamps, sunroof, and sidemirror turn indicators (not pictured) THE DETAILS Base price: $22,750-$27,500 Powertrain: 5-spI-4/6-splb-ft/turbo2.0L/210-hp/223-DOHCman,auto Vital stats: 0-60: secsec/quarter:6.515.0(MTest) EPA: 20-21/29-30 mpg (est)

make

UNNATURAL ASPIRATIONS

for the buck

delivers

V-6 seems superﬂuous, the Genesis Coupe’s 2.0-liter turbo four will seem just plain super. With 210 horsepower and 223 pound-feet channeled through a six-speed manual (a ﬁve-speed automatic is optional), the 2.0T should hit 60 in about 6.5 seconds and the quarter mile in roughly 15.0 ticks at 94.0 mph, yet still dispense an estimated 21/30 mpg. And given the $22,750 starting price, 2.0T bang that will such front-drive the those in search of more street cred, there’s $27,500 2.0T with

the

36 MAY 2009 MOTOR TREND.COM

IF A LARGE-DISPLACEMENT

Track, replete

pocket-rockets as

DON’T NEED A V-6?

While the Genesis Coupe doesn’t head its competitive eld in driving dynamics,it is far and away the value leader.A base 3.8 with a manual,which comes with leather,automatic climate control,foglamps,active front head restraints,keyless entry,Bluetooth,and USB/ iPod connectivity,starts at $25,750,or $3095 less than a base Mustang GT.Select the ZF auto, and the cost jumps an extra $1500.

CARGOSHOULDERLEGROOM,HEADROOM,SEATINGWEIGHTCURBTURNINGLENGTHTRACK,WHEELBASE111.0inF/R63.0/63.6inxWIDTHxHEIGHT182.3x73.4x54.5inCIRCLE37.4ftWEIGHT3478lb(6M);3474lb(6A)DIST,F/R55/45%CAPACITY4F/R39.2/34.6inF/R44.1/30.3inROOM,F/R56.7/52.8inVOLUME10.0cuft DATA

TEST

TAKE NOTE of 6500-rpm redline: During accel runs, 3.8’s overprotective ECU frequently cut power for a few seconds following shifts at redline.

BRAKING,QUARTERPASSING,ACCELERATIONTOMPH,6M;6A0-301.9;1.9sec0-403.1;2.90-504.3;4.10-605.5;5.50-707.5;7.20-809.3;9.10-9011.8;11.10-10014.3;13.745-65MPH3.0;2.8MILE14.2sec@99.5mph;14.0sec@101.0mph60-0MPH111ftLATERALACCELERATION0.90g(avg);0.91g(avg)MTFIGUREEIGHT26.2sec@0.67g(avg);26.3sec@0.68g(avg)TOP-GEARREVS@60MPH2250;2050rpm

CHECKING THE BOXES

CONSUMER INFO BASEPRICE $30,250 COEPAFUELROADSIDEPOWERTRAINBASICAIRBAGSDualSTABILITY/TRACTIONPRICEASTESTED$30,250(6M);$31,750(6A)CONTROLYes/yesfront,frontside,frontcurtainWARRANTY5yrs/60,000milesWARRANTY10yrs/100,000milesASSISTANCE5yrs/unlimitedmilesCAPACITY17.2galCITY/HWYECON17/26mpg*;18/26mpg* 2 *RECOMMENDEDEMISSIONS0.96lb/mile*;0.93lb/mile*FUELEstimatedUnleadedregular

Step up to the luxury-bent Grand Touring that adds distinctive brown leather,heated seats,a 360-watt In nity audio system,and HID headlamps,and the bottom line barely crests $28,000. Or, opt for the go-getting Track and pay just $30,250. A comparably equipped 370Z Touring with Sport Package demands over $38,000.And did we mention that the 210-horse turbo starts at under $23,000?

38 MAY 2009 MOTOR TREND.COM points with a somewhat gluey feel.When the pace quickens,the Hyundai displays modest roll and understeer, but its instinct to stay at inspires con dence when exploring the limits. Speaking of limits, the Genesis Coupe’s standard stability and traction control can be turned completely off. But unless you’re impersonating drift champ Rhys Millen (see sidebar), it’s probably best to leave that button untouched,as the Track’s Torsen LSD can’t cheat the laws of physics.Inour instrumented handling tests, the 3.8 Track cars recorded lateral acceleration of 0.90 g (manual) and 0.91 g (auto), and gure-eight runs of 26.2 seconds at 0.67 g and 26.3 at 0.68.Again,these gures outgun those of the upper-echelon Jag XK (0.89, 26.8 at 0.66), but not of its two main rivals, the Mustang GT and 370Z.Ditto for 60-to-0 braking,which,at 111 feet,is just shy of the spans from the Ford (108) and the Nissan (109). As usual, credit goes to the Track model’s unfaltering Brembo braking system, which uses meaty monobloc xed calipers and substantial 13.4-inch front/13.0-inch rear vented rotors.

Obviously,Hyundai has much to be proud of with its rst rear-drive sport coupe.The value is unbeatable.The quality is tip-top. The road manners are respectable. The styling, with its unique Z-shaped character line and drop-beltline rear window, is standout. Sure, there are some details— namely, the inexact manual and the numb steering—that need some ne-tuning. But for an initial effort, in a eld that it’s never played,Hyundai has delivered a solid,sexy product.But where exactly does that product t into the ultra-competitive sports-car arena? Turn the page. ■

DIMENSIONS

2010 HYUNDAI GENESIS COUPE 3.8 TRACK POWERTRAIN/CHASSIS SUSPENSION,AXLE/FINAL-DRIVETRANSMISSION6-speedWEIGHTREDLINE6500TORQUEPOWERCOMPRESSIONDISPLACEMENT230.6VALVETRAINDOHCENGINEDRIVETRAINLAYOUTFrontengine,RWDTYPEV-6alumblock/heads4valves/cylcuin/3778ccRATIO10.4:1(SAENET)306hp@6300rpm(SAENET)266lb-ft@4700rpmrpmTOPOWER11.4lb/hpman;6-speedautoRATIOS3.54:1/2.81:1(6M);3.73:1/2.58:1(6A)FRONT;REARStruts,coilsprings,anti-rollbar;multilink,coilsprings,anti-rollbarSTEERINGRATIO14.9:1TURNSLOCK-TO-LOCK2.7BRAKES,F;R13.4-inventeddisc;13.0-inventeddisc,ABSWHEELS,F;R8.0x19in;8.5x19,castalumTIRES,F;R225/40R1989Y;245/40R1994Y,BridgestonePotenzaRE050A

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40 MAY 2009 MOTOR TREND.COM IN AN INTERVIEW last December with Automotive News, in which he addressed Ford’s economic woes, CEO Alan Mulally said, “Now we have in the pipeline what arguably everybody believes is the best product lineup we’ve ever had at Ford.” Memo to Ford’s PR department: Listen to your boss. Given that Mulally told the universe that Ford’s products are essentially world class, you’d think his employees in public relations would buy into what he’s selling. If they did, they’d have gladly given us that pipeline’s first potent product, the 2010 Mustang GT, for a head-to-head test with Hyundai’s Genesis Coupe. But they didn’t. As you read in editor MacKenzie’s “The Big Picture” column in this issue, Ford’s PR staff demanded a conditional loan, one in which we agreed to test the Mustang as a standalone—no backto-back comparison with Korea’s new colt. Normally, we would’ve told Ford to take a hike up the Himalayas. But, in the interest of getting you, the reader, test numbers on the new Mustang, we agreed. For Ford, it’s a shame we did. While it’s plausible most buyers won’t cross-shop the Mustang and the Genesis Coupe—they do appear quite dissimilar, after all—the two nonetheless share much in common. Each is a front-engine/rear-drive four-seat coupe with a manual transmission, a 300-plus-horsepower engine, and a so-called Track Package, which includes sportier wheels, tires, brakes, and suspension. But that’s about where the similarities end. The Mustang is only about six inches longer and roughly 100 pounds heavier than the Genesis, but it feels bigger and more substantial than the measurements suggest.You sit down in the Mustang, as if nestled in a claw-foot tub, looking out over the raised dash at the relatively long, flat hood.With its higher beltline and broader shoulders, the Mustang imparts a sense of musclecar mass, a stark contrast to the Hyundai, whose sharply raked hood and character line, both of which slope aggressively toward the front, convey the feel of a sleek sport-compact. Unsurprisingly, the Genesis Coupe comes across a tad sharper, but the test numbers contradict those senses. Not only is the new Mustang more agile than the Genesis—0.95 g on the skidpad (versus 0.90) and 25.5 seconds at 0.70 g in the figure eight (versus 26.2 at 0.67) —it’s also superior in 60-to-0 braking (108 feet versus 111) and at the dragstrip, posting 0-to-60 and quarter-mile times at least a half-second quicker. Further, the Mustang doesn’t suffer from the Hyundai’s rubbery shifter,jittery ride,numb steering,or driveline lash. Sure, at times its track-tuned suspenders are too starchy in vertical motion, but for those day-to-day commuter frequencies,the tuning is more coddling than the Hyundai’s. Plus, with its remodeled interior, the Mustang needn’t fret that the Genesis Coupe is boasting a more lavish crib. “I’ve never said this about a Mustang before, but I’d own one of these GTs—worlds more flavorful car than the Genesis Coupe,” notes editor at large Arthur St. Antoine. It’s that flavor, ultimately, that endears the Ford to us over the Hyundai.The Genesis Coupe’s V-6 can’t duplicate the sound, smoothness, or torque of the Mustang’s well polished 4.6-liter V-8. Nor can the Hyundai match the Mustang’s near-1.0g lateral acceleration or sub-five-second 0-to-60 time. Brawnier in feel and performance than the Hyundai, this 2010 is the most refined and capable Mustang GT we’ve ever sampled. Hey, Ford PR folk, have you driven one of these lately? ARMED WITH THE REWORKED 2010 MUSTANG GT, FORD IS STILL FEARFUL OF HYUNDAI’S NEW GENESIS COUPE. AFTER DRIVING THEM BOTH, WE’RE LEFT WONDERING WHY ● words ron kiino ● photograph wesley allison (head to head) ford mustang gt vs. hyundai genesis coupe 3.8

MOTOR TREND.COM MAY 2009 41

FORTAILOR-MADEEXPLORING

THE LIMITS OF ADHESION

42 MAY 2009 MOTOR TREND.COM

IF WE BASED comparison tests predominantly on appearance,it would be obvious why we paired the 370Z and the Genesis Coupe.They just look comparable. Related, if you will.Not siblings,per se,but they could certainly pass for cousins.Whereas the Mustang next to the Genesis resembles a bulldog rubbing shoulders with a Siamese cat, the Z and the Hyundai side by side seem, well, appropriate. In con guration, the Genesis Coupe is actually more similar to the Z’s relative, the four-seat In niti G37. But the G comes across too mature (not to mention it costs a lot more) to be a realistic competitor to the Hyundai. Plus, the G is a beautiful car, its gently owing curves and smooth edges suggesting sculpture. The Genesis, in contrast, possesses quirky cues and audacious lines that are more youthful, more in your face. In that respect, the Z is the same, what with its cantilevered roof, barbed head- and taillamps, front fangs, and upswept beltline.These sports cars, in terms of style, are two peas in a pod: Neither is beautiful, but each is visually stimulating. Of course, they’re also dynamically stimulating, and that’s where we’ll focus our comparative attention.You already know what the Hyundai can do at the test track, so let’s peruse the Z’s stat sheet.Weighing 145 pounds less than the Genesis Coupe, yet forti ed with 26 extra horses, the Z easily outruns the Hyundai, posting 0 to 60 in 4.7 seconds and the quarter mile in 13.3 at 107.1 mph. Compared with the Genesis’s sprints, the Z’s are noticeably quicker: 0.8 and 0.9 second, respectively.While the Hyundai feels like it’s falling short of its 306-horse pledge, the Z easily makes good on its 332-horse promise. Under spur, the Nissan’s 3.7-liter provides the kick to forcefully shove you back in the seat; the Hyundai’s 3.8 gives more of a rm nudge.The discrepancy is the difference between “wow, this is a fast car” and “gee, I thought this would be quicker.” Moving beyond straight-line statistics, into handling results, the Z does just that—moves beyond the Genesis. With a wheelbase 10.6 inches shorter and front and rear tracks at least two inches narrower, the Z, wearing wider suction cups, managed to pull a neck-taxing 1.01 g on the skidpad compared with the Hyundai’s 0.90. Moreover, the Nissan’s blistering gure-eight run of 24.8 seconds at 0.76 g was well over a second speedier than that of the Genesis, which ran 26.2 at 0.67. Drive these two back to back on a stretch of squiggly asphalt, and the handling numbers make perfect sense. Inasmuch as the Genesis feels like a capable and exciting sport coupe, the Z acts like an absolute purpose-built sports car.The seating position is low and the body seems vacuum-packed around the driver. Conversely, the Hyundai imparts a higher, airier feel from behind the wheel. The Z’s steering, in light of the Hyundai’s, is relatively heavy but it relays crisper responses and clearer communication. Same for the gearshift, which is perfectly placed and more re ned in shift feel and action (plus, it offers the marvelous SynchroRev Match feature). Everything about the Z is tailor-made for exploring the limits of adhesion. The Hyundai, in contrast, seems to need a few more hems and stitches to rival the Z’s exhilarating style. That style,though,comes at a dearer price.Is this premium too high to give the nod to the Z? Flip the page.

● words ron kiino ● photograph wesley allison (head to head) nissan 370z vs. hyundai genesis coupe 3.8

MOTOR TREND.COM MAY 2009 43

44 MAY 2009 MOTOR TREND.COM SO, IT’S LESS ENDEARING than the Mustang and less exhilarating than the Z. But does that make the Genesis Coupe less desirable? Not necessarily. By combining some of the choice attributes of each—the forceful façade and 26 mpg highway of the Z and the four-seat accommodations and the nearly 13.4-cubicfoot trunk of the Mustang—the Genesis Coupe represents, in some ways, the best of both worlds. It is quick and fun to drive. It’s easy on the eyes and on the wallet. And it comes with a stellar warranty from an automaker whose sales aren’t in the toilet. The only caveat is that you have to want to live in both those worlds: in the style of the Z and in the functionality of theButMustang.ifyou’re just after a sports car with the low-slung, sharp-nosed design of an Asian import and could care less about passenger or cargo capacity, the Z is the better drive. It’s markedly quicker, handles better, and is more rewarding to pilot. Whether cruising downtown or conquering a canyon road, we’d pass on the Genesis key for the Z’s any day. In a different vein, if your most important requirement is a sport coupe that accommodates the spouse, kids, and gear and is still a hoot to scoot, the Mustang GT is the superior option. Its back seat is a smidge tighter, but its dynamics are just plain bigger, easily offsetting any deficiencies in light of the Genesis. The Mustang simply offers more speed, more agility, and more fun. Yet, it’s more mature and refined. The Genesis is the car you take to the prom; the Mustang is the one you take to the reunion.Conditions aside (see, Ford, it’s not that difficult), were we left to pick just one of these rear-drive rockets, we’d opt for the Mustang. It’s a close call, as some of the editors, including your scribe, chose the Z for its eye-watering speed and dizzying grip, but the Ford embodies the whole package. It delivers performance numbers on the heels of the Z’s but doesn’t limit roll call to two or subject the driver to high-rpm crudeness. It offers the conveniences of the Genesis yet makes no noticeable sacrifices on the street or track, delivering stats that seem fitting for a Cayman. Plus, neither the Genesis’s 3.8 nor the Z’s 3.7 can match the teeming torque and rapturous rumble of the Mustang’s 4.6. In this case, there is no replacement for displacement Although Ford was afraid the Genesis Coupe would make the Mustang look like a chump, the Hyundai has instead turned the Blue Oval’s ponycar into a champ For being a scaredy cat, Ford now looks like the chump. Funny how things work out. ■ ron kiino HAVE THE MUSTANG AND Z LEFT THE GENESIS COUPE WOUNDED AND DEFEATED? OR DID HYUNDAI JUST RUIN THE DAY FOR FORD AND NISSAN? HYUNDAIGENESIS FORDMUSTANGGT NISSAN370ZTOURING 3.8TRACK PREMIUMTRACK W/SPORTPACKAGE MSRP $30,250 $33,340 $38,155 Vehicle layout Front-engine, Front-engine, Front-engine, RWD,4-pass, RWD,4-pass, RWD,2-pass, 2-doorcoupe 2-doorcoupe 2-doorhatchback Engine 3.8L/306-hp/266-lb-ft 4.6L/315-hp/325-lb-ft 3.7L/332-hp/270-lb-ft DOHC24-valveV-6 SOHC24-valveV-8 DOHC24-valveV-6 Transmission 6-speedmanual 5-speedmanual 6-speedmanual Curb weight (dist f/r) 3478lb(55/45%) 3572lb(53/47%) 3333lb(55/45%) Wheelbase 111.0in 107.1in 100.4in L x W x H 182.3x73.4x54.5in 188.1x73.9x55.6in 167.2x72.8x51.9in 0-60 mph 5.5sec 4.9sec 4.7sec Quarter mile 14.2sec@99.5mph 13.5sec@104.0mph 13.3sec@107.1mph Braking, 60-0 111ft 108ft 109ft Lateral acceleration 0.90g 0.95g 1.01g MT figure eight 26.2sec@0.67g(avg) 25.5sec@0.70g(avg)24.8sec@0.76g(avg) EPA city/hwy fuel econ 17/26mpg(est) 16/24mpg 18/26mpg C02 emissions 0.96lb/mi(est) 1.03lb/mi 0.93lb/mi

THOUGH IT COULD’VE BEEN CLOSER STILL THE NEWAudi R8 5.2 FSI quattro may drive like one of the world’s most exotic and exquisitely executed sports cars—newV-10 engine, choice of six-speed manual or R-tronic paddle-shift transmissions, body design straight from Pluto—but in many ways the coming U.S. version is very much a work in progress.

46 MAY 2009 MOTOR TREND.COM ● words arthur st. antoine ● photographs lee brimble (ﬁrst drive) audi r8 5.2 fsi quattro

THE R8 CLOSES IN ON PERFECTION—

WITH A MORE POTENT ENGINE,

For instance,will the 40-valve,5.2-literV-10—sister engine to the unit in the Lamborghini Gallardo LP560-4 —produce 525 horsepower or 518? The difference is normally attributable to the conversion from metric to English units, but in the R8’s case Audi may juice output to 525 Yank ponies for the U.S.The automaker’s marketing and planning execs haven’t yet decided.

Nor have they finalized their thinking on optional carbon-ceramic brakes.The upgraded binders are a done deal for Europe, but Audi bigs aren’t sure whether American buyers will warm to the unique braking feel of ceramics (there are potential wear/ warranty issues at stake as well). Audi’s hesitation seems curious, especially given the high ceramics take rate on Porsches and the fact that Ferrari is going all-ceramic soon.A car as cutting-edge as the R8—particularly inV-10 form—needs top-of-the-line anchors, for cachet if for nothing else. Anything else still up in the air? Possibly. Like the V-8-powered R8 4.2, the R8 5.2 will feature standard adaptive magnetorheological shocks,but Euro models will also offer a sport suspension sprung on steel. Might the non-magnetic suspension make its way stateside? Not impossible.The Euro car’s fabulous sport seats will not be offered here, as they don’t

MOTOR TREND.COM MAY 2009 47

iii’ bii

What we know for sure,after driving the R8 5.2 on mountain roads and the Ascari race circuit outside Marbella, Spain, is this:No critique of the maximum Audi can be called “thorough” without at least two straight months of daily seat time.Hear that, Audi PR? Please immediately send us an R8 5.2 for,uh,“multi-environment windshieldclarity analysis.” Don’t be surprised if our research actually takes five or six months to complete. The R8 5.2 is one of those supercars that you exit not by stepping out but by being pried from the driver’s seat with either a tire iron or a threat of embarrassing photos being released.On top of all the R8’s existing virtues—peerless steering feel and handling,NASA-worthy exterior,modern-art cockpit—theV-10 version adds roughly 100 horsepower (again,the final U.S.figure still to be determined).Claimed 0-to-62 drops a half-second,to 3.9.Zero to 124 mph takes 12 seconds flat, Audi says.The factory’s official top speed: 196 mph. The 5.2 doesn’t feel that fast. If there’s a flaw in the character of this immensely gifted machine,it’s that it’s too genteel.Though the V-10 is blessed with an 8700-rpm redline, and loves to reach it, its exhaust note has none of the blazing, chain-saw-by-Tiffany

splendor of,say,a Ferrari F430’sV-8.Perhaps, it could be argued,the R8 isn’t meant to be that outré; rather, it’s a carefully pressed executive’s express. But that view dilutes the V-10 model’s mission statement. After all, this is the “R8 Plus.” At the very least, the 5.2 should’ve been engineered to go full-commando in the final 2K or so of its rev band. As it is, the customer is instead left to ponder if the additional power is really worth the estimated $45,000 premium the R8 5.2 will carry over a fully equippedV-8. Sensational car, yes, but that much more sensational than the R8 4.2?

(ﬁrst drive) audi r8 5.2 fsi quattro

Again,Audi is thinking it over.

48 MAY 2009 MOTOR TREND.COM incorporate side airbags,but the Continent’s available Alcantara-wrapped wheel and shift knob seem likely to make the voyage.

THE R8 TURNS into corners with initial understeer, but fields plenty of grip and stability. Go ahead: Try to find another car with sweeter steering and superior handling response. We’ll wait.

One has to wonder,too,how Audi could so willingly allow its flagship two-door to play second-fiddle to the R8’s now-stablemate, i’i Fi’

2010 AUDI R8 5.2 FSI QUATTRO BASE PRICE$185,000 (est) VEHICLE LAYOUTMid-engine, AWD, 2-pass, 2-door ENGINE5.2L/518-hp/391-lb-ftcoupe DOHC 40-valve V-10 TRANSMISSIONS6-speed manual, 6-speed auto-clutch manual CURB WEIGHT3600 lb (mfr) WHEELBASE104.3 in LENGTH x WIDTH x HEIGHT174.6 x 76.0 x 49.3 in 0-62 MPH3.9 sec (mfr est) EPA CITY/HWY FUEL ECON10-11/23-25 mpg (mfr est) CO 2 EMISSIONS1.32-1.45 lb/mile ON SALE IN U.S.Fall 2009 MOTOR TREND.COM MAY 2009 49 the Lamborghini Gallardo. In the Lambo, the same V-10 produces 552 horsepower (the Gallardo is lighter than the R8 5.2,too). So instead of Audi’s own hero car claiming the performance title, it’s the company’s Italian umbrella division that gets the trophy. Naturally, Audi needs to bear in mind the best economic interests of all of its holdings,but would a 552-horsepower R8 really cannibalize Gallardo sales? By design and character alone,aren’t these by nature two very different vehicles appealing to very different buyers? If theV-10 doesn’t stir up quite the perfect storm we’d hoped for,in almost every other respect the R8 5.2 FSI is almost beyond reproach.(By the way,know what“FSI”stands for? Don’t worry: Some Audi execs didn’t know, either. It’s “Fuel Stratified Injection.” There,now go win on“Jeopardy”).Handling tends toward understeer, but stability and grip are excellent; the ride is even quite pliable—though it can be immediately tightened up by switching to Sport mode (the 5.2 is more tightly suspended than the 4.2).

Steering feel is simply sublime. Visual changes are subtle. Standard wheels are now 19s. Larger side-mounted radiators lie inside bigger air intakes.The front grille is revised,and it sports all-LED headlamps.Anegative review,this?Why,um,absolutely. Here’s hoping the price drops enough to afford an R8 5.2 of our very own. ■

52 MAY 2009 MOTOR TREND.COM (comparison) ● words kim reynolds ●● photographs brian vance REDESIGNED KINNG OF THEE HYBRIDS FACES A LOOK-AALIKE CONNTENDER FOR THEE THRONNE

MOTOR TREND.COM MAY 2009 53 TOYOTA PRIUS VS. HONDA INSIGHT

(comparison) 54 MAY 2009 MOTOR TREND.COM ttlot MAY2009 THE AIRFOILERS 2010 Honda Insight Cd:

2010 Toyota Prius Cd: 20100.25Chevrolet Volt Cd:

2009 Toyota Prius Cd:

WERE THE ECONOMY what it was a year and a half ago whenWall Street was in full Go-Go-Mode, it’s doubtful anybody seriously shopping for an all-new Prius would give Honda’s new Insight a second glance.Sure,they look an awful lot alike,but understand,these are two starkly different automobiles.Different in size:Dimensionally, the Insight is a confirmed compact while the new Prius has expanded its interior volume enough to place it somewhere midpack in the midsize category. Different in hybrid technology:What they mainly share is battery chemistry.And different in cost,with a price spread big enough to drive a couple of mortgage payments through.Unfortunately, the economy has subsequently put this sort of simple thinking into a coffee grinder and pressed the top down. Today, most folks’ household budgets are getting the fine-tooth-comb treatment, and the sound of having most of the Prius’s mileage bang for a lot less buck has a rather nice ring to it. And to complicate things, Honda has baited its Insight’s hook with bodywork that’s so Prius-like it borders on copyright infringement. A while ago, our late friend and Toyota hybrid guru, Dave Hermance, admitted Honda’s Integrated Motor Assist (IMA) was the better approach for low-cost cars (though he was quick to add that Toyota’s Hybrid Synergy Drive gains the upper hand as size and price increase).Well,Honda has finally pulled the trigger and built Toyota’s worst nightmare. The Insight is the car your accountant would recommend—and maybe demand after reading that disastrous 401K statement of yours. Imagine paying $24 for a fill-up that gives you a 435-mile driving range. That got your interest,didn’t it?With a base price somewhere around $20,000 (neither car’s prices have been announced) and a combined EPA mileage rating of 41 mpg,the Insight has to be the ultimate financial hedge against this wacko economy and seesawing oil prices.Whatever the hell happens,you’ll endure it nicely in an Insight. And so should Honda. Powered by the pancaked combination of an 88-horse,1.3liter four-cylinder engine and a 13-horse electric motor masquerading as a flywheel, the Insight’s mild hybrid machinery would at first appear to be fairly typical IMA fare. But it isn’t. Honda has gone berserk with the details, wringing cost out every way it can: miniaturizing components, axing the Civic Hybrid engine’s third i-VTEC cam mode,cutting the piston’s costs in half,and shrinking the battery pack. The result is that the Insight’s “hybrid premium” has been slashed 40 percent compared with the Civic Unfortunately,Hybrid’s.Wow.thecost-cutting is equally apparent on the road.In addition to its road noise (higher than you’d expect even in a sub-$20,000 car), the little engine adds a distinctive racket all its own when you put the stick to it.And the ride isn’t exactly spongeville either,as was astutely perceived by my threeyear-old rear passenger strapped in his car seat:“Dad, you’re driving really rough!” It’s the car,young dude, it’s the car. A lot of us raised our eyebrows when the Insight’s mileage numbers were officially 0.28 (est) 0.27 (est) turbulent cavity turbulent cavity turbulent cavity turbulent cavity 0.26 ALEX TREMULIS, best remembered as the designer of the Tucker, once emplored his colleagues to “stop torturing air!” Maybe they’re finally listening. The hacked-off-tail look, typified by double rear glass panels, is a modern interpretation of the ideas of Dr. Wunibald Kamm and Baron von Koenig-Fashsenfeld in the 1930s. Together they recognized that most of the aerodynamic value of an ideal streamline shape could be had in a fairly practical vehicle by slicing away the trailing end once it’s tapered to about 50 percent of the car’s maximum cross-section. While all four of these modern hybrid, or plug-in hybrid Kammbacks, are impressively aerodynamic, the new Prius appears to have done its homework particularly well. Note its very low nose and wind-deflecting front corners. Both it and the upcoming Volt also feature sharp-edged rear corners to facilitate a clean departure of the airstream. The new Insight is a puzzle, however, as its Cd is actually 0.01 higher than the (admittedly, rather slippery) Civic Hybrid’s. A lapse of attention to detail? Or was Honda’s goal simply to mimic the Prius’s popular appearance? Either way, the Kammback—or “Prius Profile”—will become increasingly common as the EPA’s 2020 mandate for a 35 mpg fleet average draws nearer, a thought that would make Alex Tremulis smile.

HONDA HAS FINALLY PULLED THE TOYOTA'SANDTRIGGERBUILTWORSTNIGHTMARE. MOTOR TREND.COM MAY 2009 55 2010 PRIUS WALK-AROUND Engine displacement rises from 1.5 liters to 1.8 with engine power climbing from 76 to 98 hp. A/C compressor and water pump now electrically driven. Available wheelhouses.arounddivertboxyFrontbeams.with17%consumptionreduceheadlightsLEDpowerbycomparedHIDlowcorner’sbulgesairfront Upper islowerisopeningairsmaller,onebigger. Front badge is haloed in blue and transmitter.availableconcealsradar temperatureCoolant is maintaned by coils around bottle."previoussystem,exhaustreplacing"Thermos Front shoulder room is increased by 1.1 in., overall width by 0.8 in. Sharp passingpointbreakawayrearsidesbetweenedgeandcreatesforair. undertrayUnusual ﬁns aid stability.directionalmpg.combined50 Main drive motor’s output climbs to 80 hp from 67; nevertheless an additional planetary gearset lets it spin faster and be smaller. Final drive is now via a gearset, not chain drive. evenangleswindshieldhoodbetweenTransitionandissubtler. Interior quieter.substaniallyis Roof peak is headroom.rear-seatimprovingrearwardmoved LED byconsumptionreducetaillightsenergy88%. World’s cyclereducesplasticecologicalplant-derivedapplicationﬁrstofwhichlife-CO 2 emissions 20%.approximatelyby TOYOTA PRIUS VS. HONDA INSIGHT

HONDA INSIGHT

(comparison)

Displacement rises from 1.5 liters to 1.8, and contrary to what you’d think,this actually benefits efficiency by letting the engine spin slower,with a bit more lazily achieved torque.

This third-generation Prius represents a powerful stride along the compassheading established by the current edition.

Conversely, the new Prius is a handsome piece; I doubt this one will be enduring many rolling-appliance jokes. Inside, the Prius is noticeably more spacious,gaining 1.1 inches of front shoulder room, 0.3 of rear headroom, and 0.8 of aft knee room.

The iconic Prius Profile has been retained, but with its arching roofline’s apex shifted noticeably aft to improve rear headroom. The underbody is almost fully streamlined, except for two very strange stalactite fins hanging just aft of the rear axle. Purpose? “Directional stability,” we’re told. (Note to evil twin:We’ll have to find out if the Prius is directionally unstable without them.)

The aerodynamic slickness concludes with crisply creased vertical rear edges that act as forced breakaway lines for the departing air.The Insight lacks these creases,and we think it contributes to its one bad angle.

INSIGHT'S nose is FCX Clarity-inspired. Inside, its dash is wildly frenetic; paddle shifters add a sporty touch. released as they’re actually lower than the older-tech Civic Hybrid (Civic-40/45, Insight-40/43).The culprit?Well,sacrificing the three-stage i-VTEC mechanism on the altar of the Insight’s squeaky-tight IMA budget probably hasn’t helped. However, we’re completely baffled by the car’s drag coefficient, which somehow or another is slightly inferior to the Civic’s.

The Prius’s main electric motor is now more powerful too, though it’s physically smaller thanks to an added planetary gearset that lets the motor spin faster,multiplying its torque.

It’s a spacious place,very different from the Insight’s claustrophobic rear quarters,which is scaled for maybe 14-year-olds. Underhood, the Prius’s powertrain is 90 percent new, with everything you never understood before there again, but better.

Two other changes are a gearset (instead of a chain) connecting the motor to the differential and beltless electric drive for both the water pump and air-conditioning compressor (facilitating a new feature whereby the A/C can be started from the key fob without having to fire the engine).Also,the previous "Thermos bottle" that circulated hot coolant through the block while the engine was paused has been replaced by coolant tubing coiled around the exhaust system.

56 MAY 2009 MOTOR TREND.COM

TOYOTA PRIUS

New to the 2010 Prius are three buttons affording a trio of operational modes. Pure EV Mode attempts to keep the engine sleeping up to 25 mph for a halfmile (though any significant throttle tip-in awakens it). Eco Mode dulls any herky-jerky accelerator-pedal behavior and reduces throttle opening by 11.6 percent.And Power Mode does pretty much the opposite,particularly enhancing mid-range response.Oddly,the Insight proved to be a hairbreadth quicker to 60 mph,10.4 seconds versus 10.6,despite its numerically inferior weight-to-power ratio.Although the Insight’s EV-ness appears to constitute no more than idle-stopping, in fact,it can ghost along at nearly 30 mph on the motor’s 13 horsepower with the valves sealed to prevent pumping losses (I verified this by logging the OBDII port’s air-mass flow sensor).This valve-closure

(comparison)

58 MAY 2009 MOTOR TREND.COM The driving experience between the two cars is simply chalk and cheese.Where the Insight has you reaching for the radio’s volume knob, the Prius is dramatically quieter than its predecessor. It also feels immensely more solid—Lexuslike,even— which bodes well for the Lexus HS 250h that’ll share this architecture. The difference in the two cars’drastically different NVH levels is peculiarly mirrored in the design of their interiors.Whereas the Insight’s dash is crazily frenetic (you could imagine the designers shaping its clay buck with machete blows),the Prius is serene and flowing.Even its hard-plastic textures have an odd, contemplative quality. Of its instrument display’s numerous and beautifully rendered graphics,the one that impressed most was a graphical reproduction of the steering wheel’s buttons. Just touching the buttons causes the graphic to appear,while pressing any of them adds a highlight to the graphic.BMW’s iDrive could certainly learn an ergonomic thing or two here. Speaking of novel features, the Prius is loaded with these, including a refined version of the Lexus LS’s assisted parking, radar-based pre-collision (including automated braking), and a rooftop solar panel that powers a fan to circulate ambient air throughout the interior while parked.And I can confirm that the lane-centering system is effective (letting go of the wheel left the Prius glancing off of the lane markings—not that we’d advise this, of course).

DOUBLE-DECKER center stack places controls on top and a bin beneath. Powertrain is 90 percent new.

You’d expect the lighter Insight to be the hands-down handling champ, but its languid steering ratio (3.3 turns lock to lock) and light effort left me actually preferring our heavier-feeling, faster-steering Prius (fitted with optional 17-inch wheels, it’s worth noting).Offsetting this,though is the Insight’s seven,paddle-operated,synthetic gear ratios that give you a convincing sense of authority over its belt-type continuously variable transmission. So you’d think that, after uncovering several chinks in the Insight’s presentation— and next to none in the Prius’s—we’d have ourselves an easy default winner here.Well, yes,the Prius definitively retains its crown as king of the hybrids.It’s a profoundly impressive car,perhaps the densest concentration of engineering virtuosity on the road today. If you can afford it, buy it. But which is the more important hybrid? That leads us back to the issue of price. Although the Prius will eventually entail such far-reaching technologies as lithium batteries and possibly plug-in capability, that’s in the future.Not now.And when these two go on sale,the price spread is likely to be at least $3000. Starting at under $20,000 (excluding destination charge), the 41-mpg Insight is the first hybrid that’s simultaneously within the reach of just about every pocketbook and also a solid business proposition for its builder.Amazingly, it delivers nearly identical mileage as the current Prius at about 85 percent of the price.The incremental value of 50 mpg versus 41 mpg—whether you judge it by gasoline cost, greater national security,or CO2 reduction—seems dwarfed by the benefit of its potential sales volume. It’s a milestone that can’t go unnoticed. ■

2010 HONDA INSIGHT2010 TOYOTA PRIUS POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front engine, FWDFront engine, FWD ENGINE TYPE I-4, alum block/head elecplusmotorI-4, alum block/head elecplus motor VALVETRAIN SOHC, 2 valves/cylDOHC, 4 valves/cyl DISPLACEMENT 81.7 cu in/1339 cc109.7 cu in/1798 cc POWER (SAE NET) 88 (gas)/13 98(elec)/ (comb) hp98 (gas)/80 134(elec)/ (comb) hp TORQUE (SAE NET 88 (gas)/58 (elec) lb-ft105 (gas)/153 (elec) lb-ft WEIGHT TO POWER 27.9 lb/hp23.7 lb/hp BATTERY TYPE Nickel-metal hydrideNickel-metal hydride BATTERY CAPACITY 580 W-hr1310 W-hr TRANSMISSION Belt CVTPlanetary CVT SUSPENSION, FRONT;REAR Struts, coil springs, baranti-roll ; torsion beam, springs,coil anti-roll barStruts, coil springs, baranti-roll ; torsion beam, springs,coil anti-roll bar STEERING RATIO 16.7:114.6:1 TURNS LOCK-TO-LOCK 3.32.8 BRAKES, F;R 10.3-in vented disc & regen; 7.9-in drums, ABS10.0-in vented disc & regen; 10.2-in disc, ABS WHEELS 5.5 x 15 in, cast aluminum7.0 x 17 in, cast aluminum TIRES 175/65R15 84S DunlopM+SSP31AP215/45R17Michelin87V Pilot HX MXM4 DIMENSIONS WHEELBASE 100.4 in106.3 in TRACK, F/R 58.7/58.1 in59.6/59.4 in LENGTH X WIDTH X HEIGHT 172.3 x 66.7 x 56.2 in175.6 x 68.7 x 58.7 in TURNING CIRCLE 36.1 ft36.1 ft CURB WEIGHT 2735 lb3171 lb WEIGHT DIST, F/R 58/4260/40 SEATING CAPACITY 55 HEADROOM, F/R 38.4/35.9 in38.3/37.6 in LEGROOM, F/R 42.3/33.5 in42.5/36.0 in SHOULDER ROOM, F/R 52.7/50.4 in56.1/53.1 in CARGO VOLUME 15.9 cu ft21.6 cu ft TEST DATA ACCELERATION TO MPH 0-30 3.7 sec3.4 sec 0-40 5.45.3 0-50 7.67.6 0-60 10.410.6 0-70 13.814.3 0-80 18.119.1 PASSING, 45-65 MPH 5.55.9 QUARTER MILE 17.8 sec @ 79.4 mph17.9 sec @ 77.7 mph BRAKING, 60-0 MPH 127 ft120 ft LATERAL ACCELERATION 0.79 g (avg)0.82 g (avg) MT FIGURE EIGHT 29.3 sec @ 0.53 g (avg)NA CONSUMER INFO BASE PRICE $20,000 (est)$23,000 (est) PRICE AS TESTED $23,500 (est)$29,000 (est) STABILITY/TRACTION CONTROL Yes/yesYes/yes AIRBAGS Dual front, front f/rside,curtainDual front, front f/rside, curtain, dvr knee BASIC WARRANTY 3 yrs/36,000 miles3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles5 yrs/60,000 miles BATTERY WARRANTY 10 yrs/150,000 miles10 yrs/150,000 miles FUEL CAPACITY 10.6 gal11.9 gal EPA CITY/HWY ECON 40/43 mpg51/48 mpg MT OBSERVED FUEL ECON 46 mpg52 mpg CO 2 EMISSIONS 0.47 lb/mile0.39 lb/mile REQUIRED FUEL Unleaded regularUnleaded regular 1ST HONDAPLACEINSIGHT An imperfect car, loud and coarseriding, and also perhaps the most important hybrid ever built. 2ND TOYOTAPLACEPRIUS The world’s best hybrid has become more solid and refined, yet has somehow upped its fuel economy as well. It’s an engineering triumph for the textbooks. 60 MAY 2009 MOTOR TREND.COM

trick also occurs extensively while braking or coasting,and indeed,I saw it while lifting off the throttle at even 70 mph.The EPA pegs the Prius’s combined mileage at a U.S.-best 50 mpg (51 city, 48 highway), confirmed on a Toyota-designed test loop where the Prius easily achieved 52 mpg (notably, on the same loop,the Insight reported 46 mpg, considerably better than its EPA label).

The design sits somewhere between crisp and boxy, with a bluff front end desperate (almost too desperate) to imply status.The flank design is pleasing,with good sculpture and,in the fairing behind the rear wheelhouse, a sly reference to its ancestor,the 1953 Ponton Mercedes. The look is a bit busy, but there’s lots of surface detail and it’s hardly boring. And the aero performance is superb,with a Cd of just 0.28.

Inside, the instrument binnacle is equally bluff, and the switchgear and surfaces feel like they’re built for the end of time.All models get a high-mounted center ICE/Navigation screen with superb control logic and graphics.The cars we drove featured poly-adjustable heated and cooled massaging seats, but the normal chairs are also shaped for a perfect long-distance driving

ONCE AGAIN, BUILT TO A STANDARD, NOT TO A PRICE

STUTTGARTengineers are putting the years of cost-cut me-too Benzes behind them. Ditto the endless distractions of the Chrysler affair.The new E-Class represents Mercedes’s contrition for those sins.The new E,like the recent C and S,is a return-path to what people always loved Mercedes for: a solid, safe, comfortable, conservative car in which you can invest utter faith. That’s not to say there hasn’t been progress—it’s clearly part of the new design generation.The E posts impressive economy and performance numbers thanks to careful weight reduction,low aero drag,and powertrain improvements.It inherits a panoply of fancy driver-assist systems from the S-Class.But overall,the impression is that nothing has been done to upset the solid evolution and granite-like quality.

62 MAY 2009 MOTOR TREND.COM ● words paul horrell (ﬁrst drive) mercedes-benz e-class

A switch to three-link front suspension improves crash performance, though it required a lot of development driving to ensure the dynamics weren’t compromised compared with the more complex previous design.The new suspension also improves component commonality with the C-Class.In fact,Mercedes engineers no longer talk of the C and E being separate platforms.

The bodyshell uses high-strength steel to produce better crash results than ever without adding weight. Indeed, the shell is optimized for the V-6 models:The V-8 and AMG editions get reinforcements, so that the base-engine cars aren’t unnecessarily heavy.To protect pedestrians who stray into the E-Class’s path, the rear of the hood pops up on impact to give their heads a cushioned landing.

The new system monitors steering and accelerator input among other factors and, if the driver’s style .. n c t t t, . , “ ” t .. rc

o l

MOTOR TREND.COM MAY 2009 63 position.Rear head- and legroom are carefully planned for this car’s pivotal role in the German taxi trade.

On the active safety side, a bundled option is radar cruise control with collision mitigation. If the driver neglects to react to a closing gap ahead,it will sound a warning,then tighten the seatbelts,next tap the brakes, and finally,if the driver still remains unresponsive once it deems a crash inevitable,apply the brakes fully.“The electronic crumple zone,”Mercedes calls it.There’s also a night-vision option,lane-change blind-spot warning, lane-keeping assist, and, as standard, a drowsiness sensor.Mercedes says a quarter of the worst accidents are caused by drivers falling asleep.

DESIGN andbetweensomewhereiscrispboxy,with a bluff front end. The flank design is Mercedes.thetoslywheelhouse,behindinsculpturewithpleasing,goodand,thefairingtherearareferenceitsancestor,1953Ponton

(ﬁrst drive) mercedes-benz e-class

E-COUPE seen at Geneva show.

64 MAY 2009 MOTOR TREND.COM begins to change in ways Benz research has shown are indicative of overtiredness, a warning sounds and a steaming cup is displayed on the dashboard. Inexplicably, Mercedes has failed to name the system CoffeeTRONIC.Baseenginefor the U.S. is the 3.5-liter direct-injection gas 350CGI. This makes 268 horsepower and hits 62 mph from rest in 6.3 seconds and achieves 28 mpg on the European mandatory test. Low-resistance tires,variable radiator blanking, as well as the low body mass and drag,all contribute to the fine economy numbers. It’s quiet in normal driving, but it’s not a motor that relishes working hard. In the upper-mid rev band there are quantities of drab,tingly noise,and it doesn’t rev especially freely.The seven-speed autobox,with column selector and plus/minus paddles, isn’t responsive either,and despite the number of ratios still has a big gap between second and third that makes the powertrain feel clunky in tight twisting road sections. The 5.5-liter 382-horseV-8 in the E500 is nicer by far to use,brawny and muscular at low revs,and happy to be taken by the scruff of the neck for a real power workout.This one cracks 0-to-62 in 5.3 seconds,and that’s traction-limited:Mercedes claims 4.7 for the 4Matic.But driving it out of tight corners,at least in the dry, you seldom feel a want of traction. Watch for a Bluetec clean diesel version in early 2010. The chassis comes in two flavors.The coilspring layout has Mercedes’patentiifdbilstroke-ihi h

MOTOR TREND.COM MAY 2009 65 dependent damping, an all-mechanical system.Optional leveling air springs come with electronically controlled dampers. The air system is standard on the V-8 and does an excellent job.The ride is properly plush if you hit the comfort button and still pretty sweet if you hit sport, which moves the adaptive thresholds a little toward the liveliness direction.The steering is superbly accurate and never nervous and imparts just enough road feel to give you confidence. Mid-bend, the E is well-balanced and manages to feel like it’s on a shorter wheelbase.But add excess g-loads and it’s super-safe understeer all the way.This isn’t trying to be a 5 Series. The mechanical chassis option is very nearly as good. Neither ride nor handling suffer much, especially if you go for the higher-geared rack that’s standard on the V-8.The mechanical dampers remain plush on short strokes, then stiffen up on longer suspension excursions to keep body movements in check.Okay,the body control isn’t as strong-willed as with the air system,but it seldom slows you down. There’s clearly a sound base here for AMG to work on.Its manic 525-horsepower E63 will appear at the NewYork auto show in April.The E range is also to be widened by the new E coupe,as seen at the Geneva salon in March,and 2010’s matching cabrio, the larger replacements for the CLK.There will also be an E wagon later this year and AWDThevariants.Ehasa wide range because it’s at the heart of the Mercedes business. Quite right then that it feels so like a Benz.You might take issue with the V-6 powertrain refinement—it looks like the price you pay for such clean, efficient combustion—but in other ways this is an utterly respectable sedan. Now, about that AMG model… ■ 2010 MERCEDES-BENZ E-CLASS BASE PRICE$55,000-$66,000 (est) VEHICLE LAYOUTFront engine, RWD/AWD, 5-pass, 4-door TRANSMISSIONS7-speedENGINES3.5L/268-hp/258-lb-ftsedan24-valveV-6,5.5L/382-hp/391-lb-ftV-8automaticCURBWEIGHT3850-4150lb(mfr)WHEELBASE113.1inLENGTHxWIDTHxHEIGHT191.7x72.9x57.2-57.6 in 0-62 MPH4.7-7.0 sec (mfr est) EPA CITY/HWY FUEL ECONNot yet rated ON SALE IN U.S.August 2009

66 MAY 2009 MOTOR TREND.COM NEWLEAPER510-HORSEPOWERISTHEBESTOFTHEBREED ● words mike connorw

MOTOR TREND.COM MAY 2009 67 jaguar xfr (ﬁrst drive)

68 MAY 2009 MOTOR TREND.COM feature electrically adjustable bolsters for greater side support. The big news is all under the skin: suspension tweaks that include magnetorheological shocks,bigger brakes,an active differential,and the supercharged version of the all-new AJ-V-8 Gen III engine. The 5.0-liter Gen III has been designed in-house at Jaguar.The new engine is almost an inch shorter than the current 4.2-literV-8, thanks to the relocation of the oil pump.The aluminum block is now a high-pressure diecast item with cross-bolted main bearing caps.The four-valve cylinder heads are made from recycled aluminum, and the camshafts feature variable valve timing activated by the torque motions of the valves themselves instead of oil pressure,enabling the oil pump to be reduced in size.The engine features what Jaguar claims is an industry-first direct-injection system with centrally 5.0-literinjectors.mounted,multihole,spray-guidedInnaturallyaspiratedform,thenewdevelops385horsepowerat6500rpmand380pound-feetat3500rpm,auseful23-percentincreaseinpowerand12-percentincreaseintorqueoverthe naturally aspirated 4.2,which will continue as the entry-level XF powertrain here in the U.S.The supercharged version features a Roots-type twin-vortex system blower with dual intercoolers and delivers those 510 horses from 6000 to 6500 rpm, while max torque is 461pound-feet from 2500 rpm to 5500 rpm, 21- and 11-percent increases over the supercharged 4.2. Jaguar claims the XFR will sprint from 0-to-60 mph in 4.7 seconds and nail the standing quarter in 13.1Onseconds.paper,the XFR is a few ticks slower than all its major rivals.On the road,however, it’s a different story.Where the RS6 and E63 are tightly wound, join-the-dots cars that sprint to the apex of a turn with a ferocious burst of power, but need to be settled,turned,and aimed before you pull the trigger and sprint to the next apex,the loose-limbed XFR sashays through the turns with the grace of a big cat running down a fast-moving gazelle. Crisp turn-in is helped by steering that’s 10 percent quicker than the standard XF’s— yet still retains its lovely,delicate feel—and the new, electronically controlled active differential, which can vary its locking (ﬁrst drive) jaguar xfr

YOU KNOW you’re suffering from horsepower-war battle fatigue when your first reaction to the news that the Jaguar XFR’s all-new,supercharged 5.0-liter direct injection V-8 develops 510 horsepower is a faintly disappointed “Oh…” It might outgun the 500-horse BMW M5 and the 507-horse Mercedes-Benz E63 AMG, but it comes up short against Cadillac’s mighty 556-horsepower CTS-V and Audi’s head-banging 572-horse RS6. We’re here to tell you,however,that sheer horsepower ain’t everything.Just point the new XFR at your favorite stretch of gnarly two-lane, nail the gas, and you’ll soon see what we mean. The XFR is,of course,the new flagship car in an upgraded and expanded XF range for the 2010 model year. By now,you will have noticed the entirely predictable exterior mods:a new front bumper fascia with large air intakes, deeper sills, a vented hood, new 20-inch alloy wheels, and quad tailpipes.Inside,the XFR retains the XF’s cool and charismatic interior design, though Dark Oak veneer is the standard wood trim,complementing a unique dark meshaluminum dash panel.The XFR’s front seats

MOTOR TREND.COM MAY 2009 69 torque between 0 and 90 percent.Despite 30-percent-stiffer spring rates,1mm-thicker stabilizer bars front and rear,and standard 20-inch low-profile tires,the XFR also rides better than our XF Supercharged longtermer.The secret sauce is the variable rate magneto-rheological shocks, which sample body motions and steering inputs up to 100 times a second and individual wheel positions 500 times a second,as well as throttle and braking inputs, and adjust accordingly.Only the Caddy CTS-V,which employs similar damper technology,comes close to matching the Jaguar’s demeanor. The ZF 6HP28 six-speed auto has been upgraded to handle the extra torque from the new V-8s, and shifts 10 percent faster. Selecting Dynamic Mode, via a button on the center console, sharpens the big cat’s claws further:The shocks respond faster and firmer, the throttle response is quickened, and the transmission will allow the engine to nuzzle the 6800-rpm rev limiter without upshifting.Dynamic Mode is best left for the track or smooth roads,as the basic chassis setup is so good you tend to notice the sharper vertical body motions more than any increase in speed point to point. JAGUAR CLAIMS the XFR will sprint 0 to 60 in 4.7 seconds and nail the standing quarter in 13.1.

IF JAGUAR VEHICLE integrity manager Mike Cross were any more relaxed, he’d be asleep. He slouches in the driver’s seat, talking quietly, slow hands caressing the steering wheel. But appearances are deceptive. We’re sprinting across the wriggling, heaving roads of northern Wales in the new Jaguar XFR, nipping apexes and dodging around rock walls, Cross’s eyes laser-locked on the road ahead.

Cross is our kind of car guy: fast and neat on the road, race-quick on the track, and with the ability to make any reardrive car corner in a lurid tire-smoking drift when he feels like it. Yet his cars are anything but the rock-hard, kidneyrattling rides you can sometimes get from enthusiast engineers. Here’s why. Jaguar has a lot of targets and metrics that enable engineers to get close to the right chassis setup straight out of the box. “But the ﬁnal polish is still done subjectively,” Cross says. And north Wales is his personal chassis-calibration laboratory. Only a couple hours west of Jaguar’s engineering center at Whitley, the gnarly Welsh tarmac gives Cross all the feedback he needs to evaluate a vehicle. “If a car works well here,” he says, “it generally works well everywhere.”

What does he look for?

MASTER CLASS WE RIDE WITH JAGUAR’S CHASSIS GURU, MIKE CROSS 70 MAY 2009 MOTOR TREND.COM (ﬁrst drive) jaguar xfr 2009 JAGUAR XFR BASE VEHICLEPRICE$80,000LAYOUTFrontengine, RWD, 5-pass, 4-door TRANSMISSION6-speedENGINE5.0L/510-hp/461-lb-ft,sedanDOHC,32-valveV-8automaticCURBWEIGHT4169lbWHEELBASE114.5inLENGTHxWIDTHxHEIGHT195.3x73.9x57.5in0-60MPH4.7sec(mfr)EPACITY/HWYFUELECON15/21mpgCO 2 EMISSIONS1.03 lb/mile ON SALE IN U.S.Currently

First, steering response: “It must be immediate, but the car should never feel nervous.” Over the years, Cross has found careful attention to the rear axle—spring and shock rates, tire selection—helps the front end work better.

The active differential in the XFR is a further tool in the arsenal: “When the diff is open [unlocked], it’s good for steering response,” he says.

Jaguar dealers will soon start taking orders for the XFR. Base sticker is expected to be around $80,000.That undercuts both M5 and E63 by $8000 to $15,000, though it’s about $20,000 more than the CTS-V.The Germans have pretty much ruled this particular segment for a couple decades now. But first America,and now Britain,have delivered worthy challengers to the established order. If that seems a comparison worth doing, you’re right.We’ll be rounding up all four (the RS6,sad to say,remains a Europe-only model for now) and putting them as soon as we can. Stay tuned. ■

Second, ride: “I want a relaxed rolling feel,” he explains, “but you always need reserves of control.” Jaguar pays close attention to controlling the roll rate of the suspension, even when the car is traveling in a straight line. The idea, says Cross, is to reduce what ride and handling engineers call “head toss,” the side-toside pitching of your head that occurs when your car rides over bumps on alternate sides. Third, linearity: “The car should always feel entirely linear and predictable,” he says. “It needs to be safe and stable, but it also must be fun to drive.” Again, the new active diff is a key enabler in the XFR. “When it’s locked, you get the traction you want out of corners, but when it’s open on the straight, it’s better for stability.” Cross likes his cars to understeer mildly at the limit: “It’s safer for the average driver.” Cross says his chassis engineers “looked at the obvious Germans”—BMW M5 and AMG E-Class—early in the XFR program. But in the later stages of its development, the benchmark car became the 4.2-liter XF Supercharged. “We were quite pleased with the way that one turned out,” he notes with typical understatement.

to the test

1PXFSBOE&GGJDJFODZ 'PSEFDBEFT UIF"DDPSEIBTTFSWFEBTBIJHIMZFGG DPOUJOVFTUPQVUGPSUIJNQSFTTJWFGVFMFDPOPNZOVNCPGUSBOTQPSUBUJPO5PEBZTNPSFDPNGPSUBCMF IJHIFSDJFOUNFBOTUFDIWFSTJPOFST *UT FGG)POEBTCFTUTFMMJOHWFIJDMFPGBMMUJNF BOEJUTPOFQMBDFXIFSFDJFODZ TBGFUZBOEQFSGPSNBODFDBOBMMCFGPVOE '30/57*&80'"$$03%&9-7$061& 4*%&7*&80'"$$03%&9 -7 $061& It’s all we know, all in one place.The 28-mpg* Accord. DVCJDGFFU PGDBSHPTQBDF 6MUSBMPX FNJTTJPOT 3FNPUFFOUSZ TZTUFNXJUI QPXFSXJOEPX DPOUSPM NQH IJHIXBZ TUBSGSPOUBM DSBTIUFTUSBUJOH p 'PHMJHIUT 4BO.BSJOP3FE "FSPEZOBNJD TUZMJOH "EWBODFEWJCSBUJPO EBNQFOJOH 7BSJBCMF$ZMJOEFS.BOBHFNFOU ™ 7$. ® BMMPXTFOHJOFUPSVOPO PSDZMJOEFSTUPDPOTFSWFGVFM 7BSJBCMFQPXFSBTTJTUFE SBDLBOEQJOJPOTUFFSJOH TQFBLFSBVEJPTZTUFN JODMVEJOHJODITVCXPPGFS EJTDJOEBTI$%DIBOHFS BOE.1BVYJMJBSZJOQVUKBDL IQJ75&$ ® 7FOHJOF "OUJMPDLCSBLJOH TZTUFN "#4 XJUI &MFDUSPOJD#SBLF %JTUSJCVUJPO "WBJMBCMF TBUFMMJUFMJOLFE OBWJHBUJPO 7FIJDMF4UBCJMJUZ "TTJTU ™ 74" ® "WBJMBCMF #MVFUPPUI® )BOET'SFF-JOL ® pp %VBM[POFBVUP DMJNBUFDPOUSPM :BXSBUF TFOTPS "DUJWF/PJTF $BODFMMBUJPO™ &YUFSJPS UFNQFSBUVSF 5JSF1SFTTVSFJOEJDBUPS .POJUPSJOH4ZTUFN 51.4 "EWBODFE$PNQBUJCJMJUZ &OHJOFFSJOH ™ "$& ™ CPEZTUSVDUVSF )FBUFETJEF NJSSPST 1PXFSXJOEPXTXJUIESJWFSTBOE GSPOUQBTTFOHFSTBVUPVQEPXO 4IJOZDISPNF XJOEPXUSJN %FDLMJETQPJMFS "BMMPZXIFFMT )JHIGMPXTUBJOMFTT TUFFMFYIBVTUTZTUFN &1"FTUJNBUFEIXZNQHCBTFEPO7 TQFFEBVUPNBUJDUSBOTNJTTJPO6TFGPSDPNQBSJTPOQVSQPTFTPOMZ"DUVBMNJMFBHFXJMMWBSZ&9-7$PVQF"5NPEFMTIPXOp#BTFEPOTUBSGSPOUBM DSBTISBUJOHT(PWFSONFOUTUBSSBUJOHTBSFQBSUPGUIF/BUJPOBM)JHIXBZ5SBGG D4BGFUZ"ENJOJTUSBUJPOT /)54"T /FX$BS"TTFTTNFOU1SPHSBN XXXTBGFSDBSHPW 5IF)POEB4BUFMMJUF -JOLFE/BWJHBUJPO4ZTUFN™JTBWBJMBCMFPO&9-NPEFMTJOUIF64 FYDFQU"MBTLB4FFZPVS)POEBEFBMFSGPSEFUBJMTpp5IF#MVFUPPUIXPSENBSLBOEMPHPTBSFPXOFECZUIF#MVFUPPUI4*( *OD BOEBOZVTFPGTVDINBSLTCZ)POEB.PUPS$P -UE JTVOEFSMJDFOTFIPOEBDPN )POEB ©"NFSJDBO)POEB.PUPS$P *OD

72 MAY 2009 MOTOR TREND.COM

MOTOR TREND.COM MAY 2009 73 lamborghini gallardo lp 560-4 spyder (ﬁrst drive) TANNING AT 200 MPH, ITALIAN STYLE ● words matt stone ● photographs mark bramley

74 MAY 2009 MOTOR TREND.COM

Which may work. Or not. Times have so changed.TheGallardo coupe received its midlife rebirth as the LP 560-4 last year,so it makes sense that the Spyder convertible follow that path.That means more power,sportier handling,reduced mechanical friction in the powertrain, even more aggressive design touches,and an upgraded interior and electronics.The number in the model name isn’t random,the Gallardo’s original 5.0-literV-10 now increased to 5.2 liters and punching out 560 metric horsepower (it’s actually 412 kilowatts, which translates to 552 SAE net American-style ponies). Besides the displacement increase,other power adders include the switch to direct fuel injection and an updated engine-management system, which combine to improve mileage,reduce emissions, and sharpen throttle response.

(ﬁrst drive) lamborghini gallardo lp 560-4 spyder

Our tester was equipped with the optional ($10,000) E-Gear autoclutch manual sixspeed gearbox. It’s not of the latest dualclutch design, but the engineers have it working pretty well. Upshifts are fast—up to 40 percent quicker in full commando mode than before—and much smoother. Downshifts are accompanied by a perfect throttle blip and a trumpetlike report from the big exhaust pipes.This robotic tranny is in touch with the Sport button, which summons faster shifts while dialing back

The Spyder is no mere coupe that’s been sent to the chop shop.A considerable amount of reengineering was required of the entire rear deck area; even the rear fenders are slightly restyled. The one-touch power top (offered in four colors) nestles into a binnacle atop the front part of the engine and is completely covered when the rear deck lowers itself back over it.Inside,the headliner covers every bit of the top’s frame, and of course there are no levers or other hardware visible.The top’s up-and-down schtick takes about 20 seconds either direction.The glass rear window mentioned above can be raised or lowered independent of the top.Not only does it serve—very effectively—as the wind blocker,but you can drive with the top up and the rear window down, in order to enjoy a little fresh air and the high revving, 10-cylinder noisemaker that sits just aft of your right ear.

“THIS BUTTON here activates the power top,”said the friendly Italian technician, as we stood outside the Lamborghini factory, getting acquainted with the marque’s newest Gallardo variant.“Press this to lower the rear window, which also acts as the wind blocker. The heated seats are here, this group of controls operates the nav system, and when you select Reverse, the backup camera is activated automatically.” Backup camera? Heated seats? In a Lamborghini? When I first began testing the hardware from Sant’Agata Bolognese (in Italy’s famous Motor Valley, just north of Modena,), you’d be lucky if the engine fired three times in a row and then didn’t overheat. The power windows may work, but if not, just turn on the air-conditioner.

SATIN IS LAMBO’S NEW WHITE: The look is different—and something Ferrari is not likely to do.

The previous Gallardo never felt like 500 horsepower; the steering was shy on response,and too much understeer checked in too soon.The 560 is a much edgier piece. Wheel commands are answered in a more literal fashion,and you can lean on the front end a lot harder than before. Lamborghini quotes a 0-to-60 time of 3.9 seconds, and we’ve no reason to doubt it.The fat part of the torque curve is at 6500 rpm, but go ahead—rev it to eight grand before you pull back on the shifter paddle, if only for the sound. Brembo brakes are standard, with eight-piston calipers up front.You can opt for Carbon Ceramic brake rotors, but unless you’re really going to drive on the limit all the time or just like the look,there’s little reason to spend the extra $15,600 for them.Black-painted Apollo wheels are also a new option. Too often, convertibles suffer from a lack of structural rigidity, particularly in the case of a monocoque-chassied coupe that’s gone under the knife. Not the case here:The LP 560-4’s spaceframe structure,which also draws strength from the body panels,banishes the notion of chassis flex. However uneven the 76 MAY 2009 MOTOR TREND.COM

LAMBORGHINI HAS TRADITIONALLY relied solely on outside design ﬁrms to create the look of its cars. That changed under the company’s previous design director, Luc Donkerwolke. He championed the creation of Lamborghini Centro Stile (say “chentro steelay”), an in-house team and facility now charged with the responsibility for the marque’s design language. It’s a tiny group, currently just seven members, plus a few outside contractors. Now under the direction of the talented Manfred Fitzgerald, it’s a busy shop. It’s responsible for the updated look of the LP 560-4 Spyder, and you’ll see more of Stile’s efforts at international auto shows—and perhaps Lamborghini dealers—in the near future.

(ﬁrst drive) lamborghini gallardo lp 560-4 spyder

LAMBORGHINICOURTESYPHOTO

CONSOLE-mounted switches control top stack, rear window/windblocker. Black-ﬁnished wheels a new option.

TAKING DESIGN INTO ITS OWN HANDS

the stability control.You can cancel the latter entirely if you wish,which is not as risky as it sounds, as the wide track, sticky rubber, and all-wheel drive will keep you connected to the road even when relying only on your own,organic traction control.But the way we prefer to roll is in Sport mode with stability programming on, which offers response, control, and just a bit of tail-out fun, but with enough safety net to avoid a quartermillion-dollar boo-boo.

WORLD CLASS PERFORMANCE ENGINEERING

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www.falkentire.com TIRE

LAMBORGHINI ISN’T KNOWN FOR making open-topped cars, but four decades ago it was involved in a one-off, al fresco version of its magnificent, mid-engine Miura. It was created by designer/coachbuilder Bertone for the 1968 Brussels Auto Salon. Rather than being a true Spyder, however, it was really a roadster, because it had no roof panel whatsoever. Even though the chassis was stiffened, it still lacked the rigidity required for production. The point was moot, Ferruccio Lamborghini reportedly wasn’t thrilled with the idea, anyway, stressing that the Miura was a pure sports car, not a tanning booth for richAfterplayboys.thefirst round of show-car days were over, Lamborghini sold the roadster to the International Lead and Zinc Research Organization (the acronym of which, ILZRO, was strangely close to the name of another Lamborghini model, Islero). ILZRO renamed the car Zn75, taken from the periodic table of elements, as it was refinished in all manner of zincand chrome-plated and polished-metal components. The Miura Roadster/Zn75 still exists, having been recently restored, and made a visit to the Pebble Beach Concours d’Elegance last August. mission (which we hear is coming on the next generations of Lamborghini models). Other than that,the newest Lamborghini is a gut-level Althoughthrill.the Lamborghini LP 560-4 Spyder competes in the marketplace with comparable models from crosstown rival Ferrari,it is a very different car.Lamborghini can and will do things Ferrari won’t,and the differentiation benefits them both. People still bemoan the fact that Lamborghini is now a part of the VW group, under Audi management. We’re not sure why: The combination of German engineering and parts resources, combined with Italian design and the local flavoring of Italy’s Emila Romagna region, makes for cars that are far superior to those of even a generation ago.Besides being way faster,they’re built light years better and are a lot more fun to drive.We also enjoy that they start,run,and don’t overheat. ■ AWD, 2-pass, 2-door

78 MAY 2009 MOTOR TREND.COM

TRANSMISSION6-speedENGINE5.2L/552-hp/398-lb-ftconvertibleDOHC40-valveV-10auto-clutchmanualCURBWEIGHT3650lb(mfr)WHEELBASE100.8inLENGTHxWIDTHxHEIGHT171.1x74.8x46.6in0-60MPH3.9sec(mfrest)EPACITY/HWYFUELECON13/20mpgCO 2 EMISSIONS1.26 lb/mile ON SALE IN U.S.May 2009 pavement and how aggressively we aim for the bumps,there’s no discernable body wiggle or cowl shake.Top up,it’s quiet inside,with no squeaks or rattles. Does it sound like there’s not much to complain about? Damn straight. Okay, the power window buttons seem reverse to your intuition.Storage? Not much,but who cares.There’s a lot of wind buffeting in the cabin without the wind blocker raised.And it would be really nifty to have that DSG transLAMBORGHINICOURTESYPHOTO ALONG CAME A ROADSTER (ﬁrst drive) lamborghini gallardo lp 560-4 spyder

2009 GALLARDOLAMBORGHINILP560-4 SPYDER BASE VEHICLEPRICE$225,100LAYOUTMid-engine,

80 MAY 2009 MOTOR TREND.COM (head to head) mitsubishi evolution x vs. subaru wrx sti

MOTOR TREND.COM MAY 2009 81 TURNED LOOSE ON FIELDS OF SNOW TWO RIVALS GET A REAL RALLY-CAR WORKOUT ● words todd lassa ● photographs wesley allison S

Now he’s scorekeeper for Motor Trend’s first Ice Bowl, a matchup of the Mitsubishi Evolution X and Subaru WRX STI at Continental Corporation’s own frozen tundra, its winter proving grounds near Sault Ste. Marie, Michigan.The Evo X and WRX STI fight for grip first on their stock summer tires,and then on identical ContiWinterContact TS810 Ss. Which car is better, faster on snow and ice? And can we fling homologated rally cars sideways with impunity? Continental gave us free rein to this excellent cold weather testing facility. A groomed 600x2000-foot snow field afforded plenty of space to allow multiple acceleration and braking runs on virgin snow,with space left over for each car to get its own Motor Trend figureeight course, ensuring identical surface conditions for each car, because snow conditions change quickly with traffic. Then there’s the half-mile snow-handling course, outlined with beltline-high snow banks, providing lap times and a more subjective,seat-of-the-snowpants comparison of rally-condition handling dynamics. There’s only one course, so Continental regroomed it for us between runs. It’s 8:30 a.m., Friday, when we begin testing.The Scoobie’s dash readout reads -4 degrees F. Nine degrees warmer than the original Ice Bowl. Markus begins on the two cars’originalequipment summer tires. Continental TEMPERATURE IS -13 Fahrenheit. The Dallas Cowboys lead the Green Bay Packers,17-14 and the Packers have the ball two feet from the Cowboys’goal line. There’s 16 seconds on the clock here at Lambeau Field, the Frozen Tundra. A Packers field goal would be the sure save for this NFL championship game, December 31, 1967, but who wants to go into overtime when it’s 13 below? So on third down, Bart Starr completes a quarterback sneak and the Packers come

(head to head) mitsubishi evolution x vs. subaru wrx sti

82 MAY 2009 MOTOR TREND.COM out of the cold with a 21-17 victory. The connection? We’ve compared Mitsubishi Lancer Evolutions and Subaru WRX STIs every whichway for what seems decades. (Did Evo I coincide with Super Bowl I,or does it just seem that long?) Evo versus STI stories were once so common in this magazine that tech director Frank Markus proposed a cover blurb,“Absolutely No Evos or STIs in This Issue!”

Subaru’s Driver-Control Center Differential Intelligent Drive system combine to affect throttle rate, center differential lock, and other parameters. Here, we found Intelligent mode’s gentler throttle mapping and the manual center-diff lock with one click off full lockup to work best. Note that in the right- and left-hand carousel turns, the STI’s tail isn’t hanging out as far, but it exits faster and achieves a much higher speed on the two main straights. The Subie also responded better to jabs of handbrake to point the car through turn one, but the clutch must be depressed to keep the center diff lock from stalling the engine.

Mitsubishi’s Super All-Wheel Control torque-sensing front differential and active center and rear diffs that are controlled via one of three programs. We started our ﬁrst laps in the Snow mode for obvious reasons, but even with the stability control switched off completely, the car exhibited excessive understeer in this mode—good for safety, not for speed. Gravel mode allowed more rotation and better control when powering out of slides that seemed destined for a snowbank strike. The Evo generally seemed faster, more willing to drift, but the extra weight it carries cost it on this course.

* Lancer Evolution’s worn summer tires had shallower tread depths. 40-0/ 0 mph 7 0-40/ 0 0/ 9.5/ / 7 h each the limits of tire higher longitudinal (hence system includes a and an

Lancer Evo GSR Impreza WRX STI Lancer Evo GSR Impreza WRX STI -22.5 deg 23.2 deg32.1 deg -31.7 deg -19.8 deg -26.5 deg Start Finish Start Finish figure eight, sec @ g (avg) ** summer tires on asphalt winter tires on ice summer tires on ice 37.7 sec @ 0.42 g (avg) 76.5 sec @ 0.17 g (avg)* 38.5 sec @ 0.40 g (avg) 71.4 sec @ 0.21 g (avg) braking, /60-0 summer tires on asphalt winter tires on ice summer tires on ice 130/292 ft 428 ft* 122/274 ft391 ft accel, /60/80mph summer tires on asphalt winter tires on ice summer tires on ice 5.8/13.9 sec 5.5/9.2/14.2 sec 30.1 sec* 16.1 sec lateralaccel,g(avg) summer tires on asphalt winter tires on ice summer tires on ice 0.40 g (avg) 0.10 g (avg) * 0.99 g (avg) 0.36 g (avg) 0.12 g (avg) 0.94 g (avg) 0.5-mile ice-handling course winter summertirestires 1 min 6.8 sec 2 min 21.6 sec* 1 min 56.7 sec 1 min 5.4 sec 25.1 sec @ 0.74 g (avg) 49/1112.6/5.2/9.0ft sec 2.3/4.7/8.2 sec 47/106 ft 25.3 sec @ 0.73 g (avg) 0.5-mile ice-handling course/winter tires speeds, slip angles, and car positions at 2-second intervals understeer causes extreme slowing: 20.3 mph43.3advantage:speedmph -18.2 deg 36.7 deg -33.0 deg -20.8-26.5deg deg Evo leads 12.3 mph 34 sec 34 sec speed and advantage:accel45.8 mph oversteer allows higher speed speed advantage: 45.7 mph37.4 mph peak 40.0occursspeedlater;mph 66.0 sec 64.0 sec 10.4 mph 37.8 mph -16.1 deg 50 45 40 35 30 25 20 15 10 5 0 MOTOR TREND.COM MAY 2009 83 SPEED SKATING ** Figure-eight “average g” is the sum of all lateral and longitudinal g generated on the course. In the dry, most cars can’t r adhesion when accelerating, so their “lateral g” rating (in the beige box) is higher. On snow, all-wheel traction and ABS permi “average”) g readings than lateral g.

84 MAY 2009 MOTOR TREND.COM says 45 degrees F (7 degrees Celsius) is the switchover point between winter (not “snow”) and summer tires. Below 45, summer tire compounds get too hard, degrading the grip quality on dry and wet/ snowy surfaces.Above 45,winter tires’softer compounds get too gummy.If nothing else, this comparison should get you in the habit of changing tires:If you live in a cold climate, you need two sets for year-’round driving.s’

Markus gets sub-10-second 0-to-60-mph times for each.The cars are even up to 30 mph, then the STI pulls ahead and beats the Evo by 0.3 second to 60, but then the Evo regains a 0.3-second lead by 80 mph.

ContiWinterContact TS810

ExtremeWinterContact

NO MATTER WHICH wheels are driven, a car’s performance is always tire limited, and those limits really drop in the snow, which is why you need winter tires. Their rubber chemistry allows them to remain pliable and grippy at temperatures that harden summer and all-season tires. Their tread pattern is designed to shed packed snow and includes loads of tiny jagged cut lines, or “sipes,” that provide extra gripping edges and help wick water away from the contact patch (snow and ice melt brieﬂy under pressure, even at sub-freezing temperatures). Our ContiWinterContact TS810 S tires (one of two brands TireRack offers in the Evo/STI tire size) will be replaced with a new ExtremeWinterContact model next season, featuring a better compound and a new tread pattern. A handling block on the outer shoulder improves dry grip while the center section’s more sharply angled grooves shed snow better and provide more gripping edges. Expect to pay $200-$225 each plus $120 each for wheels if you want bolt-on-off convenience. Go easy in the dry, and they should last at least four seasons. ■ frank markus

The extra wear on the Evo’s Bridgestones show up in the numbers:0-to-40 mph in 30.1 seconds versus 16.1 seconds for the STI. Neither can reach 60 mph before running out of test surface.The Evo brakes 40-0 mph in 428 feet, the STI takes 391.The Mitsu’s summer-tire figure eight takes 76.5 seconds at 0.10 g average, and the Subie needs 71.4 seconds at 0.21 g.That’s no misprint.

mitsubishi evolution x vs. subaru wrx sti o me “ “ . u rsoGETTING

Mitsubishi sent us a 2008 Evo GSR,with a five-speed manual and nearly 13,000 miles on its well-worn Bridgestone summer tires. Outside grooves showed little more than 2mm tread depth,with 6mm tread depth on the deeper inside grooves.Subaru sent us a 2009 STI with about 50 miles on the clock and on its summer Dunlops.Its break-in is the 340-mile drive between Detroit and the UpperWithPeninsula.summer tires on Continental’s groomed surfaces,the Evo X and STI slide around in comic slow motion,like props in a Buster Keaton movie (look it up,youngsters).

Braking from 60 mph takes 292 feet in the Evo, 274 in the STI—more than two and a half times typical dry-pavement distance, A GRIP

It shows how much more time and space it takes to drive on snow and ice with the wrong tires. On summer tires,the Evo’s quickest acceleration is with the center differential in “gravel” mode and the automatic stability control off, and the fastest figure eight is in “snow” with ASC off.With the STI on summer tires, the quickest acceleration is in the“intelligent mode,”slip control off and full-lock manual differential. Fastest figure eight is in “sport,” diff manual in full lock. “The traction is so terrible,” Markus notes, “I doubt these modes make any difference.” (Not to worry,Evo partisans.Things even up considerably with factory-fresh Continental winters.)Onthe handling course, still shod in the summers, the STI certainly has more grip—or less-poor grip—which means it takes a bit longer to auger into the snowbanks while flailing it along at sub-20-mph speeds.The handbrake helps bring the tail around, although you can easily stall it if you handbrake without disengaging theStock-tireclutch. testing complete,we drive back to the garage to change into the winters. This is pure liberation.The Subie’s dash still shows -4 when we get back.

As shown, $37,460, 370Z Touring with Sport Package. Prices are MSRP excluding tax, title, license and destination charge. Dealer sets actual price. *Available feature. Always wear your seat belt, and please don’t drink and drive. ©2009 Nissan North America, Inc.

THE ALL-NEW NISSAN Z, Starting at $29,930. Presenting the latest chapter in the legend of the ZB , the all-new Nissan 370Z.D With 332 horsepower, the world’s first SynchroRev Match Manual TransmissionG and an expertly crafted interior, it proves yet again that cars come and go, but icons endure. Look Closer. Nissan Delivers at NissanUSA.com.

86 MAY 2009 MOTOR TREND.COM but it’s about a third the distance required on worn-out summer tires,and better than half the distance needed on fresh ones. On the figure-eight,the Evo works best in the “snow” mode, Markus says, with ASC fully off (there’s a partial-off mode with reduced intervention). The STI’s best times comes with the “intelligent” mode on, stability off and the differential in manual lock.The Mitsubishi wins this one, clocking a 37.7-second figure eight at 0.42 g, versus 38.5 seconds at 0.40 g for the “TheSubaru.moredriftable Evo is set up particularly well for the figure eight,”notes Markus.“The merest lift off the brake pedal as I turned the wheel into each end of the course prompted a very smooth,gentle tailout attitude that let it take a perfect set.” So the Mitsubishi Evo is the Drift King— Rhys Millen,eat your opp lock out.On the road course,it works best with the nannies fully off and in“gravel”mode,which allows more pointing than“snow.”As the tail slides precariously toward the snowbanks, dial in opposite lock, apply more throttle in second gear (all you need to get either car around this course),and power away from the banks.The Evo takes the Most Fun Player award. So Evo wins,right? Not so fast—the fun way isn’t necessarily quickest. Handling course turns are tighter and closer together than on the figure eight, and the Mitsu’s 214 extra pounds become a serious liability.With the Subie in intelligent mode, stability control off, center diff set to manual,in lock minus one click,the STI feels slower as it’s being slid with armfuls of opposite lock around the road course. What’s really happening is that the STI is using up less of the track, wasting less inertia. Auto mode allows a bit more tail flicking than manual full lock,but manual on lock minus one is most efficient here. And so the final score is Mitsubishi Evo, 1:06.8 around the handling course,Subaru STI, 1:05.4.The STI takes the Ice Bowl by a quarterback sneak. ■ With better balance and lighter weight, the STI beats the Evo on snow in every measure except the figure eight. And in this color, the radical styling isn’t so bad. The Ice Drift King! Evo is more fun on ice than its rival, and its heavily bolstered Recaros really hold you in place. It’s just not the best bet for a Finnish pro-am rally. (head to head) mitsubishi evolution x vs. subaru wrx sti

“Today, we build the best fitting, highest quality automotive floor mats in the world, right here in America.”

David Founder/CEOMacNeil

Today, America needs fresh leadership to lead us as a nation out of this economic crisis. Leadership must come not only from our political leaders but also from the average citizen. The exporting of American jobs is a trend that must be stopped and reversed. When I walk into my local hardware store, I typically find 85% of the goods for sale are manufactured 7,000 miles away. Recognizable American brands have been forced by shortsighted management and buyers at large national chains to build factories overseas just to save a lousy $.50 on a tape measure. To these ruthless buyers, it is all about the money. Rarely are product quality, the political system, human rights, animal rights and environmental costs to the planet considered, not to mention the cost to our society of exporting not only jobs, but an entire factory! At MacNeil Automotive, we are doing our part for the American economy and for our 300 million fellow citizens and neighbors. My philosophy is that if my neighbor doesn’t have a job, sooner or later I won’t have a job either. For example, we used to have our AllWeather Floor Mats manufactured in England by a company that used antiquated, inefficient equipment. They made a decent floor mat for us, but we thought we could build a better floor mat for our customers using modern American technology, American raw materials and skilled American workers. So in 2007 we transferred all of our floor mat Specialists in Original Equipment and Aftermarket Automotive Accessories

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manufacturing back to the United States. Today, we build the best fitting, highest quality automotive floor mats in the world, right here in America. Our machine shop is equipped with 17 CNC machining centers including four 4 axis mills and one 5 axis mill that produce between 30 to 50 injection and thermoforming molds per month. We have one shift of highly skilled American Journeymen toolmakers and apprentices, but our machines run 24 hours a day, 7 days a week. There is not a more efficient tool and mold making operation in the worldand guess what, it’s right here in America.

“There is not a more efficient tool and mold making operation in the world - and guess what, it’s right here in America.”

Furthermore, all of our CNC mills are manufactured in Oxnard, CA by Haas. Our 1,000 ton injection molding machines are made in Bolton, Ontario of American and Canadian components. Our thermoforming machinery is made in Carol Stream, IL. The raw steel and aluminum billets which make up our tooling are sourced from American steel and aluminum mills such as Vista Metals in Fontana, CA. The raw materials that make up our All-Weather Floor Mats, FloorLiners, Cargo Liners and Mud Flaps are manufactured in Bellevue OH, Arlington TX, Wichita KS and Jasper TN. Our forklifts are made in Columbus IN and Greene NY. Our warehouse racking is manufactured in Tatamy PA. Specialists in Original Equipment and Aftermarket Accessories

At MacNeil Automotive, we are also very aware of sustainability and our responsibility to the environment. We are proactive in controlling waste and recycling all of the unused raw materials from the manufacture of our tooling and products including: aluminum, steel, rubber, TPO, TPE, paper and cardboard. As you can see, we are as dedicated to designing, developing and manufacturing the finest automotive accessories for our consumer and OEM clients as we are passionate about supporting the American economy, preserving the American industrial infrastructure, and keeping the “money” in our family, a family of 300 million people from all over America. Life is simple; be good to your fellow man, be kind to animals and the environment, and place building a quality product, supporting your country and your fellow American worker before profit. And, one last thinglet’s all do our best to balance family time with work time as our children are the future of

“. . . place building a quality product, supporting your country and your fellow American worker before profit.”

*We pay regular shipping within the 48 contiguous states, when shipped to the same address on additional sets of floor mats or a cargo liner when purchased in combination with a set of front floor mats; or additional sets of Side Window Deflectors when purchased in combination with a front set of Side Window Deflectors; or an additional ClearCover ; or an additional PlateFrame™ WE GUARANTEE YOUR SATISFACTION. If you are not satisfied with your order, call to return your unused product within 30 days for a complete refund, less shipping & packaging. Prices subject to change without notice. Accessories available for: Acura • Audi • BMW • Buick • Cadillac • Chevrolet • Chrysler • Dodge • Ferrari • Ford • GMC • Honda • Hummer • Hyundai • Infiniti • Isuzu • Jaguar • Jeep • Kia • Land Rover • Lexus • Lincoln • Maserati • Mazda • Mercedes-Benz • Mercury • Mini • Mitsubishi • Nissan • Oldsmobile • Plymouth • Pontiac • Porsche • Saab • Saturn • Scion • Subaru • Suzuki • Toyota • Volkswagen • Volvo • And More! Automotive Accessories WeatherTech® All-Weather Heavy-Duty Floor Mats. The best protection for your vehicle’s carpeting. FloorLiner™ Extreme-Duty Floor Protection. The FloorLiner™ accurately and completely lines the interior carpet giving “absolute interior protection” Deep channels carry fluids and debris to a lower reservoir, away from your feet! RearOverthe Hump FloorLiner™ All-Weather Floor Mats Available in Black, Tan and ApplicationsGray!to fit over 400models!vehicle Available in Black, Tan and Gray! Applications for virtually any vehicle!

2435 Wisconsin Street • Downers Grove, IL 60515 • 630-769-1500 • fax 630-769-0300 WeatherTech.com 800-441-6287 WeatherTech.com 800-441-6287 Canadian customers please go to: WeatherTechCanada.com Specialists in Original Equipment and Aftermarket Automotive Accessories ©2009 MacNeil Automotive Products Limited MudFlap Introducing, the WeatherTech® No-Drill MudFlap! Featuring the Patent Pending QuickTurn™ hardened Stainless Steel fastening system. The No-Drill MudFlap set literally “mounts-in-minutes™” in most applications without the need for wheel/tire removal. Most importantly - without the need for drilling into the vehicle’s fragile painted metal surface! Contoured specifically for each application and molded from a proprietary thermoplastic resin, the WeatherTech® No-Drill MudFlap will offer undeniable vehicle protection. Check for our latest applications at weathertech.com; there are new applications every month. MudFlap Truck and SUV Applications Available Now! Side Window Deflectors Dark Tint available for applicationsmost Side Window Deflectorapplications to fit over 600 vehicle models! Applications to fit over 1,000 vehicle models! CargoLiners Fresh air enjoyment with an Original Equipment look. Installs quickly and easily with No Exterior Tape. The In-Channel design is precisionmachined to perfectly fit your vehicle. Complete car trunk, minivan and SUV cargo area protection. Computer designed to fit your vehicle. Remains pliable in all weather conditions, even freezing temperatures. Protect your investment! They Just Snap Right In! Available in Black, Tan and Gray!

96 MAY 2009 MOTOR TREND.COM

MOTOR TREND.COM MAY 2009 97 DON’T LET THE CARBON FIBER HAUTE COUTURE FOOL YOU. THIS FASHIONISTA CAN’T HELP BUT MAKE A SCENE. ● ● ● ● ● ● ● ● words arthur st. antoine ● ● ● ● ● ● ● ● photographs evan klein alfa romeo 8c competizione (ﬁrst test)

IF THE Alfa Romeo 8C Competizione never stirred a tire, it would draw a crowd. Somebody might even try to frame it. Likewise,if the 8C simply revved its 4.7-liter, Ferrari-basedV-8 behind a curtain,it would draw a crowd—a few probably offering to pay to meet the hidden opera tenor. Future owners, take note: Do not even think of driving this Alfa unless you’re having a good hair day. It was well over a year ago (January 2008) that I had the opportunity to sample this attention-snatching exotic in Italy, though my wheel time was limited to laps on a rain-soaked circuit with an Alfa Romeo handler riding shotgun (i.e., playing Slip ’n Slide was out).Nonetheless,even driven gingerly the 8C revealed an overwhelming charisma,emitting an exhaust note worthy of the Mulsanne Straight and wowing me with the artistry of its carbon-fiber bodywork and aluminum-trimmed cabin. Even then, months before the car’s European launch and further ahead of its late-2008 on-sale date stateside, all 500 copies had already been sold—for more than $230,000 each. The 8C you see here is one of just 85 or so scheduled to arrive on our shores (the first Alfas to be offered in America in 14 years), and MT managed to be first in line for an instrumented U.S.test.This time, though our track was dry,Slip ’n Slide was most certainly on the agenda. Fire up the 8C with its pushbutton starter and that operatic V-8 thumps into an idle note you’ll mistake for nothing else.The tone is lower and throatier than a Ferrari’s,louder and more electrifying than a ZR1’s.Though theV-8 is based on the 4.7-liter unit used in the S variants of the Maserati Quattroporte and GranTurismo, it receives a dry sump and unique Alfa heads; output climbs to 450 horsepower at 7000 rpm.The engine is mounted entirely behind the front axle, while the rear transaxle for the standard six-speed auto-clutch manual sits ahead of the rear axle—helping to achieve perfect 50/50 front/rear weight distribution. Gun the 8C from a standstill and it revs to its 7500-rpm redline with so much sonic splendor its owners likely won’t even care what acceleration numbers it achieves.We get paid to note such things,of course,and notched a 0-to-60-mph sprint of 4.6 seconds

(ﬁrst test) alfa romeo 8c competizione

98 MAY 2009 MOTOR TREND.COM

MOTOR TREND.COM 99 and a quarter mile of 12.8 seconds at 112.5 mph.That’s plenty quick,though in a world of 3.2-second GT-Rs and Corvette ZR1s,hardly a headline performance. Now listen again to that aria of pumping high-angle valves and bellowing wide-mouthed exhausts. Numbers? You can eat your silly numbers. The six-speed paddle-shift transmission, borrowed from Maserati, isn’t one of the faster-acting units we’ve tried (even in sport mode,shifts require two-tenths of a second to complete; the Ferrari F430’s F1 box, in comparison, is nearly four times faster). Yet shifts are crisp and precise, with downchanges accompanied by an automatic engine blip and a glorious bark and crackle from the tailpipes.The 8C thrills in a manner a computer simply cannot appreciate.

MAY 2009 2009 ALFA ROMEO 8C COMPETIZIONE TRANSMISSION6-speedVEHICLEBASEPRICE$230,000(est)LAYOUTFrontengine,RWD,2-pass,2-doorcoupeENGINE47L/450-hp/354-lb-ftDOHC32-valveV-8auto-clutchmanualCURBWEIGHT(DISTF/R)3696lb(50/50%)WHEELBASE104.2inLENGTHxWIDTHxHEIGHT172.4x74.5x52.8in0-60MPH4.6secQUARTERMILE12.8sec@112.5mphBRAKING,60-0MPH101ftMOTORTRENDFIGUREEIGHT25.2sec@0.74g(avg)LATERALACCELERATION0.94g(avg)EPACITY/HWYFUELECON12/18mpg(est)CO 2 EMISSIONS1.37lb/mile(est) ONSALEINU.S.Currently

The steel chassis, based on the Maser GrandSport coupe’s, rides well enough, but despite its on-paper weight balance, the 8C displays a distinct lack of front-end bite. From the sidelines, I could see testdriver Scott Mortara backing off to keep the Alfa’s nose nipping at the cones of our figure-eight course (which the 8C circled in 25.2 seconds).Click off the traction control and the tail will rotate with only a quick dab of throttle—yielding up to 0.94 g of grip as you perform a throttle/steering dance—but the 8C has none of the handling dexterity of such rivals as the Lambo Gallardo or the Ferrari F430.The Alfa is simply a far less edgy machine, preferring a more genteel approach to twisty-road hustling. Even though it lacks carbon-ceramic binders, its big discs do a superb job of erasing forward momentum, stops from 60 mph requiring just 101 feet. Visually, the 8C has the presence of a short-legged pinup model:voluptuous and ravishing from some angles, stubby when viewed full-length.With design cues that recall the Alfas of the 1930s and 1940s,the 8C is very much a styling standout,a distinctive art piece that fulfills the promise laid down by Alfa’s enthusiastically received 2003 Frankfurt show car. Nowhere is that more true than in the cockpit, where the gleaming carbon fiber, aluminum trim pieces (milled from solid alloy blocks), and webbed leather combine to create an ambiance more sumptuous than anything from Lamborghini and perhaps even from Ferrari. Like the grand coaches of yesteryear, the 8C invites quiet contemplation of its handiwork. Run your hands over the polished aluminum. Drink in the tailored hides and composite architecture.Only the homeland of Michelangelo could make a cocoon as beauteous as this. So, no, Alfa Romeo does not return to America with a supercar that rewrites the record books or leaves us breathless from its dynamic power.An off-the-floor Corvette Z51 could spank the 8C without breathing hard,for about one-fifth the cost,yet the Alfa remains a soulful and thoroughly scintillating machine.And therein lies the fodder for a thousand angry letters and heated barstool debates.“A car like that Alfa Romeo makes no sense at all,”the numbers crowd will say. To which 500 8C owners will simply reply,“I know.And you’ll never understand.” ■

whitelig 100 MAY 2009 MOTOR TREND.COM HOOCHPOWER! MEET BENTLEY’S 204-MPH, E85-FUELED CONTINENTAL SUPERSPORTS ● words angus mackenzie

bentley continental supersports (ﬁrst look

)

ghtning MOTOR TREND.COM MAY 2009 101

The 6.0-literW-12 under the hood features new valves and injectors and a range of other components to handle the different fuel, and careful calibration work means the engine will deliver its 621 horsepower and 590 pound-feet of torque on anything from 100-percent gas to 85-percent ethanol.

The suspension builds on the improvements made for the GT Speed. Changes include a larger front anti-roll bar and stiffer bushings.To make best use of the 40/60 front/rear torque split, the rear track has been increased by about two inches.To help reduce unsprung mass, the giant carbonceramic brakes offered on the GT Speed are standard, along with new forged alloy 20-inch wheels that are each 5.5 pounds lighter than those on the Speed.

BENTLEY, Ettore Bugatti reportedly once sneered, built the fastest trucks in Europe. Okay, Mr. Bugatti was probably a mite peeved his delicate little sports cars were routinely trounced by W.O. Bentley’s thundering green giants at Le Mans during the late 1920s,but he had a point.Bentleys were big, and they were heavy. And they certainly were fast. Fast forward 80 years, and little has changed.The 621-horsepower Bentley Continental Supersports is fast. In fact, it’s the fastest Bentley in history. Engineering boss Ulrich Eichhorn claims the Supersports will sprint from 0-to-60 mph in 3.7 seconds, nail 100 mph in 8.9 seconds,and hit 204 mph. Eichhorn also says it is—shock!—a lightweight Bentley. Then he pauses and,with a twinkle in his eye, adds,“but it still weighs 4800 pounds” Ettore’s still sneering. Then there’s this:The Continental Supersports will deliver that staggering performance running on the same E85 ethanol/ gasoline mix you pump into a flex-fuel Chevy SUV. That’s right,the fastest Bentley ever is also the first bio-fuel Bentley. So it’s a treehugger’s supercar? Well, that depends on how you track the carbon-dioxide molecules (see sidebar),although Eichhorn points out the Supersports is also 95 percent recyclable. “Not that this happens with a Bentley,” he grins.“Most of our cars typically end up in museums, not landfills.” The Supersports is a car that coalesced into being. Bentley vehicle validation manager Paul Edwards had figured out how to trim over 300 pounds from the Continental coupe during the development of the GT Speed versions.At the same time, engineers working for chassis and powertrain director Brian Gush had discovered that a mild increase in turbo boost coupled with improved intercooling delivered an additional horsepower bump beyond the 48 horses achieved with the Speed program. Gush’s team was also looking at tweaks to the driveline that included faster shift times for the ZF 6HP26 six-speed automatic transmission and a 40/60 front/rear torque split to balance the Conti GT’s nose-heavy weight bias. A faster, more agile Conti GT was just waiting to be built. Meanwhile, Eichhorn and Bentley chairman Franz-Josef Paefgen were wrestling with a more strategic problem:how to make Bentleys appear more environmentally friendly. Low-volume Bentley’s contribution to the amount of carbon dioxide dumped into the atmosphere is miniscule in the context of 50 million new vehicles sold around the world each year. But as global fuel economy and carbon dioxide emissions limits are tightened, Bentleys could be seen as undesirable symbols of excess. Bio-fuel powertrains seemed a practical short-term solution.It didn’t take much dot-joining from there to come up with the Continental Supersports.

Ulrich Eichhorn says the new “quickshift” ZF is so fast that, even though the enginemanagement system cuts fuel flow and spark to reduce torque shock on upshifts, the Continental Supersports’s momentum keeps it accelerating right through the change.The transmission also allows the engine to rev closer to redline before upshifts.

bentley continental supersports

GAPING MAWS funnel more air into the intercooling system.

“We wanted to make it a real driver’s car,” says Eichhorn, who adds that, on real world roads,the Supersports will keep up with a Ferrari 599GTB.The stability control program has been optimized for the rear torque bias and lower weight and has a higher intervention threshold if it detects

(ﬁrst look)

102 MAY 2009 MOTOR TREND.COM

MOTOR TREND.COM MAY 2009 103 more than 90-percent throttle is being used. So you can drift it a little, then? “It allows better modulation of your line through the throttle,” smiles Eichhorn. Exterior styling changes are mild.“This is not a styling exercise,”says Eichhorn.“Form follows function.” You have to look closely to notice the new rear quarter panels, so subtly are they flared to cover the increased track.The gaping maws on either side of the new front-bumper fascia funnel more air into the improved intercooling system, and the gills on the hood are designed to vent hot air from the engine bay. A new rear-bumper fascia includes revised exhaust outlets.Perhaps the one concession to style is the trick smoked chrome finish on all theInside,brightwork.therear seat has been removed and the standard seats replaced by a pair of carbon fiber framed buckets.These two modifications alone account for about half the weight savings over the GT Speed.The seatbelts are now mounted to the bodyshell,and a large brace running across the cabin behind the seats not only improves structural rigidity, but also acts as a handy luggage restraint.The quilted suede-andleather trim combination is standard and can be ordered in matching or contrasting colors. As you’d expect in a Bentley, it’s a spectacular-looking interior. The Continental Supersports will arrive in the U.S.in 2010.And despite the current economic meltdown,Ulrich Eichhorn has no doubt they’ll sell.“We know a few hundred customers by name who will jump at this.” More important, though, the Continental Supersports previews a dramatic shift in Bentley’s powertrain strategy: By 2012, all Bentley engines will be bio-fuel capable.Big, heavy, fast—and green. So Bentley. ■

Because bio-fuels recycle carbon dioxide, they deliver lower overall CO 2 emissions on a well-to-wheel basis. Bentley ﬁgures show corn ethanol delivers a 20-percent CO 2 reduction compared with traditional fossil fuels, using sugar beets saves 40 percent, and sugar cane 80 percent. Cellulosic ethanol could deliver a 90-percent or more reduction.

The downsides? Ethanol has a lower energy content than gasoline, which means you need to burn 25 to 30 percent more to travel the same distance. Also, corn and cane crops require vast quantities of water, effectively limiting supply until cellulosic ethanol can be produced on an industrial scale. Bio-fuels will make it possible to build a traditional Bentley for a few years yet. But Paefgen’s biggest challenge will be making the notion of well-to-wheel environmental impact a widely understood metric. “It might be confusing,” he adds, “but it is what the truth is all about. You have to give people the true story.”

HOW GREEN IS MY BENTLEY A NEW REAR BUMPER fascia includes revised exhaust outlets.

YOU HAVE TO LOOK closely to see the new rear-quarter panels, so subtly are they flared to cover increasedthetrack.

THE ELECTRIC-POWERED Mini E is a con, says Bentley chairman Franz-Josef Paefgen. Far from being a zero-emissions vehicle, he explains, it pumps 133 grams of CO 2 into the atmosphere every kilometer. That’s because the Mini E’s electricity is generated by burning fossil fuels. (By contrast, a 1.6-liter diesel-powered Mini Cooper D has a CO 2 emissions rating of just 104g/km; a Bentley Continental GT is rated at 396g/km.)

“We are measuring the wrong thing,” says Paefgen of the emphasis on tailpipe emissions, which governments are beginning to use to tax heavy CO 2 emitters. A far more meaningful measure, he says, is well to wheel—the total CO 2 emitted during the extraction or production, and burning of fuel.

RESEARCHBUYDELIVER INSTALL Since 1979 ®Tire Buying ?dj[hWYj_l[\_jc[dj]k_Z[i\eh j_h[i"m^[[biWdZWYY[iieh_[i [dikh[j^WjoekhYê_Y[i \_jfhef[hbo J_h[HWYaj[ijh[ikbji^[bfoek Z[j[hc_d[m^Wj_ih_]^j\ehoek" oekhl[^_Yb[WdZm^[h[oekZh_l[ 9edikc[hikhl[oh[ikbji Yel[h_d]el[h($)X_bb_edc_b[i e\ZWjWb[joekb[Whd\hec\[bbem Yedikc[hiÊ[nf[h_[dY[i <Wij"Yeij#[\\_Y_[dji^_ff_d] jeoekhZeehehZ_h[YjjeW H[Yecc[dZ[Z?dijWbb[h Over 5,000 Independent Recommended Installers Nationwide! Find One Near You. RESEARCH On the Phone… 9WbbekhiWb[iif[Y_Wb_ijije][jj^[ f[hiedWbWZl_Y[oekd[[ZÆj^[oWh[ ekhj[ijZh_l[hi$ …or Online L_i_j www.tirerack.comWdZZeWickYêhWi b_jjb[h[i[WhY^WioekZ[i_h[$8hemi[ekh_dZ[f[dZ[dj" ed#jhWYaj[ijh[ikbji$M^[doekfbWY[oekhehZ[hedb_d[" _jm_bbX[h[l_[m[ZXoed[e\ekh[nf[hjijecWa[ikh[ oekhYê_Y[iWh[Wffhefh_Wj[$Eh"YWbbed[e\ekhiWb[i if[Y_Wb_ijije\_dWb_p[oekhZ[Y_i_edWdZfbWY[oekhehZ[h$ Ki[oekhP?F9eZ[je\_dZW H[Yecc[dZ[Z?dijWbb[hedb_d["eh Wiaed[e\ekhiWb[iif[Y_Wb_iji I^_fZ_h[YjbojeWH[Yecc[dZ[Z?dijWbb[h 9edikbjijWhhWj_d]i 9^[YaekjWZZ_j_edWbi[hl_Y[i Tire RackAdvantages INSTALL Fh_Y[Fb[Z][?dijWbb[himê[Whd W*$+#ijWhel[hWbbhWda_d]\hec Ykijec[himê^Wl[ki[Zj^[_h i[hl_Y[ih[Y[_l[Fh_Y[Fb[Z][ FbkiijWjki$ CWdoH[Yecc[dZ[Z?dijWbb[hi fWhj_Y_fWj[_dekhFh_Y[Fb[Z][ Fhe]hWc$Oekm_bbadem[nWYjbo m^WjoekÊbbX[fWo_d]m^[doekh fkhY^Wi[_i_dijWbb[Z$ 1-888-372-8473 ©2009 Tire Rack www.tirerack.com

P Zero S-treme Asymmetric Tread Pattern: Large, rigid outboard shoulder blocks enhance handling and stability for cornering at the limit. Longitudinally linked tread blocks optimize response for supercar levels of acceleration and braking. Lateral groove inclination increases acoustic comfort. Wide circumferential grooves resist hydroplaning at high speeds. Max Performance Summer tires derived from 100 years of Pirelli motorsport experience and developed for the drivers of powerful sports cars, sports coupes and high performance luxury sedans. PZero Italians have always identiﬁed the color red with passion. When it comes to driving passion, P Zero Rosso (Italian for red) Max Performance tires were developed to combine high performance, high-speed durability and a high degree of comfort. P Zero Rosso Asimmetrico 205/55 R- 16 205/50 ZR- 17 225/45 R- 17 225/50 ZR- 17XL 235/45 R- 17XL 245/40 R- 17 245/45 R- 17 245/55 R- 17 255/40 ZR- 17 255/60 R- 17 215/45 R- 18XL 225/40 ZR- 18 225/45 ZR- 18 235/40 ZR- 18XL 235/50 R- 18 235/60 R- 18 245/35 ZR- 18XL 245/40 ZR- 18XL 245/45 ZR- 18XL 245/50 R- 18 255/35 ZR- 18 255/40 ZR- 18XL 255/45 R- 18 255/50 ZR- 18 255/55 ZR- 18XL 265/35 ZR- 18 275/35 R- 18 275/45 R- 18 285/30 ZR- 18 285/35 ZR- 18XL 285/40 ZR- 18 295/30 ZR- 18XL 295/35 ZR- 18 315/30 ZR- 18 335/30 ZR- 18 225/35 ZR- 19 225/40 ZR- 19XL 235/35 ZR- 19 235/45 R- 19 245/35 ZR- 19XL 245/40 ZR- 19XL 245/45 R- 19 255/30 ZR- 19XL 255/35 ZR- 19XL 255/40 ZR- 19XL 255/50 R- 19 265/30 ZR- 19XL 265/35 ZR- 19 275/30 ZR- 19XL 275/35 ZR- 19XL 275/40 R- 19 275/45 ZR- 19XL 285/30 ZR- 19XL 285/35 ZR- 19 285/40 ZR- 19 285/45 R- 19 295/30 ZR- 19XL 305/30 ZR- 19XL 355/25 ZR- 19 245/40 ZR- 20XL 265/45 ZR- 20 275/35 ZR- 20XL 275/40 ZR- 20XL 275/45 ZR- 20XL 285/30 ZR- 20 315/35 ZR- 20 345/25 ZR- 20 295/35 ZR- 21XL Max Performance Summer tires developed to work harder so the driver could play harder exploiting the sporting character of their high performance car. Like all summer tires, PZero Nero tires are not intended to be driven in near-freezing temperatures, through snow or on ice. P Zero Nero 195/40 ZR- 16XL 205/50 ZR- 16 195/40 ZR- 17XL 225/35 ZR- 17 215/35 ZR- 18XL 215/40 ZR- 18XL 225/40 ZR- 18XL 225/45 ZR- 18 235/40 ZR- 18 235/45 ZR- 18XL 215/35 ZR- 19XL 225/35 ZR- 19XL 225/40 ZR- 19XL 225/45 ZR- 19XL 235/35 ZR- 19XL 235/40 ZR- 19XL 245/35 ZR- 19XL 255/30 ZR- 19XL 265/30 ZR- 19XL 275/30 ZR- 19XL 225/30 ZR- 20XL 245/30 ZR- 20XL 245/35 ZR- 20XL 255/30 ZR- 20XL 275/30 ZR- 20XL 275/35 ZR- 20XL 285/25 ZR- 20XL 295/25 ZR- 20XL 305/25 ZR- 20XL 325/25 ZR- 20XL 255/30 ZR- 21XL 245/35 ZR- 21XL 285/30 ZR- 21XL 295/25 ZR- 21XL 315/25 ZR- 22XL 245/30 ZR- 22XL 265/30 ZR- 22XL 285/25 ZR- 22XL 295/25 ZR- 22XL 305/30 ZR- 22XL NOTE: Like all summer tires, the P Zero, P Zero Rosso and P Zero Nero are not intended to be driven in near-freezing temperatures, through snow or on ice. For up-to-date sizes and pricing visit www.tirerack.com 225/45 R- 17XL 235/45 ZR- 17XL 245/45 ZR- 17XL 225/40 ZR- 18XLMO 235/40 ZR- 18XL 235/40 ZR- 18XLMO 245/40 ZR- 18XL 245/45 ZR- 18XL 255/35 ZR- 18XLMO 265/40 ZR- 18XL 235/35 ZR- 19XL 235/35 ZR- 19XLR01 245/35 ZR- 19XL 245/40 ZR- 19 255/35 ZR- 19XL 255/40 ZR- 19XLMO 265/30 ZR- 19XL 265/35 ZR- 19XL 275/30 ZR- 19XL 275/40 ZR- 19XL 285/30 ZR- 19XL 295/30 ZR- 19XL 295/30 ZR- 19XLR01 305/30 ZR- 19XLR01 245/35 ZR- 20XL 245/40 ZR- 20XL 255/35 ZR- 20XLJ 255/35 ZR- 20XLMO 255/40 ZR- 20XLB 265/35 ZR- 20XL 275/30 ZR- 20XL 275/35 ZR- 20XLR01 275/35 ZR- 20XLB 275/35 ZR- 20XLMO 285/30 ZR- 20XL 285/30 ZR- 20XLJ 285/35 ZR- 20 295/30 ZR- 20XL 305/35 ZR- 20XL 355/25 ZR- 21XL Ask about our Tire Road Hazard Service Program ©2009 Tire Rack1-888-372-8473 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pm

Visual Alignment Indicators Pinpoint tire-wear irregularities early in the tire’s life so vehicle adjustments can be made in time to take full advantage of wear potential. Replacement Tire Monitor Technology As the center rib wears evenly away, the words “Replace Tire” are revealed to alert that the tire needs to be changed. Twin Cushion Tread All-season silica compound above a low-density foundation compound combine year-round traction and a comfortable ride. Internal Structure Spirally wound nylon reinforced steel belts stabilize the tread, while a polyester cord body enhances ride quality.

HP Valid in 50 U.S. States and D.C. only from 3/30/09–5/25/09 or while supplies last. Tires must be purchased from in stock inventory. Valid only with original, dated paid receipt for the purchase of 4 passenger or light truck General tires. Limit one gift card per person. Allow 8-12 weeks for delivery of card. Not responsible for lost, stolen, misdirected, illegible, mutilated, or damage due to mail. Visit www.tirerack.com/specials for complete o er details. Universal Studios. All rights reserved.

Grand Touring All-Season 38 sizes available in 14"-18" Developed to be a smarter tire for smarter drivers by addressing many of the treadwear quality and year-round traction challenges faced by the drivers of today’s sporty sedans and coupes. The AltiMAXTM HP is designed to combine reliability, comfort and tread life, as well as provide year-round traction, including in light snow.

SP Sports ® Tires Direzzas ® Tires Grandtreks ® Tires Signature CS™s Rover M/T Maxxs Traction™ Mud Rovers TM Rover RVs XT TM Rover A/Ts TM Signatures TM SP 60s ®

Max Performance Summer Its name says it all. Since the beginning of the 2004 season, the racing tires for the German DTM touring car series have proudly worn the SP Sport Maxx name to identify the relationship they share with Dunlop’s Max Performance Summer street tires developed for sports cars, coupes and performance sedans. SP Sport Maxx tires street tires are designed to be exhilarating in the dry and reassuring in the wet. Available in 32 sizes ranging from 16" to 20". Amazon.com Gift Cards (“GCs”) may be used only for purchases of eligible goods on Amazon.com. GCs cannot be redeemed for purchases of gift certiﬁcates or cards; from some third party sellers; or at Amazon.com Auctions. GCs cannot be reloaded, resold, transferred for value, redeemed for cash or applied to any account. Amazon.com is not responsible if a GC is lost, stolen, destroyed or used without permission. See www.amazon.com/gc-legal for complete terms, restrictions and exceptions. GCs are issued and ©2009 by ACI Gift Cards, Inc., a Washington corporation. # Mail-In offer. Allow 6 - 8 weeks for delivery of card. Call or visit www.tirerack.com/specials for complete offer details.

Buy Select Dunlop Tires And Get A Amazon.com® Gift Card† $50 By Mail-In Rebate! OR The choice is yours when you buy a set of four select Dunlop tires.* $75 Ask about our Tire Road Hazard Service Program ©2009 Tire Rack1-888-372-8473 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pm NOTE: Like all summer tires, the SP Sport Maxx is not intended to be driven in nearfreezing temperatures, through snow or on ice. Get a $75 Amazon.com® Gift Card or a $50 Mail-In Rebate# when you buy a set of four (4) of the following: Get a $50 Mail-In Rebate # when you buy a set of four (4) of the following: Offer valid with purchase from April 4, 2009 to May 2, 2009 * The $75 Amazon.com Gift Card or $50 Mail-In Rebate options available only with the purchase of Dunlop SP Sport®, Direzza® and Grandtrek® tires as well as Rover M/T Maxx Traction™ and Signature CS™. $50 Mail-In Rebate option available only with the purchase of Dunlop Signature™, SP 60®, Rover RVXT ™, Mud Rover™ and Rover A/T™ tires. † Amazon.com is not a sponsor of this promotion. Amazon, Amazon.com, and the Amazon.com logo are registered trademarks of Amazon.com, Inc. or its afﬁliates.

High Performance All-Season Developed for the drivers of sports cars, sporty coupes and performance sedans, the SP Sport Signature combines treadwear, handling and year-round traction on dry and wet roads, as well as in light snow. A silica blend compound is molded into an asymmetric design with an outboard Dry Performance Sector and an inboard Wet Performance Sector featuring biting edges and sipes to enhance dry, wet and wintry traction. Available in 26 sizes ranging from 15" to 20". For complete list of sizes and prices visit www.tirerack.com

Ask about

Tire Road Hazard Service Program

Ultra High Performance All-Season tire developed to prevent a little bad weather from spoiling the fun by performing like three tires in one for the drivers of sports cars, sporty coupes and performance sedans. Designed to thrill even the most passionate driving enthusiast by providing year-round traction in dry, wet and wintry conditions, including in light snow. The Advantage T/A® combines long wear, responsive handling and all-weather traction by molding a silica-enhanced tread compound into a symmetric tread design featuring stable shoulder blocks, BFGoodrich’s g-Grip interlocking sipes and a continuous center rib. For a complete list of sizes and prices, visit tirerack com our ©2009 Tire Rack1-888-372-8473 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pm

g-Force™ Super Sport A/S 29 sizes available in 15" to 20" Advantage T/A® 17 sizes available in 15" to 18" New for 2009! Grand Touring All-Season tire developed for the drivers of sporty touring coupes and sedans looking for everyday tires with performance that’s anything but! The Advantage T/A® combines sporty looks, long wear and all-weather traction, including in light snow. Ultra High Performance Summer tire developed for sport compact drivers who want to combine dry handling with affordable prices. The g-Force™ Sport was developed to provide crisp and responsive handling in both wet and dry conditions, however it is not intended to be driven in freezing temperatures, through snow or on ice g-Force™ Sport 45 sizes available in 15" to 18"

TRUCK & SUV Wheels Visit www.tirerack.com to see an additional 101 truck and SUV wheel styles! BRAKES Comes with Red, Chrome & Carbon Fiber Inserts Comes with Red, Chrome & Carbon Fiber Inserts ©2009 Tire Rack1-888-372-8473 www.tirerack.comHours: EST M-F 8am 8pm SAT 9am-4pm Prices Subject to Change Prices Vary by Application SSR TYPE C RS 17 18 19 STARTING AT $259ea. BREYTON RACE GTS-R black 18 STARTING AT $279ea. BREYTON RACE GTS 18 19 20 STARTING AT $249ea. ENKEI PERF. ES-6 16 17 18 STARTING AT $129ea. ENKEI PERF. LF-10 16 17 18 STARTING AT $219ea. SEE THEM ON YOUR VEHICLE Visit the Upgrade Garage at www.tirerack.com. Experience one-click access to everything that ﬁts your vehicle, and keep a wishlist of your favorites. INCLUDED IN A WHEEL & TIRE PACKAGE Scratchless Mounting and GSP9700 RoadForce Variation Balancing, All Necessary Hardware (lugs, centering rings, center caps, valve stems, etc.) ALL INCLUDED AT NO ADDITIONAL COST! WHAT ABOUT TPMS? If your vehicle came equipped with a direct tire pressure monitoring system, we can assist you in selecting wheels that are compatible with its sensors. We also offer an extra set of sensors for all TPMS systems, so your tire and wheel package can arrive with sensors already installed. WANT MORE INFO? Call and talk to one of our highly trained experts. ASA AR1 black 17 18 20 STARTING AT $109ea. KAZERA KZ-D 17 18 STARTING AT $135ea. KAZERA KZ-W 17 18 STARTING AT $135ea. KAZERA KZ-X light grey 16 17 STARTING AT $119ea. GRANITE ALLOY GA10 18 20 22 STARTING AT $129ea. GRANITE ALLOY GA7 17 18 20 22 STARTING AT $129ea. GRANITE ALLOY GA5 17 18 20 STARTING AT $89ea. GRANITE ALLOY GA9 15 16 17 STARTING AT $115ea. DALE JR. CANNON 17 18 STARTING AT $167ea. ATX CHAMBER Teflon® 15 16 17 18 STARTING AT $149a. ATX PREDATOR chrome 15 16 17 18 STARTING AT $207ea. ASA AR1 silver 16 17 18 19 20 STARTING AT $109ea. ASA AR6 mach. anthracite 17 18 STARTING AT $179ea. ASA AR7 mach. anthracite 17 18 STARTING AT $139ea. ASA AR9 mach. anthracite 18 19 STARTING AT $189ea. BREMMER KRAFT BR03 18 19 STARTING AT $175ea. KAZERA KZ-H mach. anthracite 17 18 STARTING AT $129ea. BREYTON RACE GTS-R 18 STARTING AT $309ea. ENKEI RACING RPF1 black 15 16 17 18 STARTING AT $199ea. AVARUS AV4 chrome 19 20 22 STARTING AT $265ea. AVARUS AV5 mach. black 18 19 20 STARTING AT $239ea. SHELBY ® TORQ-THRUST M 17 18 20 STARTING AT $203ea. A.R. VINTAGE T70R 15 STARTING AT $234ea. AVARUS AV1 20 22 STARTING AT $169ea. AVARUS AV1 mach. black 20 22 STARTING AT $159ea. AVARUS AV3 chrome 19 20 STARTING AT $149ea. BREMMER KRAFT BR02 18 19 STARTING AT $175ea.

O.Z. ALLEGGERITA HLT 17 18 STARTING AT $329ea. O.Z. ULTRALEGGERA HLT 19 20 STARTING AT $329ea. SPORT MUSCLE CLUTCH-5 20 STARTING AT $219ea. TRMotorsports® MT1 grey 17 18 STARTING AT $179ea. ZINIK Z27 SOFIN 18 19 20 STARTING AT $219ea. MSW TYPE 16 black 16 17 18 19 STARTING AT $99ea. MOTEGI RACING SP10 15 17 18 STARTING AT $139ea. MSW TYPE 12 mach. black 18 19 20 STARTING AT $143ea. BORBET LV5 anthracite 15 16 17 STARTING AT $113ea. O.Z. BOTTICELLI 17 18 STARTING AT $119ea. O.Z. ULTRALEGGERA 16 17 18 19 STARTING AT $176ea. O.Z. SUPERLEGGERA III black 18 19 20 STARTING AT $826ea. TRUCK & SUV Wheels Visit www.tirerack.com to see an additional 101 truck and SUV wheel styles! RIAL PORTO 16 17 18 STARTING AT $149ea. RIAL RAVENNA 16 17 18 19 STARTING AT $139ea. SPORT EDITION ST4 18 19 20 STARTING AT $89ea. SPORT MUSCLE DYNO-5 20 STARTING AT $279ea. SPORT TUNING GUNNER 17 18 20 STARTING AT $89ea. NASCAR® FONTANA 20 STARTING AT $199ea. VOLK RE30 grey 18 STARTING AT $559ea. SUSPENSION AIR INDUCTION Visit www.tirerack.com to see our entire selection of over 522 wheel styles 2009 Cadillac CTS with 19" Bremmer Kraft BR01 chrome 3ofthe133stylesavailableforthe2009CadillacCTSat www.tirerack.com ZINIK Z7 ADRIAN 20x8.5 $275ea. ENKEI PERFORMANCE LSF 20x8.5 $272ea. AVARUS AV4 19x8.5 $265ea. Proud Sponsor of ©2009 Tire Rack1-888-372-8473 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pm Prices Subject to Change Prices Vary by Application ZINIK Z9 SABINI 18 20 22 24 STARTING AT $219ea. ZINIK Z12 MAZOTTI 18 20 22 24 STARTING AT $99ea. ZINIK Z26 VIERI 20 22 STARTING AT $239ea. NASCAR® DAYTONA 17 18 20 STARTING AT $139ea. ULTRA WHEEL BAJA CHAMP 15 16 17 STARTING AT $112ea. MAMBA M1-8 17 18 20 22 STARTING AT $139ea. MAMBA M4 17 18 20 22 STARTING AT $149ea.

114 MAY 2009 MOTOR TREND.COM (comparison) ● words edward loh ● photographs julia lapalme THEY SSAYY KIKIDS THESE DDAYS AARE HIP TTO BBEING SSQUARE WE GGO BACKK TTO SCHOOL TOO FFIND OUTT.

MOTOR TREND.COM MAY 2009 115 KIA SOUL • NISSAN CUBE • SCION XB

SPORE. BEER PONG. Flight of the Conchords. Superpoking on Facebook. Any of these sound remotely familiar? If not, it’s because you’re old and unhip.These terms belong in the vernacular of a specific subset of the American populace. Whether you call them GenY, Echo Boomers, or Millennials, they're the next generation of young drivers and car buyers—and they are different from you and me.They grew up not on Atari or Commodore64, nor even Nintendo or SEGA, but on PlayStation and Xbox.They Google,Yelp, and Twitter—often while simultaneously LOLing on IM or downloading the latest iPhone apps. See? Unhip.Toyota is not only a student of this generation,it’s at the head of the class when it comes to identifying and codifying their existence.Toyota wrote the playbook back in 2004, when it launched the Scion brand and unleashed the xA and xB twins. Four years later, when Scion replaced the xA with xD and brought a larger, more powerful xB to market,it was regarded as the auto industry’s most successful youth brand. Naturally other auto manufacturers, like Kia and Nissan, took notice, particularly as the xB became the poster box of Scion’s youth-targeted movement.So are their new boxy offerings CliffsNotes versions of the xB,merely clever cribbed summaries based on Scion source material? That’s what we aim to find out.

(comparison) 116 MAY 2009 MOTOR TREND.COM OH, THE PLACES you'll go! Our

“No bueno,” is Nguyen’s first impression of the Cube.“I don’t like the look of the front.” Navarro agrees,“The Cube is toylike, maybe too much.” On the inside, their views thaw a bit.“Cheaplooking dash,but nice interior space and seats,”says Gurr.“Boring, three boxes in front of UCSD’s Geisel Library, named after Theodore Geisel, aka Dr. Seuss.

Rather than simply speculate, we had Motor Trend’s intrepid young Nate Martinez, himself a recent college graduate, corral some bright young minds from his alma mater for a little Q and A session. For the parental perspective, we brought along Thomas Voehringer, father of a college-bound 18-year-old. We meet down in breezy San Diego at the famous Mission Beach. Joining us are Josh Gurr, Eddie Navarro,Thi Ngyuen, and Al Rojas.All are either current students or recent graduates of the University of San Diego and squarely within the Kia, Nissan, and Scion box demographic. After a brief introduction, notebooks are handed out and our collegians are unleashed on the vehicles—each a front-drive,fiveseater equipped with inline-four-cylinder engines.The 2010 Kia Soul Sport is the top-step version equipped with a 2.0-liter,142-horsepower engine and five-speed manual transmission.Nissan’s 2009 Cube 1.8S has a 1.8-liter,122-horsepower engine mated to a CVT. The 2009 Scion xB comes equipped with a 158-horse, 2.4-liter engine and a four-speed automatic. With the Scion xB, our crew seems a bit bored—like they’ve seen this show before.“Bland look and feel,”says Nguyen,a junior majoring in accounting,“But still modern. You can pink it up.” As an xA owner, she really appreciates the room and power of the xB. So does Gurr, a recent grad and working chemist.“I love the pep,” he says and also finds the xB’s stereo “very decent,” but the HVAC control layout“awkward.”Freshmen premed Navarro gives the xB points for the “sweet” gauges and the rear cargo area that becomes “bedlike” with the seats folded down.

AT BREEZY Mission Beach for an informal ride and drive. Surfboard packability and iPod connectivity also were evaluated. but comfortable. Doesn’t represent the eccentric outside,” notes Navarro.When it comes time to drive the Cube,all are impressed. “Cube handling is great, turning is smooth,” comments Nguyen. “I’m impressed with the Cube,”adds Rojas,our other recent grad. “I didn’t really think it would drive as well as it does. But I didn’t have that high an expectation.” In the same way they’ve universally panned the Cube exterior, all our collegians absolutely love the Kia’s styling.“Exterior is the best;doesn’t start off like a box car,has some curve to it,”Navarro states.“I like the shape of the windows and taillights,”says Nguyen, impressed with the details “I’m a little surprised that I liked the Kia. Stylingwise I think they got it right,” Rojas declares.

KIA SOUL • NISSAN CUBE • SCION XB MOTOR TREND.COM MAY 2009 117

Inside,the Soul gets high remarks for its sound system and slick two-tone dash.“Nice use of color,” Gurr notes. On the road, the reception is warm as well,but without the same level of enthusiasm as the Cube and xB garner. Before sending our collegiate panel back to their classes and jobs, we ask them which of these players they’d like to own. Without pause,each picks the Soul on the strength of its exterior design. Interesting. Time for our professionals, who first must come to grips with the specs and test numbers.Though the Scion is initially more expensive because of its larger size and engine,the vehicles can be comparably and comfortably equipped for under $18,000. None of these boxes is a track star,but the Kia does take the fight directly to the Scion.Its 8.7-second 0-to-60 time is only two tenths off the xB’s pace, while its 16.7-second quarter mile is but three tenths behind.The smaller-engined, CVT-churning Cube brings up the rear,with 9.3- and 17.2-second runs, respectively.

The Kia stops the shortest, needing seven fewer feet than the Scion xB does,which partly can be attributed to the Soul’s 18-inch wheels and tires. Surprisingly, despite tiny 15-inch wheels and rear drum brakes, the Cube beats out the xB by a foot. Must be the additional 270 pounds in xB curb weight.On the skidpad,the Kia shines again,posting the lowest figure-eight time and highest lateral g. More surprising is that the Cube manages to eke out a slightly better g number than the xB. Small victories?Yes,because when it's time for subjective evaluations, the gaps grow much wider.“There is no denying the xB’s once-controversial styling is now the most conservative of the trio. That’s a good thing.The sleeker, angrier look of the Gen2 xB is tame and disciplined compared with those of the Cube and Soul,” says Voehringer. Young Martinez agrees,“The Godfather still is a strong contender. Styling looks outdated versus the other two, but that’s not to say it’s unattractive. Interior is where the Scion blows the rest away. It’s attractive and simple, with everything within reach.

The Cube evokes the strongest reactions:“The most offensive characteristic of the Cube is its bulldog-ugly styling.The asymmetrical design is awkward and confused,the profile unredeemable,”Voehringer opines.

Martinez is a bit more charitable:“The bulldog front design is indeed cute and likeable.The rest of the exterior styling, like its wraparound rear window, adds uniqueness, not attractiveness.”

t s nri c d o s s t l ”r n.’t

(comparison)

SOUL'S hip styling was influenced by former Audi designer Ian Schreyer. Base models have a 1.6L, 122-hp engine.

The Cube splits votes for the interior layout and amenities.“It feels more spacious inside than seems possible from outside. The seats are firm yet comfortable and the glovebox is huge,”says

118 MAY 2009 MOTOR TREND.COM

As for the Soul, well, perhaps kids these days do know a thing or two:They’re in lock step with our seasoned pros.“Its plain to see Kia’s putting considerable thought and effort into styling the Soul in and out.It’s got a wealth of creased and angled sheetmetal that works well together.The interior is really something else: What incredible detail here,particularly the way the sound system controls are integrated,” commentsVoehringer.

“Styling is a modern hodgepodge of bits and pieces from every corner of the automotive world.Looks great and is definitely hip,” says Martinez though he’s not as impressed with the interior.“It's a bit much on the eyes—too much two-toning on the doors.The

Voehringer.“Other than the rippling headliner,the Cube’s interior is a tsunami of uninteresting waves,” he continues. Martinez finds a lot to like in the Cube's many details— from grocery-bag hooks to the deep well behind the reclining rear seats (the only one of our group with this feature).

KIA SOUL

fter nine long years, in 1783 American patriots defeated the British soldiers of King George III and won our independence from England. Soon fireworks lit the night sky above town squares and “Yankee Doodle” was sung in the streets. Freedom reigned for a new nation—the United States of America. Most likely, the victorious Americans bought their flags, fireworks and libations with the most desired currency of the day, Spanish colonial silver dollars of considerable heft and quality. Now, thanks to a recent discovery, you can own that very coin—the Silver Dollar of the American Revolution!

AMERICA’S HISTORYINTHE PALM OF YOUR HAND

LOST TREASUREOF MASSIVE SILVER DOLLARS

Authentic items from the time of the Revolutionary War are rarely found or can be seen only in museums. Over the last 225 years most of these silver dollars have been lost or melted down for their precious silver. So what would you expect to pay for an authentic silver dollar from that time? These coins currently sell elsewhere for as high as $295. But because of this historic discovery, for a limited time you can own the coin of our Founding Fathers, the Silver Dollar of the American Revolution for just $49!

CONGRESS CHOSE THIS SILVER DOLLAR AS OUR FIRST LEGAL TENDER

George Washington, Thomas Jefferson and Ben Franklin recognized that the Spanish Silver Dollar was the most desired coin in colonial America. Jefferson recommended the Continental Congress adopt it as our nation’s first monetary standard of value. The Congress agreed, and the rest is history…tangible history that you can now own at an amazingly affordable price.

TRUE HISTORYATAN AFFORDABLE PRICE

Each of these heavy silver dollars weighs over 416 grains of .903 fine silver. With the price of silver recently soaring past $20 per ounce, the silver value alone is an important consideration. Each of these Silver Dollars was recovered from a colonial-era galleon lost off the American coast, which adds luster to its value as a collector’s item.

Imagine the kind of historic significance this coin represents. A typical craftsman during the Revolutionary War-era earned about ten of these Silver Dollars in a month, using them in the shops, markets and taverns. Imagine the huge spending power of these coins compared to today’s paper money!

DON’T MISS OUT—CALLTO RESERVE YOURS NOW You will receive your coin mounted in a handsome full color panel and housed in a protective acrylic case. The panel describes the fascinating story of this classic American Silver Dollar, together with a Certificate of Authenticity. Give the Silver Dollar of the American Revolution to family and friends and save! Single coins are only $49 plus s/h Pack of five is only $220 plus s/h SAVE $25! Pack of ten is only $425 plus s/h SAVE $65! CALL 24 HOURS A DAY: 1-888-201-7138. Our helpful staff is ready to help you. RISK FREE MONEY-BACK GUARANTEE Own your Silver Dollar of the American Revolution for a full month Risk Free. You must be 100% satisfied, or return it via insured mail within 30 days of receipt for a prompt refund less shipping and handling. TOLL-FREE 24 HOURSADAY 1-888-201-7138 Offer Code FRL168 Please mention this code when you call. We can also accept your check by phone. To order by mail call for details. 14101 Southcross Drive W., Dept. FRL168 Burnsville, Minnesota 55337 www.GovMint.com Note: GovMint.com is a private distributor of government and private coin and medallic issues and is not affiliated with the United States Government. Prices subject to change without notice. Past performance is not an indicator of future performance. FOUND! SilverDollarsof theAmerican Revolution A Larger than actual size of 39 mm Own the Coin of America’s Freedom ©GovMint.com, 2009 Accredited Member Since 1985

120 MAY 2009 MOTOR TREND.COM central speaker on top of dash adds chunkiness to the otherwise clean setup.” On the road, our evaluators reshuffle the deck, giving the Kia high marks for handling, but little else. “Though responsive, steering is too light. Combined with the loose, tricky manual trans, the drivetrain is just a small four-banger capable enough to move the Soul there and back,” notes Martinez.“Not peppy and anxious like the Cube with CVT and not a surprise stoplight-jumper like the Scion and its regular automatic.”TheCube catches everyone off guard.“The Nissan is surprising, perhaps because I didn’t expect much.It had no problem passing traffic and superseding the freeway speed limit,”saysVoehringer. “Drives impressively.Engine is responsive with the slightest throttle tap,and it happily revs to produce all of its 122 horses—a fun ride full of spunk,” judges Martinez. Still,the overall win on the road has to go to the Scion.Martinez lauds the xB for its bigger driving character over the other two. “Road feel and steering sensitivity are most fun compared with the (comparison)

NISSAN CUBE CUBE first hit Japanese market in 1998, two years before Scion's xB forebear. New look is of a bulldog with sunglasses.

122 MAY 2009 MOTOR TREND.COM lighter, more electronics-involved steering of the Kia and Nissan. And it has ample power for freeway passes at speed,”he adds.“By far the most well sorted,”saysVoehringer of the xB.“The most power, the most stable, the most solid responsibleattributesfeeling—essentialforavehicleforgettingmykidsaroundtown.”Whichleadsustothefinalcomponentofourbox car breakdown,the unseen force that must be considered when choosing any of these vehicles.What do the old folks think, especially when they’re likely to be footing at least some of the “Mybill?parental concerns revolve around safety, reliability, and economy, in that order. I’ll defer amenities and style to my kids,” saysVoehringer.That being the case,he picks the xB as his favorite. “I’d feel the most assured with my daughter driving the Scion, a known quantity (and quality). It’s beefy and reliable with enough power to suit most any situation.”

(

SCION XB FIRS-GEN xB made 108 hp from a 1.5L engine. A 158-hp, 2.4 powers the much larger second generation.

So where does that leave us?With regard to the Cube,Martinez sums it up best:“Those looking for the unique and different will instantly take a liking to the Cube. It's a well-engineered vehicle comparison)

1ST SCIONPLACE:XB

Awkward proportions and asymmetric styling prove big barriers that mask the Cube’s many strengths—including a lively drive, impressive interior room, and attractive details.

2ND PLACE: KIA SOUL SPORT

The benchmark maintains its position based on solid execution, performance, and value. The formula needs fine-tuning, however, as competitors loom large in the mirror.

124 MAY 2009 MOTOR TREND.COM (comparison) with a great base price and fuel economy, but its styling is something I can’t get past.” He sides with his Soulful schoolmates, but the more experienced hands at Motor Trend must give the Scion xB the victory by the slimmest of Amargins.caseof

3RD NISSANPLACE:CUBE 1.8S

“Father Knows Best”? Hardly. When driven back to back to back and compared on merits more than skin-deep, the xB consistently comes out on top.“Kia should be lauded for its efforts because, if judged on style alone, it has clearly won the hearts and minds of our jury young and old.The Soul has a lot going for it. It’s a new, engaging design that’s obviously been given a lot of attention by Kia. Still, the overall package is not as refined as the xB,” concludes Voehringer. And so, the one that opened the box up to America, remains on top of it. ■

Solid A for effort. Stunning design makes it the unanimous undergraduate pick. More powertrain refinement and a couple of tweaks will easily put this at the head of the class.

2010 KIA SOUL SPORT2009 NISSAN CUBE 1.8S2009 SCION XB POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine,FWD Front-engine,FWDFront-engine,FWD ENGINE TYPE I-4,ironblock/alumhead I-4,alumblock/head I-4,alumblock/head VALVETRAIN DOHC,4valves/cylDOHC,4valves/cylDOHC,4valves/cyl DISPLACEMENT 120.5cuin/1975cc109.7cuin/1798cc144.1cuin/2362cc COMPRESSION RATIO 10.1:1 9.9:1 9.8:1 POWER (SAE NET) 142hp@6000rpm122hp@5200rpm 158hp@6000rpm TORQUE (SAE NET) 137lb-ft@4600rpm 127lb-ft@4800rpm 162lb-ft@4000rpm REDLINE 6500rpm6400rpm6400rpm WEIGHT TO POWER 20.2lb/hp23.1lb/hp19.6lb/hp TRANSMISSION 5-speedmanualContinuouslyvariableauto 4-speedautomatic AXLE/FINAL-DRIVE RATIOS 4.19:1/3.26:15.47:1/2.34:12.74:1/2.79:1 SUSPENSION, FRONT; REAR Struts,coilsprings,anti-rollbar; torsionbeam,coilsprings Struts,coilsprings,anti-rollbar; torsionbeam,coilsprings,anti-rollbar Struts,coilsprings,anti-rollbar; torsionbeam,coilsprings STEERING RATIO 15.1:1 18.4:1 16.0:1 TURNS LOCK-TO-LOCK 2.7 3.3 2.9 BRAKES, F;R 11.0-inventeddisc; 10.3-indisc,ABS11.0-inventeddisc; 11.7-indrum,ABS10.8-inventeddisc; 11.0-indisc,ABS WHEELS 7.0x18-in,castaluminum, 6.0x16-in,castaluminum6.5x16-in,castaluminum TIRES, F;R 225/45R1891VM+S,HankookOptimo195/60R1687HM+S,ToyoA20205/55R16M+S,GoodyearEagleRSA DIMENSIONS WHEELBASE 100.4in99.6in102.4in TRACK, F/R 61.8/62.0in58.1/58.3in60.0/59.8in LENGTH X WIDTH X HEIGHT 161.6x70.3x63.4in 156.7x66.7x65.0in 167.3x69.3x64.7in TURNING CIRCLE 34.4ft 33.4ft 34.8ft CURB WEIGHT 2875lb 2821lb3091lb WEIGHT DIST., F/R 60/40%59/41%63/37% SEATING CAPACITY 5 5 5 HEADROOM, F/R 40.2/39.6in42.6/40.2in40.0/41.2in LEGROOM, F/R 42.1/39.0in42.4/35.5in40.7/38.0in SHOULDER ROOM, F/R 55.2/55.1in52.2/52.4in55.8/54.7in CARGO VOLUME 19.3cuft11.4cuft21.7cuft TEST DATA ACCELERATION TO MPH 0-30 2.8sec 3.4sec2.8sec 0-40 4.3 5.0 4.2 0-50 6.2 6.9 6.2 0-60 8.7 9.3 8.5 0-70 12.2 12.5 11.0 0-80 16.1 16.6 15.1 0-90 21.5 22.4 20.0 0-100 30.9 32.8 PASSING, 45-65 MPH 5.0 4.9 4.5 QUARTER MILE 16.7sec@81.3mph17.2sec@81.3mph16.4sec@82.6mph BRAKING, 60-0 MPH 119ft 125ft 126ft LATERAL ACCELERATION 0.83g(avg)0.80g(avg)0.78g(avg) MT FIGURE EIGHT 28.2sec@0.59g(avg)28.8sec@0.57g(avg)28.5sec@0.57g(avg) TOP-GEAR REVS @ 60 MPH 2600rpm1950rpm2350rpm CONSUMER INFO BASE PRICE $17,645 $13,990 $16,420 PRICE AS TESTED $17,645 $16,385 $17,944 STABILITY/TRACTION CONTROL Yes/yes Yes/yesYes/yes AIRBAGS Dualfront,frontside,f/rcurtainDualfront,frontside,f/rcurtain, Dualfront,frontside,f/rcurtain BASIC WARRANTY 5yrs/60,000miles3yrs/36,000miles3yrs/36,000miles POWERTRAIN WARRANTY 10yrs/100,000miles5yrs/60,000miles5yrs/60,000miles ROADSIDE ASSISTANCE 5yrs/60,000miles3yrs/36,000milesNA FUEL CAPACITY 12.7gal13.2gal14.0gal EPA CITY/HWY ECON 24/30mpg26/30mpg22/28mpg CO 2 EMISSIONS 0.74lb/mile0.70lb/mile 0.80lb/mile MT FUEL ECONOMY 22.0mpg 23.5mpg 21.2mpg RECOMMENDED FUEL Unleadedregular Unleadedregular Unleadedregular MOTOR TREND.COM MAY 2009 125

NEW NEW Five X $6814”STARTPRICESAT Seven X $6814”STARTPRICESAT Mesh X $7514”STARTPRICESAT Drifter $9515”STARTPRICESAT Sprite $8314”STARTPRICESAT Feather $9915”STARTPRICESAT Raven $8915”STARTPRICESAT Further $9915”STARTPRICESAT Within $13517”STARTPRICESAT Jarama $16717”STARTPRICESAT Jarama $16717”STARTPRICESAT Twist $9014”STARTPRICESAT Octane America’s Largest Independent Tire Dealer TRUCK / SUV WHEELS FREE Catalog $9515”STARTSPRICESAT Point your browser to discounttiredirect.com to download your free wheel catalog. If you are ever not satisfied with one of our products, please feel free to send it back. Hot NEW Wheel – Sizes: 15, 16, 17, 18 – Finish: Chrome, Gloss Black Machined, Gloss Black with Red Stripe, Silver Machined ¶:WVY[`Ä]LZWVRLKLZPNU J10 $10515”STARTPRICESAT FD-05 $11915”STARTPRICESAT DR-9 $9515”STARTPRICESAT DR-19 $9515”STARTPRICESAT DR-34 $11017”STARTPRICESAT MG $11015”STARTPRICESAT Buckshot $10916”STARTPRICESAT Predator $10215”STARTPRICESAT Precise $18520”STARTPRICESAT Smooth $18520”STARTPRICESAT Off-Road $11917”STARTPRICESAT Rhino $12917”STARTPRICESAT f

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expected,

128 MAY 2009 MOTOR TREND.COM

ver inputs. If a Ferrari or Porsche is your sports car of choice, the Quattroporte Sport GT S may be the sedan you want parked next to it in your garage. ■ matt stone (newcomers) maserati quattroporte sport gt s all together now A little more of everything for this consummate Italian 2009 MASERATI QUATTROPORTE SPORT GT S TRANSMISSION6-spVEHICLEBASEPRICE$138,000(est)LAYOUTFront-engine,RWD,5-pass,4-doorsedanENGINES4.7L/433-hp/361-lb-ftDOHC32-valveV-8automaticCURBWEIGHT4400lb(mfr)WHEELBASE120.6inLENGTHxWIDTHxHEIGHT200.7x74.6x56.6in0-60MPH5.1sec(mfrest)EPACITY/HWYFUELECON11/18mpgCO 2 EMISSIONS1.46lb/mile ONSALEINU.S.Currently

SOMETIMES, all the right stuff shows up in one place That’s the case with the sportiest, fastest, highest-quality, and all-around best-ever Quattroporte Maserati’s elegant four-door has been a favorite since its introduction, but we wanted more power, a more appropriate transmission than the jerky old DuoSelect, and sportier tuning. All these facets converge in the Sport GT S. There are too many detail improvements to cover here, but the short of it combines the GranTurismo S coupe’s -horsepower,   liter V-, a six-speed automatic transmission,  inch rolling stock, and edgier suspension, in the big Maser sedan. Think Mercedes-Benz S AMG versus S The GT S also benefits from last year’s mild restyling, plus updated electronics and infotainment As soon as you fire this so very motore Italiano, thumb the Sport button, which summons quicker shifts and opens baffles in the exhaust system to allow more tunes to burble out of the large oval-rectangular pipes The engine’s intake moan and blaring exhaust alone make the QP a more emotional ride than most other luxury sport sedans ZF’s well calibrated transmission is a perfect dance partner, allowing automatic and manual modes plus Normal and Sport shift action. Selecting manual means manual too, no upshifts at redline or downshifts at WOT, unless you command them with the Sport GT S’s large shift paddles or via the floor shifter. Stiffer springs, revised suspension uprights, a lower ride height (down   inch front,   rear) plus the big rubber mean the GT S handles even more crisply than previous QPs Maserati mounts its engines low in the chassis and fully behind the front axle, helping the front end bite and stay true. The steering communicates well, and the car’s body motions are always controlled This Maser’s ride/handing balance is on the sporty side of luxurious, and its high-speed stability is faultless The only unmatched element is braking, which doesn’t provide the pedal feedback or the immediate stopping power given the rest of the dri

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130 MAY 2009 MOTOR TREND.COM THERE IS no questioning the Silverado Hybrid’s truck cred Offered in RWD and WD varieties, its towing capacity (  pounds) and payload rating (  pounds) are sufficient for most applications that a half-ton truck can reasonably be called upon to perform, although it’s offered only as a short-bed crew-cab. A choice of cloth or leather interior is offered, however The latter also adds a navigation system More important, this truck also packs real green cred, achieving an impressive  /  mpg city/highway thanks to GM’s two-mode hybrid system As in its Tahoe Hybrid stablemate, power flows from a -horse, . liter V- through GM’s two-mode electrically variable transmission featuring two -kilowatt electric motors that feed off a -volt nickel/metal-hydride battery Full electric operation is possible up to around   mph, but requires careful modulation of the throttle Despite its hefty curb weight, the truck accelerates smoothly; -to--mph acceleration should fall in the eight-second range Brake feel and response are good, with only a slight bump in the pedal during transition from regenerative to friction braking. Ride quality is impressively smooth, thanks in part to a hydraulic body mount underneath the battery pack Developed specifically for the hybrid, this mount greatly reduces freeway hop In around-town driving, if the on-board computer is to be believed, the truck easily achieved its EPA-rated city fuel economy. Transitions from gas-only to hybrid modes were barely noticeable, but a system-status screen can be selected on nav-equipped models, and all versions come with an “economy” gauge Throwing  pounds of sandbags into the bed had a negligible effect on acceleration and braking. The truck had no problems with a -pound trailer attached either, pulling like a diesel off the line due to the electric motors’ instantly available torque. It even ran in electric-only mode up to about  mph up a moderate grade. Is the Silverado Hybrid a substitute for a serious diesel work truck? No, but it packs enough capability to satisfy most high-end crew-cab truck buyers, and the $ premium over the next-thriftiest Silverado XFE nets a -percent fuel-economy boost ■ kirill ougarov (newcomers) chevrolet silverado hybrid hybrid hauler Chevy delivers a ride for the eco-conscious trucker 2009 CHEVROLET SILVERADO HYBRID TRANSMISSIONElectricallyVEHICLEBASEPRICE$38,995-$42,145LAYOUTFront-engine,RWDor4WD,5-or6-pass,4-doorpickupENGINE6.0L/332-hp/367-lb-ftOHV16-valveV-8plustwo80-hp/184-lb-ftelectricmotorsvariableautow/4fixedgearsCURBWEIGHT5650-5900lb(mfr)WHEELBASE143.5inLENGTHxWIDTHxHEIGHT230.0x79.9x73.8-74.0inEPACITY/HWYFUELECON20-21/20-22mpgCO 2 EMISSIONS0.90-0.97lb/mile ONSALEINU.S.Currently

our vehicle Base price $28,930 Price as tested $32,790 Vehicle layout Front engine, FWD, 5-pass, 4-door sedan Engine 3.7L/272-hp/269-lb-ftDOHC24-valveV-6 Transmission 6-speed automatic Curb weight (dist f/r) 3592 lb (62/38%) Wheelbase 109.8 in Length x width x height 193.7 x 72.4 x 57.9 in 0-60 mph 6.1 sec Quarter mile 14.6 sec @ 96.1 mph Braking, 60-0 mph 124 ft Lateral acceleration 0.83 g (avg) MT ﬁgure eight 27.4 sec @ 0.63 g (avg) EPA city/hwy econ 17/25 mpg CO2 emissions 0.98 lb/mile Total mileage 3138 Average test mpg 19.3 Unresolved problem areas None

THE previous-generation Mazda was always a popular player around these parts. It won a midsize sport-sedan comparo when introduced The Long-Term  test unit we lived with performed flawlessly during its year in our garage But by the time it had run its course at the end of the  model year, others had moved on. Top-selling entries like the Honda Accord and Toyota Camry were roomier and more sophisticated, and had better infotainment offerings So the zoom-zoom folks got busy and reinvented the Mazda for . It’s now more in line with other marketplace offerings in terms of size and, as is typical for Mazda, offers more expressive design and tips its hand more toward the performance side of the coin. All good reasons for a yearlong look. Base models are powered by a -horse, . liter inline-four, which is class-competitive with those from Honda and Toyota We stepped up to the Mazda S Grand Touring, which combines the new . liter, -horse V- with all manner of sport and luxury accoutrements This engine also cranks with the category leaders, and is backed by a six-speed automatic transmission. The S Grand Touring variant is a comprehensively equipped machine, including

Mazda62009

words matt stone

Grand Touring Look, she’s all grown up (long-term

test) arrival 132 MAY 2009 MOTOR TREND.COM VANCEBRIAN

 inch rolling stock, leather seats (heated in front), dual zone HVAC, front and rear anti-roll bars, sport tuned shocks, steering wheel controls, cruise, and Bluetooth audio There were few options to add: navigation (at a still pricey $) and the Bose audio/power moonroof combo at $ Ours also has a blind-spot monitoring system. Most find it a great stress reliever, but a few think it’s distracting (it has an off button for the latter). Everyone is impressed with the car’s detailing; nice lighting clusters, well finished dual exhaust outlets, crisp gauge faces, and so forth. There’s also a lot more room in back than in the previous model. Our Sangria Red over black example has clocked just over  miles with no mechanical or service issues to date. Truck Trend Online editor Melissa Spiering summarizes it accordingly: “Love-love-love the power and the whine of the engine when accelerating on the highway The ride is a little jarring (compared with the Cadillac CTS I was just in for over a week), but that’s what you get for the sportiness of the suspension. Everything about the performance and handling just feels right It all works together nicely and is fun to drive” So far, so good We’ll keep you posted. ■ s t t ,

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vehicle Base price $38,965 Price as tested $46,135 Vehicle layout Front engine, 4WD, 5-pass, 4-door pickup Engine 5.4L/310-hp/365-lb-ftSOHC24-valveV-8 Transmission 6-speed automatic Curb weight (dist f/r) 5913 lb (55/45%) Wheelbase 144.5 in Length x width x height 231.7 x 78.9 x 76.2 in 0-60 mph 8.1 sec Quarter mile 16.2 sec @ 87.5 mph Braking, 60-0 mph 124 ft Lateral acceleration 0.71 g (avg) MT ﬁgure eight 29.8 sec @ 0.48 g (avg) EPA city/hwy econ 14/18 mpg CO2 emissions 1.25 lb/mile Total mileage 6391 Average test mpg 15.0 Unresolved problem areas None

Ford2009F-150 4x4 SuperCrew Cary Grant in overalls words arthur st. antoine(long-term test) arrival 134 MAY 2009 MOTOR TREND.COM LAPALMEJULIA

“THE CLOSEST vote in Motor Trend Truck of the Year history. ”That was our summation in February when handing the Golden Calipers to the  Ford F- instead of the superb new  Dodge Ram Both trucks presented compelling cases for victory, but the Ford’s greater load capabilities and broader range of models edged it into the winner’s circle Now, with a recently delivered F- Lariat in our long-term test fleet, we’ll live with our decision and see how it holds up as the months and miles roll on. What’s clear after barely a month in our fleet is that this is one sophisticated truck. “Cary Grant in work overalls,” is how I described our new arrival in an online blog after a -mile trek from Mammoth Mountain back to L.A. The flight deck is downright gorgeous, as if Audi had designed its first pickup. Handsome, soft-touch materials, clear gauges, and just the right amount of brushedlook accents create an ambiance that screams “luxury sedan.” The SuperCrew cabin has the roomy feel of a circus tent. Rear-seat passengers have space to stretch out their legs, and with those seats folded up there’s enough cabin volume to store…a Shetland pony would probably fit if you could

lure it aboard Out back lies a  -foot-long bed with optional flip-down extender ($) for all the stuff (or friends) you deem unworthy of the palatial cab Up front, the   liter V- serves up  horses, good for sprightly if not outstanding acceleration ( to  mph in   seconds) It’s exceptionally quiet, though; on the highway, you almost can’t hear it running A standard six-speed automatic handles shifting chores as deftly as a manservant pouring brandy Equally impressive is the F-’s ride—fluid, poised…almost cushy. Yes, this is a rig that, in   inch-wheelbase form, can transport  pounds of cargo and, with the available . rear axle, tow up to , pounds Yet the thing rides like a Benz Among the optional features: a Sony nav/audio system, a power-sliding rear window, the Lariat chrome package, leather captain’s chairs, and an excellent rearview camera that makes backing up a breeze The Sync voice-activated-systems control is standard and works swimmingly. Stay tuned for updates A truck this capable and accommodating will get a real workout around here; the photogs are already fighting for it Say, Brian: While you’re out snapping, how ’bout you fetch us some nice manure? ■ r i r i. our

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136 MAY 2009 MOTOR TREND.COM words ron kiino Lexus IS-F 2008 Highway howler is a champ on the long haul (long-term test) update X2VANCEBRIAN

■ Unresolved problems None

“MY DAD and I took the IS F on a road trip up Highway 1 this weekend from Morro Bay to Big Sur,” says associate Web editor Carlos Lago. “We had a blast, as the IS F performed exceptionally.” Allow Lago to explain. “The engine’s evil, nasty howl at around 4000 rpm is addicting. After the rst few miles, I was a junkie for the sound, relying on the shift indictor to say when the next dosage was ready. Beep, upshift, bliss. The eight-speed box seems a bit super uous, but I can’t imagine this car being better with a manual (Yes, Kiino, I’ll concede this auto is just that good).

■ Avg econ/CO2 19.2 mpg/1.01 lb/mile

■ Months/miles in service 9/16,183

■ Maintenance cost $687.13 (3 - oil change/inspection, 1 - replace engine and cabin air ﬁlters)

Though, at cruising speeds, it seems to hunt around with minor throttle adjustments, but it’s perfectly liveable. It’s also Speedy Gonzales fast on the manual shifts.” Further, the fueleconomy bene ts of eight speeds continue to be seen: We’re averaging 19.2 mpg. And the Lexus’s sti suspenders? “Highway 1 is far from what I imagine the smoothness of the autobahn to be, yet the IS F’s ride didn’t jar. In fact, even after driving 500 miles in one day, my dad and I didn’t feel the least bit exhausted. I credit the supportive, attractive, seats.” Any other interior design elements grab Lagos’s attention? “The Lexus’s instrument panel is as functional as it is attractive. The controls are intuitively positioned, and the touch-screen system is straightforward.And that 13-speaker audio system provides excellent sound. John Bonham’s squeaky bass pedal rang distinct andAtclear.”15,000 miles, the IS F paid a $467.95 visit to Beverly Hills Lexus for its third maintenance stop, an oil change, inspection, and replacement of the engine and cabin air lters. A few weeks later, the Lexus’s OE Bridgestone Potenzas indicated they were tired (no pun intended), so we replaced them with a set of Vredestein Ultrac Sessanta tires for $790. ■

■ Normal-wear cost $790 (replace tires)

2009 INFINITI FX50 S IN OUR last update of the FX50, we reported on the Lane Departure Warning system, whose incessant beeps can become especially annoying. We then received an e-mail from In niti PR guy Kyle Bazemore, who informed us that the system can be permanently turned o . Huh? (Guess we should have checked the manual.) To deactivate the system, simply depress the LDW button for four seconds, and voilà! Better yet, to reactivate the system, say, for a long highway stretch, simply hit the button once. With the bothersome beeps under control, it’s much easier to enjoy the plush interior. Per associate Web editor Kirill Ougarov, “The cabin is laid out intelligently with good ergonomics and materials.”

■

EXCEEDING EXPECTATIONS

VANCEBRIANWALKERWILLIAM

AFTERFORESTERSUBARU2.5XONLY

four months of service, our long-term Forester has accrued 12,952 miles, thanks in small part to associate Web editor Rory Jurnecka’s trip to Las Vegas. “While the Forester isn’t what one might ideally nd himself in while cruising the Strip, it was in fact where I found myself a month ago. For transporting buddies to Sin City, the Forester served its purpose, but it didn’t do much more than that. The largest annoyance was the anemic base-level engine. On slightest inclines, I was constantly shuttling between third and fourth gears. As soon as I thought I’d built up enough revs and shifted to fourth, a lack of power would have me back in third. Can’t help but think how much better this ‘ute would be with the 2.5-liter turbo.” ■ Months/miles in service 4/12,952 ■ Avg econ/CO2 22.0 mpg/0.88 lb/mile ■ Unresolved problems None ■ Maintenance cost $121.20 (1 - oil change/inspection/rotate tires and cabin air ﬁlters) ■ Normal-wear cost $0

THE GMC

Extremely powerful. Incredibly fuel-efficient. The Sierra,from GMC. Explore every model with Jean MagazineJennings,AutomobileEditor-in-Chief.

THAT’S RIGHT FOR YOU MOTORTREND.COM/GMC.AT

FIND SIERRA

Months/miles in service 5/15,647 ■ Avg econ/CO2 17.4 mpg/1.11 lb/mile ■ Unresolved problems None ■ Maintenance cost $552.18 (2 - oil change/inspection/rotate tires, 1 - replace engine and cabin air ﬁlters) ■ Normal-wear cost $0 2009

■ Avg econ/CO2 21.5 mpg/0.90 lb/ mile ■ Unresolved problems None ■ Maintenance cost $131.37 (2 - oil change/inspection/rotate tires) ■ Normal-wear cost $0

2009 MINI JCW

■ Avg

THE deal with that ECO light below the tachometer?” queries Lago. “I understand it illuminates when the Accord switches from six cylinders to fuelsaving four- or three-cylinder mode, but I’m curious about the usefulness of that flashing light. Want to be economical? Be smooth on your throttle input and pay attention to your average speed. Avoid rapid stops and acceleration. That’s easy. This morning, on my 45-minute commute, the ECO light illuminated 61 times. That seems a little extreme.” Not nearly extreme is the Accord’s sublime steering, according to Ougarov. “I particularly like the Accord’s steering feel, which is responsive and perfectly balanced, at least for my taste—not too heavy, not too light.”

lb/ mile ■ Unresolved problems None ■ Maintenance cost $0 ■ Normal-wear cost $0 VANCEBRIANVANCEBRIANPro-Plus Performance Handling Package så0RO +ITå,OWERINGå3PRINGSååå å&RONTåANDå2EARå!NTI 2OLLå+IT så)NCREASEåCORNERINGåGRIPåANDåå åTURN INåRESPONSE så3HORTENåSTOPPINGåDISTANCEåå åANDåMAINTAININGåRIDEåQUALITY Sport-Plus Aggressive Performance Handling Package så3PORTLINEå,OWERINGå3PRINGSååå å&RONTåANDå2EARå!NTI 2OLLå+IT Save 10% versus buying individual components Pro-Plus & Sport-Plus Suspension Packages 1- 888 - 3 72- 8 47 3 ©2009 Tire Rack Call or visit tirerack.com for applications, availability and pricing. Coil-OverPro-Street-SKit så(IGHåPERFORMANCEåCOIL OVERSåå åFORåTHEåSTREET så2UST FREEåSTAINLESSåSTEELåå åTECHNOLOGY så1UICKåADJUSTABLEåLOWERINGåå åFROMå åså YEARåWARRANTY

2008 HONDA ACCORD “WHAT’SEX-L

Brian Vance spent a week in the JCW Clubman and came away with the following impressions: It’s very easy to drive in stoplight-to-stoplight, neighborhood tra c, allowing you to stay o full boost most of the time and still have enough power to scoot around aggressively. The torque steer is bad, really bad: I fear for pedestrians’ lives when I go down hard on the pedal. The ride is harsh and has toothchipping potential over medium

PHOTOGRAPHERCLUBMAN

(long-term test) update

to large bumps—drive carefully if you like your teeth the way they are. The unique hinges they developed for the rear barn doors are impressive. In fact, if the doors didn’t open as wide as they do, it would be troublesome getting bulky objects into the rear and less desirable to opt for the stretched Mini. ■ Months/miles in service 7/10,974 econ/CO 25.5 mpg/0.76

■ Months/miles in service 13/21,604

2008

2008 SUBARU IMPREZA WRX “FORSTIAS

MUCH power as this car has, it is very easy to drive in tra c,” notes associate Web editor Scott Evans. “I had expected the power to be like an on-o switch, but it was actually easy to modulate. Crisp shifter throws and a surprisingly compliant suspension made my freeway travels quite comfortable. The clutch got a healthy workout during a round trip to Irvine in bumper-to-bumper tra c, and my leg never got tired.” And out of tra c? “Up in the hills, the grip was fantastic, and the power and the brakes left nothing to be desired.” With 15,000 miles on the odo, the STI made its second service stop, a $260.94 oil change, inspection, tire rotation, and engine air lter replacement. ■ Months/miles in service 9/15,647 ■ Avg econ/CO2 19.3 mpg/1.01 lb/mile ■ Unresolved problems None ■ Maintenance cost $413.74 (2 - oil change/inspection/rotate tires, 1 - replace engine air ﬁlter) ■ Normal-wear cost $0

LANCERMITSUBISHIEVOLUTION

MR WITH NEARLY 12,000 hard, aggressive miles on the clock, the soft and sticky OE Yokohama Advan tires indicated their time was up. Although that may not seem like many miles for a set of tires, it does represent more wear than the lastgenerations’s even softer Advans could endure; they were lucky to accumulate 10,000 miles. A quick call to The Tire Rack netted us a set of Goodyear’s new Eagle F1 Asymmetric tires, which came in at a cost of $808. When it was wearing fresh shoes, the Evo quickly impressed Evans. “This car is best appreciated on windy roads at high speeds, not city tra c and mind-numbing commutes. If I could, I’d have a beater for commuting and an Evo X (without the wing) for a weekend toy.” ■ Months/miles in service 8/11,710 ■ Avg econ/CO2 18.1 mpg/1.07 lb/mile ■ Unresolved problems None ■ Maintenance cost $228.86 (2 - oil change/inspection/rotate tires) ■ Normal-wear cost $808 (replace tires)

LAGOCARLOSWILLIAMWALKER

AFTER 37,248 miles and 15 months of grueling service, including trips to Arizona, Nevada, New Mexico, Oregon, and Utah; myriad assignments with Motor Trend’s photo and video teams; and dozens of seven-passenger loaded-to-the-gills excursions, some of which ventured into snowy climes, our 2008 Sport/ Utility of the Year-winning long-term Mazda CX-9 drew the following complaints from our discerning sta : The volume knob for the radio was located too far from the driver, the rear hatch didn’t rise far enough, and the driver seat (at least for one editor) induced backaches on long drives. Other than those minor quibbles, our Liquid Platinum CX-9 Grand Touring AWD, which carried an as-tested price of $41,540, received nothing but rave reviews. “Unlike other vehicles in its weight class, you really don’t get the feeling this sucker is a pig or handles like one: It’s darn near carlike in the handling and overall driving feel departments. Brakes are more than adequate, as is the acceleration,” says online editor Michael Floyd. Sure enough, the CX-9, which scooted from 0 to 60 in 7.8 seconds and the quarter mile in 16.0 at at 87.5 mph, was adequately swift, and not too far behind the times of our departed $63,270 2007 Audi Q7 4.2 Premium, whose 350-horsepower V-8 delivered 0 to 60 in 7.3 and the quarter mile in 15.5 at 91.1. Further, the CX-9’s 60-to-0-mph braking number of 125 feet was only four longer than the Audi’s, and its lateral acceleration of 0.78 g was just 0.04 g less secure.

Speaking of the Audi, Floyd, along with associate Web editor Rory Jurnecka, found the Q7 no more desirable than the $21,730-cheaper CX-9. “For the most part, the Mazda has all the bells and whistles of other ’utes in higher classi cations like our Q7, and does it for thousands less. It’s most de nitely worthy of our Sport/Utility of the Year award, without a doubt,” adds Floyd. Jurnecka opines: “The CX-9 seems an acceptable substitute for an Audi Q7; it’s almost as good to drive and almost as stylish for much less money. The interior materials are beautiful and lend a truly upscale feel that puts the CX-9 on par with some of Europe’s better automakers. I’m not convinced that many people need a crossover this large, but this is the one to have, if you do. As a bonus, the manual-shift feature o ers the correct pattern: Pull back for upshift and push forward for downshift.”

In addition to the CX-9’s impressive test numbers, upscale interior, and well-sorted six-speed automatic, our sta appreciated its deft dynamics (“The CX-9’s steering is light and precise, the brake response smooth and progressive, and the powertrain lively and re ned—sounds like a sports car, no?”), handsome styling (“Its aesthetics are sharp and clean and compare favorably with any

140 MAY 2009 MOTOR TREND.COM Mazda CX-9 GT AWD Flirting with perfection 2008 (long-term test) verdict words ron kiino rr our car Base price $35,250 Options Rear Seat Entertainment System ($2560: Bose audio, DVD, in-dash six-CD chgr, 115 V outlet); GT Assist Package ($2500:nav, rearview camera, power hatch, Bluetooth); Auto-DimmingSiriusPackageTowing($525),radio($430),mirror($275) MSRP, as tested $41,540 Total mileage 37,248 Avg fuel economy 17.0 mpg Problem areas Satellite radio Maintenance cost $617.01 Normal-wear cost $490.92 Three-year residual value* $19,524 Recalls*Automotive Lease Guide None

LAPALMEJULIA

I then visited the Extenze.com web site, where I found a page that showed the top twelve adult film stars, all holding Extenze and endorsing it. I thought to myself, “Is it possible Extenze actually works?”

I contacted the makers of Extenze the very next day and asked them what they needed me for. They explained that they had a desire to have a medical doctor in their T.V. commercials to talk about the effectiveness of the ingredients in Extenze. At that moment an idea sprang into my head. I told them if they would let me improve the formula of Extenze, I would do the commercial for free! Before I knew it I was working with their chemists at the manufacturing plant where we added the most revolutionary thing to the formula of Extenze. We added DHEA, also known as the "mother of all hormones.” DHEA is the most important human prohormone and is the prohormone that converts into testosterone in men. DHEA levels decrease with the aging. Production peaks in a man’s early 20's, and declines about 10% every 10 years. Low levels of testosterone can lead to low sex drive and a smaller sex organ.

After a few more weeks of tweaking the formula of Extenze, we were done. The new Extenze formula has been selling even better then the old formula, with over 75% of sales to repeat customers. Extenze has been on the market for 7 years and has sold almost a quarter of a billion capsules to men all over the world. It doesn't matter if you're 18 or 80 years old. In my opinion Extenze can make you larger, harder and increase both your intensity and pleasure and it is as simple as taking a single tablet daily. Extenze is so sure it would work for anyone that they're sending out a free one-week supply of Extenze for nothing more then the cost of a postage stamp. You can contact them directly at 800-641-4743. I recommend any man healthy enough to engage in sexual activity should try Extenze. You have nothing to lose but a lot to gain.

Male Enhancement Pills . . . Is it a Hoax or Do They Really Work? “a pill that, if taken daily, would increase the length of a man by 3 to 4 inches.” Advertisement Dr. Daniel Stein, M.D. "they claim to have sold almost a quarter of a billion capsules to men." A Pill That Can Increase Your Size!* Just pay for the postage stamp. 800-641-4743 *These statements have not been evaluated by the Food and Drug Administration. ExtenZe is not intended to diagnose, treat, cure, or prevent any disease. www.MyExtenZeToday.com FREE week supply

I wish I had a dollar for every patient or person that asked me over the last few years about increasing the size of “that certain part of the male body.” The preoccupation with size that men have is a mystery to most women. The fact is it is completely normal for most men to want to be larger. It doesn't matter if they are smaller than average, average, or larger than average. It's even been my experience that guys that are almost too big, so big in fact that many women wont go near them with a ten foot pole (sorry about that) still want to be larger! I was so intrigued by this fact that I started to do research about the "so called" male enhancement pills that came on the market several years ago. The concept that a simple pill could noticeably increase the size of a man’s organ seemed plausible, but I wanted to know more. I had done much research over the years about certain sexually enhancing compounds available, so I believed the concept was sound that a pill could be made to make a man larger. My first task was to look at some of the ads I had seen in magazines for male enhancement. There were some amazing claims by many of these makers. My personal favorite was a cream that claimed to make men instantly larger. I had to laugh out loud when I read what it said. The ad read, “apply cream, rub vigorously, increase your size.” I thought for a minute and then decided you could put virtually anything on a man, including guacamole, and if he rubbed vigorously it would increase his size. Then there was an ad for a pill, that if taken daily, would increase the length of a man by 3 to 4 inches in just a few short days (sorry about the “short” comment). I'm sorry, but after all those years of medical school, I know enough about anatomy to know that a guy who is 5 inches in length isn't going to add 3 to 4 inches to his little friend unless he buys a rope, gets a large brick, finds a bridge and...well, you get the picture. At about this time I was beginning to think that perhaps these makers hadn't found the magic mixture of compounds I had hoped they might have. As the founder of both the Stein Medical Institute and the Foundation for Intimacy, I have spent most of my adult life trying to improve men and women's sexual health. I pride myself on being the best medical doctor I can be and my reputation is important to me. So, when out of the clear blue sky, I got a call from the makers of Extenze, the leader in male enhancement, wanting me to be in one of their TV commercials, I thought, “Boy, did they pick the wrong guy!” Little did they know that I had done real research into this concept and had recently looked at some of these male enhancement products. But the makers of Extenze seemed to be genuinely convinced that their product really worked, and they claim to have sold over 100 million capsules to men all over the world. “Over 100 million capsules taken by men.” With that single declaration, they had my interest. Either Extenze really worked or these guys were the world’s greatest snake oil salesmen. So I requested that they send me Extenze formula so I could review it, then we would talk.

The next day I received the proprietary Extenze formula and there it was, virtually all of the ingredients that I hoped would be in a male enhancement product, 19 pharmaceutical grade nutraceuticals. There was Yohimbe (which used to be available by prescription only,) L-Arginine, Maca...all of it was there.

FOSTERANDY 2008 Mazda CX-9 GT AWD DrivetrainPOWERTRAIN/CHASSISlayout Front engine, AWD Engine type 60° V-6, alum block/ heads Valvetrain DOHC, 4 valves/cyl Displacement 227.4 cu in/3726 cc Compression ratio 10.3:1 Power (SAE net) 273 hp @ 6250 rpm Torque (SAE net) 270 lb-ft @ 4250 rpm Redline 6500 rpm Weight to power 16.9 lb/hp Transmission 6-speed auto Axle/final/low ratios 3.46:1/2.37:1/— Suspension, front; rear Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Steering ratio 16.3:1 Turns lock-to-lock 3.1 Brakes, f;r 12.6-in vented disc; 12.8-in vented disc, ABS Wheels 7.5 x 20 in, cast aluminum Tires 245/50R20 H/LBridgestone102V,Dueler400 WheelbaseDIMENSIONS 113.2 in Track, f/r 65.1/64.7 in Length x width x height 199.8 x 76.2 x 68.0 in Turning circle 37.4 ft Curb weight 4624 lb Weight dist, f/r 55/45% Seating capacity 7 Headroom, f/m/r 38.4/39.0/35.4 in Legroom, f/m/r 40.9/39.8/32.4 in Shoulder room, f/m/r 59.4/58.7/56.9 in Cargo vol behind, f/m/r 100.7/48.4/17.2 cu ft TEST AccelerationDATA to mph 0-30 2.6 sec 0-40 4.1 0-50 5.9 0-60 7.8 0-70 10.4 0-80 13.5 0-90 17.0 Quarter mile 16.0 sec @ 87.5 mph Braking, 60-0 mph 125 ft Lateral acceleration 0.78 g (avg) MT figure eight 28.0 sec @ 0.59 g (avg) Top-gear revs @ 60 mph 1750 rpm CONSUMER Stability/tractionINFO control Yes/yes Airbags Dual front, front side, f/m/r curtain Basic warranty 3 yrs/36,000 miles Powertrain warranty 5 yrs/60,000 miles Roadside assistance 3 yrs/36,000 miles Fuel capacity 20.1 gal EPA city/hwy econ 20/26 mpg CO2 emissions 1.13 lb/mile Recommended fuel Regular (long-term test) verdict 142 MAY 2009 MOTOR TREND.COM ATQBLMCSBPRFECR“It’s not one to take over the rocks or into deep mud, but I’d gladly have this for a long drive, especially one that could include a detour on curvy two-lane highways.” ■ Allyson Harwood “Love the constantly updating gear display. Instead of just showing ‘D,’ it always reveals what gear the transmission is currently in—useful when you’re thinking of pulling the lever into manual mode and want to know what gear you’ll get first.”

■ Kim Reynolds “The CX-9 seems an acceptable substitute for an Audi Q7—it’s almost as good to drive and almost as stylish for much less money.”

■ Rory Jurnecka from the logbook of the lux ’utes”), and sure-footed all-wheeldrive system (“The CX-9 is a great winter SUV for all but the absolute worst conditions that would challenge even a properly prepared Jeep Wrangler Rubicon”). We were also fond of the fuel economy (17 mpg versus the Q7’s 14), easy-to-operate DVD entertainment system, the sliding second-row seats, which better accommodated ingress and egress, and the sweet sounds of the Bose audio system. That said, the stereo’s satellite radio feature did go AWOL at around 23,000 miles and required a visit to the dealer to kick it back into action; otherwise, the Mazda su ered from no other problems.TheC X-9 required maintenance every 7500 miles; thus, during its tenure, it made four scheduled stops at the service bay. The initial three visits cost us $76.02, $88.21, and $61.67, with each consisting of an oil change, full inspection, and tire rotation. The fourth and nal service, which ran us $391.11, was a repeat of the rst three but included replacement of the engine air lter. All said and done, the maintenance tally came to $617.01. As for normal-wear cost, the CX-9’s OE Bridgestone Dueler H/L 400 tires were the only items that required replacing. After roughly 30,000 miles of exploring the Western United States, the Duelers grew tired, so we had a set of Goodyear Eagle RS-As installed for $490.92. Our protocol here at Motor Trend is to subject every “of the Year” winner to a long-term test, to see if our a ection wanes over time. Some winners lose luster as the months mount, while others continue to shine, rea rming our verdict with every click of the odo. The more we drive it, the more we love it. The Mazda CX-9 was such a vehicle. As editor at large Arthur St. Antoine puts it: “The CX-9 superbly balances roominess and utility with rewarding performance and handling.” Sounds like the de nition of a Sport/Utility of the Year to us. ■

“The CX-9’s AWD was reassuring on the few gravel roads we meandered onto, its side mirrors are big, there’s plenty of power, the six-speed transmission is a silky wonder, and the interior is relentlessly attractive.”

■ Arthur St. Antoine

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323/782-2852CALLSECTIONTHISINADVERTISETO marketplaceperformance 144 MAY MOTOR TREND.COM

marketplaceperformance 323/782-2852CALLSECTIONTHISINADVERTISETO MOTOR TREND.COM MAY 2009 145

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Vehicle lighting has come a long way since the old sealed-beam days. Even halogen lights – such a high-tech concept not all that long ago – look dim compared to the bright and sharply defined beams coming from xenon bulbs, high-intensity discharge (HID) systems and other modern lighting components. It used to be that you’d risk overdriving your headlights going as little as 35 mph. Not anymore. Unfortunately, the government is scrutinizing these systems pretty closely to make sure they comply with the appropriate regulations. Basic lighting equipment has to meet federal and state regulations to be legal for the street. This scrutiny isn’t limited to aftermarket accessories like driving or fog lights. Some states (most recently Iowa) have even considered an outright ban of HID systems – a ban that would even include HIDs installed on new cars at a dealership. So how do you know if your HIDs and other lights are legal? You need an insider

SEMA NETWORK:ACTION LIGHT ’EM UP Joining SAN is easy. Log on to www.semasan.com to add your voice to this growing movement to protect the rights of automotive enthusiasts. ]`¿\R g]c`Z]QOZ abObW]\Ob eee[]b]`b`S\RQ][[cZbW[SRWO[b`ORW] 4@33>=21/AB =<WBc\Sa /:A=/D/7:/0:3 :7D3 A/BC@2/GAC<2/G/;>;=<( (( eWbV V]ab 0]P :]\U(( 1VO\\SZ& 1VO\\SZ!' 0`]cUVbb]g]cPg( ,,93GE=@2,,µ;=B=@ B@3<2¶

in Washington, D.C. – the SEMA Action Network (SAN). SEMA’s D.C. staff monitors pending laws and then broadcasts information that affects you through SAN’s Web site (www.semasan.com), a monthly newsletter, and email alerts. Armed with that knowledge, you can contact your representatives (SAN will tell you who’s who) and let them know how they can support our car hobby, not hurt it. And SAN membership is free, so it costs you nothing to stay up-to-date on lighting laws and other issues that affect what you do with your car. To find out more, log on to www.semasan.com. www.semasan.com

Three decades ago, “fightingseriousfinallyGMgotaboutfrontdriveasameansoftheimports.”TheX-carswerehardlyperfect,buta reasonable answer for the times. Our forebears also road-tested something new from Honda, called the Accord. GM’s Citation, Skylark, Omega, and Phoenix are gone, but Honda’s then-new midsize family sedan has done rather well over the last 30 years. coverage may 1979

TRENDMOTOR ARCHIVE words matt stone(archive) 150 MAY 2009 MOTOR TREND.COM

be there, be square

NISSAN CUBE. Scion xB. Kia’s new Soul. Boxy little cars that de ne a sharp-edged segment of today’s automotive landscape. This curve-free zone is hardly new. Witness the Ford Comuta, a semi-rectangular concept commuter pod that not only eschewed the designer’s French curve for a ruler, but also foretold the current move to make the electric car a real deal. Powered by just four 12-volt lead acid batteries, it was speed limited to about 37 mph. The Comuta’s range was seriously limited too, less than 40 miles at an average speed of about 25 mph. Ford President Arjay Miller was quoted by The New York Times as saying “cars like the Comuta could be available in ve to 10 years.”Things are running a little late on that front, as Ford recently announced its intent to market a fully electric vehicle by 2011, not by 1972-77 as Miller predicted. Some 40 years of battery and electronics advancements should allow capabilities far beyond the Comuta’s, so it will have been worth the wait. ■

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MOTOR TREND (ISSN 0027-2094) May 2009, Vol. 61, No. 5 Copyright 2009 by Source Interlink Magazines, LLC. All rights reserved. Published monthly by Source Interlink Media, LLC, 261 Madison Avenue, Fifth Floor, New York, NY 10016. Periodicals postage paid at New York, N.Y. and additional mailing ofﬁces. Subscription rates for one year (12 issues): U.S., APO, FPO, and U.S. possessions $18. Canada $31 (price includes surface mail postage to Canada and GST—reg. no. 872093125RT0001). All other countries $33. For address changes and subscription assistance: Motor Trend, P.O. Box 420235, Palm Coast, FL 32142-0235, 800/800-6848 (U.S.), 386/447-6383 (intl.); motortrend@ emailcustomerservice.com. Please include name, address, telephone number on any inquiries. To order back issues, logon to www.primediabackissues.com or write: Motor Trend Back Issues, 2900 Amber Lane, Corona, CA 92882. Cost: $6 each, plus $3 shipping and handling. Please specify magazine and issue date. If this is not speciﬁed, your check/money order will be returned to you. Wait 3-4 weeks for delivery.

Thinking inside the box, circa 1967

* and

3. Wallet smart

MPG.**

Pledge allegiance to the twisty. You’re torn. Tough times call for practical considerations. Yet your loyalties lie elsewhere. With the curve, the rise, the apex. the 2010 MAZDA meets wicked fun. It starts around $16k gets up to 33 It sees around that quick

offers available class exclusives† like an Adaptive Front lighting System that

up to a track bred MZR engine,

Enter

corners, dual zone climate control and 10 speaker Bose ® Surround Sound Audio. Hook all

throw shift, and driver-intuitive steering and you’re ready to swear on a stack of s curves never to surrender joy to practicality. The all new, all that MAZDA 3. Zoom-Zoom. Forever. MazdaUSA.comM{zd{3{llNew.{llTH{t. *MSRP $15,975 plus $670 destination charge MAZDA3i Sport 4-Door with manual transmission. MAZDA3s 4-Door & 5-Door Grand Touring with Moonroof, 6-CD & Bose® Package as shown $23,565. MSRP excludes tax, title, destination & license fees. Actual dealer price Trick It Out w/ Options: | Push Button Start | Memory Driver’s Seat

Rain-Sensing Wipers | Bluetooth®††Phone/Audio Capability | LED Taillights may vary. See dealer for complete details. **EPA estimated highway mileage MAZDA3i. Actual results may vary. †2007 Automotive News Economy Small Cars. ††Bluetooth is a registered trademark of Bluetooth SIG, Inc. ©2009 Mazda Motor of America, Inc.

Motor trend May 2009

Articles inside

Long-Term Arrivals

Runway Model

Long-Term Update

Ice Storm

The Big Picture

Back to Benchmark

Battle Royal

Power Up, Top Down, Smile Big

Top Cat

Chasing Z Dream

Body Doubles

Spooked Stallion