2012 Mercedes-Benz C63, 2012 Mercedes-Benz C63 Review, 2012 Mercedes-Benz C63AMG Coupe Black Series

2012 Mercedes-Benz C63 | The latest in a very short but highly distinguished—and completely nuts—line of Black Series Benzes is here. The C63 AMG Black Series is based on the C63 coupe, which we just drove for the first time a few months ago.

Following the lead of the not-for-U.S.-sale SLK55 Black Series, the CLK63 Black Series, and the SL65 Black Series, this C63 AMG is amped up visually and dynamically, with a steroidal bump in output to back up the flared nostrils. In case the 451 hp and 443 lb-ft in the standard-issue C63 AMG or the 481 and 443 offered by that car’s AMG Development Package aren’t quite cutting it, the C63 AMG BS makes 510 hp at 6800 rpm and 457 lb-ft at 5200. 

Like cars with the Development Pack, the Black Series borrows its pistons, connecting rods, and crankshaft from the be-gullwinged SLS AMG supercar. (And like previous Black Series cars, the C63 will sound downright nasty. Click on the video at the bottom of this page to hear it rev.) Behind the motor lives the same seven-speed automatic found in the regular C63, packing four shift modes and a launch-control function for when you really don’t want to linger at this stupid party one more split second. 

We ran a Development Pack sedan to 60 mph in just 3.9 seconds; with wider rear rubber, figure on the Black Series shaving a couple tenths from that and clearing the quarter-mile in around 12 seconds flat.

Like the Black Series cars that came before it, the C63 oozes menace and purpose. Air can’t flow through stuff, so there’s remarkably little material remaining in the front fascia, the bumper that once resided there largely displaced by intakes covered by black mesh. 

A gaping central intake is flanked by two smaller holes through which cooling air enters, and two nostrils atop the hood give hot air a convenient exit from underhood. As if to emphasize its name and purpose, the front splitter comes to a sharp point in the middle of the nose. Flared fenders widen the car by 2.2 inches up front and 3.3 out back, covering tracks stretched by 1.6 and 3.1 inches, respectively. Vents behind the front wheels and ahead of the rears are both nonfunctional, which somewhat diminishes their awesomeness. The lightweight wheels at each corner have their movements controlled by adjustable coil-overs, while speed-sensitive steering issues directional orders and Black Series–specific anti-roll bars maintain the contact patches during aggressive driving. 

The brake rotors measure 15.4 inches in diameter up front and 14.2 inches out back. Red paint is standard on the calipers, which have six pistons up front and four in the rear. The rubber measures 255/35-19 up front and 285/30-19 out back—that’s up from 235/40-18s and 255/35-18s on the basic C63 AMG coupe—and a limited-slip diff is standard, as is a stability-control system that will get entirely out of the way if you want it to.

You’ll notice hard-shell sport buckets in the accompanying photos, but those aren’t likely to make it to the U.S. We are likely, however, to at least get red stitching on whatever seats we do end up with. Calm down. The rear seat has been dismissed in the interest of weight savings, but can be reactivated if you’d like to frighten more than just one person at a time. 

And AMG has flattened both the bottom and top of the steering wheel, which makes it way more serious than all those wheels with just flat bottoms. Lest the screaming V-8 deafen your passenger to the point they can no longer hear the V-8 screaming, a Black Series logo on the dash will remind them why they can’t hear. Those who feel the flared and vented look of the C63 AMG Black Series isn’t quite enough will be able to crank up the appearance even more with an AMG Aerodynamics package that includes carbon-fiber winglets on the front valance and a fixed carbon-fiber spoiler with an adjustable aerofoil. 

Mercedes-Benz C63

AMG says these bits are functional and increase downforce, but isn’t saying by how much. It also won’t provide photos of a car so equipped, so we don’t know by how much they make it look more menacing and/or ridiculous. The C63 Black’s other major option package is a Track pack that includes even higher-performance rubber of unspecified Dunlop pedigree, as well as a differential cooler. All Black Series cars to this point have been low-production affairs, the SLK55 AMG, for example, being limited to just 120 units. The CLK63 and SL65 sold in slightly higher numbers, at 700 and 350, respectively. 

Mercedes-Benz C63

While Mercedes isn’t saying yet how many C63 AMG Black Series it will build, representatives do tell us the number will be capped. Figure on a sticker edging close to $100,000. While that’s awfully steep for a car that shares its basic shape and structure with a coupe starting in the mid-$30,000 range, it is about $40,000 cheaper than the CLK63 Black Series and a whopping $200K less than the SL65 Black Series. 

So if you’ve got a spot reserved in your garage for what will certainly be the cheapest U.S.-market Black Series car yet, get on the horn to your dealer now. U.S. distribution will begin early in 2012.

Mercedes-Benz C63

Mercedes-Benz C63

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BMW i8 Concept

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BMW i8 Concept | It’s been nearly two years since BMW’s Vision EfficientDynamics concept debuted at the 2009 Frankfurt       show, and the car has now officially re-emerged one step closer to production as the BMW i8 concept.

As you can see, little has changed in the styling department. In fact, other than a new wheel design, the only other notable change we’ve spotted concerns the doors, which seem to have claimed some territory along their bottoms and thereby reduced the size of the blue body-side accent. Interestingly, the car didn’t show that change when BMW paraded it around for spy photographers this past March, but we like it.

As with the i3 city car concept that debuted at the same time (you can read about it in full here), the story of the i8 begins with its LifeDrive architecture. BMW says that its experiences in creating the Mini E and 1-series-based BMW ActiveE showed that adapting cars engineered for internal-combustion power to electric propulsion results in a lot of excess weight and compromises in packaging. 

As a result, both the i8 and i3 are built using two purpose-built modules: one to house passengers, dubbed “Life,” and one for propulsion and suspension components, called “Drive.” Combine them, and you have a car—and marketing-friendly “LifeDrive” branding. While the i3 and i8 share the LifeDrive architectural philosophy, the cars differ in execution. That’s because the i3 is fully electric, while this i8 is a plug-in hybrid, so its Drive component is actually split in two, with an electric motor at the front axle and a gas engine at the rear. 

Unlike the i3, which situates its batteries below the passenger compartment, the i8’s lithium-ion cells are actually part of the Life module, stacked through a central tunnel that might house a transmission and driveshaft in a conventional car. Arranging them this way allowed BMW’s engineers to achieve yet another claim of perfect 50/50 weight distribution, thereby preserving peace in the city of Munich. As in the i3, the i8’s Drive components are largely crafted of aluminum, while the Life module uses a carbon-fiber-reinforced plastic monocoque. 

Using so much lightweight material essentially cancels out the added weight of the heavy electric drive components, thereby allowing the car to weigh less than 3300 pounds, according to BMW. The rigidity imparted by the carbon fiber also allows for long, dramatic doors that ease access to the two small rear seats, and is a boon to crashworthiness, too. While most other so-called “through-the-road” hybrids (meaning the propulsion systems each drive their own axle) are based on existing front-drive vehicles—meaning they add electric power to the rear wheels—BMW had the luxury of starting from scratch. 

Because most braking energy gathers at the front of the vehicle, the i8 has its electric motor up front for the sake of recapturing energy. The i8 uses a modified version of the i3's electric motor, with a peak output of 168 hp and 184 lb-ft of torque. It’s fed juice, of course, by those lithium-ions, which take about two hours to charge and return 20 miles of all-electric driving.

The original Vision EfficientDynamics concept used a three-cylinder turbo-diesel engine, but the i8 makes use of BMW’s new gas-fired 1.5-liter turbo three-cylinder, which we first reported on in April. It makes 220 hp and 221 lb-ft of torque, helping the i8 to its governed top speed of 155 mph. The run to 60 mph will come in under five seconds, says BMW, who also claims the i8 will return 78 mpg on the European cycle. 

But that test is notoriously optimistic, and the company says normal driving will realistically result in economy of just half that figure. The engine and electric motor can power the car on their own or in tandem for better traction, with the stability-control system’s whims playing a large part in deciding when to team them up. Each axle also contributes regenerative electricity; the front houses the regenerative braking system, while the engine at the rear has a high-voltage alternator that can recapture energy. No mention was made regarding what type of transmission is installed in the i8. A button-activated “Eco Pro” mode dulls throttle response, caps speed between 56 and 74 mph, and reduces the load of the climate-control system. (Because the climate-control system also is responsible for keeping the batteries at an operating temperature of 68 degrees, it always runs to some extent, however.) 

The i8 also features an intelligent navigation system that can decide the most energy-efficient route to a destination.

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2011 Dodge Charger V6 Review

2011 Dodge Charger V6 Review | When Fiat swept to Chrysler’s rescue, many people—including us—were simultaneously relieved and concerned. We were happy that a major automaker would live on but worried that the savior ended up being an Italian automaker well known for many of the same issues (poor perceived quality, cost-cutting engineering) that got the pentastar company in trouble in the first place.

Regardless of those reservations, there’s no denying the succulent first fruits of the tie-up. For the 2011 model year, nearly every model in the Chrysler, Dodge, and Jeep families received a remarkably effective interior renovation. The Dodge Charger and its Chrysler 300 sibling benefited from a more robust rework, including thorough chassis and powertrain updates and new exterior styling. 2011 Dodge Charger V6, Regarding the 2011 Charger, the interior is particularly pleasing in examples with the no-cost-option black-and-tan interior fitted to our test car. 

Opt for this combination on higher trims levels, and not only are the seats wrapped in soft, caramel-colored leather, but the door panels also get a two-tone treatment that looks particularly rich. The Charger’s carpet and floor mats remain black no matter what the interior color, however, largely defusing one of the most common complaints about lighter cabins, namely, the difficulty of keeping them clean. Elsewhere, the new soft-touch, one-piece dash molding keeps the look clean and uncluttered—although it sounds as hollow as a kettle drum when rapped with a knuckle. 

The instrument panel and the center stack are trimmed in a sort of perforated houndstooth-textured aluminum, a finish that’s far more graceful in person than in description. From the driver’s perspective, the Italians have had an undeniably beneficial influence on the latest Charger. 2011 Dodge Charger V6, In addition to the fantastic reupholstering job, engineers fussed with the suspension. This was as successful as the interior redesign: This beefy, 4113-pound American sedan has a decidedly Bavarian balance of ride comfort and handling, and its predecessor never felt so sophisticated. 

Body control is admirable, the Charger allowing just a few degrees of tilt during aggressive cornering, and neither end overwhelms the other as the 0.82-g limit approaches. Much of the credit for this balance goes to the V-6–powered car’s 51.5/48.5 front-to-rear weight distribution. This Charger was 232 pounds lighter than the V-8 R/T we tested earlier this summer, with 190 of those removed from over the front axle. The Charger’s steering was a similarly welcome surprise. Pleasingly weighted, it responds immediately off-center without being twitchy. There’s not much feedback at the helm, however, but thanks to the 20-inch wheels on our test car, we noted plenty of kickback from midcorner bumps. 

Those 20s also contribute to our one complaint about the Charger’s ride—severe impact harshness—and certainly don’t help combat the alarming brake fade we noted. Our 70-to-0-mph braking distance increased by 20 feet from one stop to the next, with the pedal beginning to soften after one hard stop. The R/T we tested also had 20-inch wheels and had no trouble stopping, thanks to its upgraded brakes. Yes, this is a big sedan, and large-diameter wheels look nice on it, but trust us when we say you probably want smaller ones.

The Pentastar V-6 was welcomed with relief when it debuted for the 2011 model year, but even if it is interplanetary leaps and bounds better than the engine it replaced, it is far from the complete powertrain solution Dodge and Chrysler need. 

The 292-hp 3.6-liter needs to climb high into the tach to get much done, but the five-speed automatic behind it is geared for maximum efficiency and the revs come slowly. The car holds first gear until almost 60 mph, with second stretching nearly to 100. Aggravating as this approach is in around-town driving, it did result in observed fuel economy of 20 mpg. 2011 Dodge Charger V6, At the track, reacting to the 2.8 seconds the Charger needed to accelerate from rest to 30 mph—that’s only 0.1 second quicker than the last Kia Rio we tested—our test driver noted “terrible launch!” on the car’s test sheet. 

The engine pulls noticeably harder above 4500 rpm, like a 1980s turbocharged engine arriving fashionably late. Unfortunately, it also feels noticeably coarser above 4500 and only gets more so toward redline. After 7.2 seconds—and much thrashing—the Charger is going 60 mph, with the quarter-mile passing in 15.7 seconds at 94 mph. We’ve said it before and would very much like not to say it again: The eight-speed automatic Chrysler will introduce soon for these cars cannot come soon enough.

That transmission is a lonely weak spot on the Charger, though. The car is priced competitively, and the menu of optional equipment is long. A base V-6 Charger starts at $26,220; for $4000 more, a Rallye Plus like the one tested here adds Chrysler’s UConnect phone and music integration with an 8.4-inch touchscreen, USB and auxiliary ports, Bluetooth, satellite radio, and a 276-watt amplifier and six speakers. 

It also has remote start, air conditioning, leather seats (heated all around), a leather-wrapped steering wheel and shift knob, 18-inch wheels—up from the base car’s 17s—and heated and cooled cup holders for the front row. None of this stuff would matter in a rally, which is perhaps why the package is called Rallye—an extraneous “e” also does not matter in rallies. The car tested here is doubly Rallye, with the $1195 Rallye Appearance package upping the wheel diameter to 20 inches, the amplifier power to 506 watts, and the speaker count to nine. A body-color spoiler joins the wheels in covering the “Appearance” part of the package name, and this bundle firms up the suspension. Our example then added every additional option but the $50 engine-block heater. 

First up was the $1495 Driver Confidence Group, which nets blind-spot and cross-path detection, parking assist, a backup camera, rain-sensing wipers, and auto-dimming mirrors—but no quiet yet firm affirmations of self. Then came the Driver Convenience Group, which costs $575 and consists of power-adjustable pedals and steering column. An adaptive cruise-control system somewhat strangely bundled with a heated steering wheel goes for $925. Garmin navigation software ran $450, and a sunroof $950. Our car even wore $295 extra-cost paint: Toxic Orange Pearl. (So, yeah, we had an orange Charger. 

Dodge Charger V6

As the author writes this, he realizes he’s wearing an old Dukes of Hazzard T-shirt and “yeehaws” softly to himself.) For this car’s as-tested price of $36,105, though, we’d have to silence our powertrain complaints and crank up the hillbilly hijinks with a 370-hp Hemi R/T; it starts at just over $31,000. The Charger is an interesting summary of the new Chrysler/Dodge under Fiat’s ownership. Much about the car feels very right, with aspects of it—the solid structure, the ride-and-handling balance—approaching excellence. But there is work to do. Dodge has taken one giant leap with this latest Charger, but a small step (or three of them—namely, sixth, seventh, and eighth gears) remains.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $36,105 (base price: $26,220)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 220 cu in, 3604 cc
Power (SAE net): 292 hp @ 6350 rpm
Torque (SAE net): 260 lb-ft @ 4800 rpm

TRANSMISSION: 5-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 120.2 in Length: 199.9 in
Width: 75.0 in Height: 58.4 in
Curb weight: 4113 lb

C/D TEST RESULTS:
Zero to 60 mph: 7.2 sec
Zero to 100 mph: 18.2 sec
Street start, 5–60 mph: 7.7 sec
Top gear, 30–50 mph: 3.7 sec
Top gear, 50–70 mph: 5.3 sec
Standing ¼-mile: 15.7 sec @ 94 mph
Top speed (governor limited): 120 mph
Braking, 70–0 mph: 178 ft
Roadholding, 300-ft-dia skidpad: 0.82 g

FUEL ECONOMY:
EPA city/highway driving: 18/27 mpg
C/D observed: 20 mpg

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2011 Toyota Avalon Review

2011 Toyota Avalon Review | On the way to conquering the universe, Toyota put a pill right down Buick’s stack. The languid Avalon, essentially a punched-out Camry with Lexus trappings, may not fascinate the street pilots who devour this magazine, but about 40,000 people are expected to lay down their greenbacks for one this year, and Toyota has a few minor changes to announce. The fenders are new for 2011, raising the rear decklid for better aerodynamics and creating a more windswept face with a new grille at the center.

A revised dash cages the instruments in separate, attractive binna­cles, and a large shingle of loss-luster plastic resembling brushed pewter contains the navigation system with its revamped con­trols. On the Limited, chrome slivers on the door handles and lower doors add a blaze of old-fashioned brightwork. There are just two versions: the base Avalon and the Avalon Limited, tested here and now coming with standard leather and a sunroof. Otherwise, Toyota’s Arthurian super-Camry remains unchanged down to its six-speed automatic and 268-hp, 3.5-liter V-6, which delivers 60 mph in 6.6 seconds. 

That’s 0.3 second slower than our previous Avalon test car, but punch the gas in traffic, and the Avalon moves out. That’s all most Avalon drivers care about. Expressway travel is a quiet, efficient affair, though the brakes have an abrupt light-switch feel and the steering is slow and somewhat lifeless in the middle, so you’re just a bit more active correcting the Avalon’s path as it’s disturbed by crosswinds and pavement changes. Perhaps the owner clin­ics reveal that Avalon buyers like to be reminded of their first high-school cars. 

The Avalon isn’t much larger than the Camry—there’s an extra 1.7 inches at the wheelbase, 8.4 inches overall, and just over an inch more in width—but it feels roomier, especially in the back, and remains a Lexus in everything but its grille badge. Here, then, is a car for those who fondly remember the Buicks of yore. 

Specifications

VEHICLE TYPE: front-engine, front-wheel drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $37,884 (base price: $32,995)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 211 cu in, 3456 cc
Power (SAE net): 268 bhp @ 6200 rpm
Torque (SAE net): 248 lb-ft @ 4700 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 111.0 in Length: 197.6 in
Width: 72.8 in Height: 58.5 in
Curb weight: 3495 lb

C/D TEST RESULTS: 
Zero to 60 mph: 6.6 sec
Zero to 100 mph: 16.6 sec
Street start, 5–60 mph: 6.8 sec
Standing ¼-mile: 15.0 sec @ 95 mph
Top speed (governor limited, mfr's claim): 135 mph
Braking, 70–0 mph: 180 ft
Roadholding, 300-ft-dia skidpad: 0.81 g

FUEL ECONOMY:
EPA city/highway driving: 20/29 mpg

C/D observed: 22 mpg

Do ou want to try 2011 Toyota Avalon??

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BMW i3 Concept

BMW i3 Concept | BMW has been hyping up its “Megacity Vehicle” for a couple of years now, and despite teasers about innovative tech features and full carbon-fiber body structures, we’ve withheld judgment, even when we spied one in the wild over the winter. But as of now, the shroud of mystery has been lifted about all the details except how the thing actually drives. Like a BMW? Like nothing before it? Maybe both?

BMW i3 Concept, The i3’s story begins with its LifeDrive architecture. According to BMW, experience with the Mini E and BMW ActiveE (the electric 1-series coupe) has proven that creating an electric car out of a structure designed to house an internal-combustion engine results in wasteful excess weight and imperfect packaging. As a result, the i3 (as well as the i8 sports car also being announced now) is made up of two separate modules. 

BMW i3 Concept, The “Drive” portion houses a large array of lithium-ion batteries, plus the suspension, transmission, and electric motor. For a low center of gravity, all of these heavy components are low to the ground, with the batteries spread within the wheelbase for optimal handling. The main structure is all aluminum, with an additional aluminum barrier around the batteries for crashworthiness. The “Life” module sits atop the drive components and houses passengers and luggage. As BMW has already announced, this structure consists of carbon-fiber reinforced plastic, or CFRP, a first for any vehicle this side of a few exotic supercars. While the aluminum Drive module weighs 30 percent less than a similar steel structure, the weight reduction in the CFRP Life module is closer to 50 percent. As a whole, the i3 weighs in at 2756 pounds, according to BMW. 

When speaking about the safety of CFRP, the company points to Formula 1 cockpits as proof of security. While metals require large crumple zones, carbon can be designed with special deformation elements that result in large amounts of energy being consumed in a very small space. A further benefit of the LifeDrive architecture is the deletion of a driveshaft tunnel, allowing more space to be dedicated to the cabin. BMW says each set of seats (front and rear) is connected so that every passenger can leave from one side in a tight parking space, but we think someone at the company just really digs bench seats. 

There’s approximately seven cubic feet of space left over in the rear for luggage, as well as a small compartment up front where the gas engine would usually be for stowing a charging cord or other small items. Back inside the Drive structure, the i3 uses an electric motor that’s 40 percent more compact than that of a Mini E, allowing it to fit right above the rear axle that it powers through a one-speed transmission. Yes, one speed. That means the car will never shift on its way up to a computer-limited top speed of 93 mph, which BMW has determined to be the point at which the batteries drain too quickly. The company says the i3 will run 0 to 60 mph in 7.9 seconds. In terms of passing power, accelerating from 50 to 75 mph should take just six seconds.

Peak power is 125 kW, or 170 hp, and 184 lb-ft of torque. Range is estimated at 80–100 miles, and a standard charge will take about six hours. With a special high-speed charger, the i3 is said to be capable of reaching an 80 percent charge in just an hour, meaning medium-range drives can be done with just a long coffee break in the middle. But wait, there’s more, as the infomercial folks might say. Feedback from Mini E showed that 90 percent of drivers are content with a driving range of under 100 miles, but for the outlying minority, BMW has (somewhat surprisingly) decided to offer the i3 with an optional range extender. 

The company is mum on details for the time being, simply saying it’s a “small, very smooth-running and quiet gas engine” that drives a generator, both located alongside the electric motor on the rear axle. Sounds like perhaps BMW is borrowing the idea of using a Wankel rotary from Audi’s A1 E-Tron concept car. The engine meets strict SULEV standards and features auto stop-start capabilities. Among the i3’s other energy-saving details are familiar concepts like the “air curtain” first seen on the updated 2011 1-series, which smoothes airflow around the front wheels, as well as narrow drag-reducing tires. Like the accelerator in a Tesla Roadster, the i3’s long pedal is tuned so that the car will still coast if the driver lifts just slightly, while lifting entirely off the pedal will engage regenerative braking based on pedal position. BMW predicts this will allow the brake pedal to go untouched 75 percent of the time.

Beyond that, a button-activated Eco Pro mode changes throttle response so that the same pedal travel delivers less power. In this mode, speed is capped anywhere between 56 and 74 mph, and climate-control output is reduced. However, because the batteries use the climate system to stay at an operating temperature of 68 degrees, the system always remains running to some extent. Eco Pro can extend range by as much as 20 percent. Truly distressed drivers will be able to fall back on Eco Pro +, a mode that shuts down daytime running lights and any other non-vital energy drains, limits climate control functions to a minimum, caps speed at 56 mph, and tells the driver to get bent when he dives into the accelerator. Oh brave new world, with such vehicles in it. Design-wise, you can judge for yourself whether the i3 is a hip little car, but it certainly looks futuristic. The rear doors open up rearward, and the layering of white panels over a black and clear layer is meant to reference the car’s division of Life and Drive components. 

Both “i” cars get a BMW roundel with a blue ring around the outside and blue accents on the grilles and side sills. “Stream flow,” which describes the C-pillar’s exposed glass section defined by lines converging like air streaks in a wind tunnel, is the Hofmeister Kink of BMW i. Our first look inside the cabin, it appears, will have to wait until later. The i3 is still in its concept stage—we’ll finally see it in person this fall at the Frankfurt auto show—so some minor details could still change before its launch in calendar year 2013. We expect it’ll also be some time before we know more about how much the thing will cost. But for now, we must say BMW has our attention. Do you want to try BMW i3 Concept ??

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2012 Lexus GS350 - Prototype Drive Review, Specifications, and News Info

2012 Lexus GS350 - Prototype Drive Review and News Info | The GS is Lexus’s answer to the BMW 5-series and Mercedes-Benz E-class, but it has never quite measured up to those two sedans in sales numbers. As the car enters its fourth generation, Lexus tells us the GS will be sportier and more focused on the driving experience That goes for the company, too. Content with more than 20 years of pursuing perfection, it will use the upcoming GS to lead a philosophical change, an outlook it describes as “joy and leading edge.” We’re told that means the brand is moving beyond the Spock-like purely rational and toward emotional connections with buyers.

Driver enjoyment and engagement are vital to the new attitude. Aggression is in. Complete isolation is out. We’ve seen inklings of the shift in such cars as the IS-F and the LFA supercar, but the new GS is a volume product, not a limited-edition model. To give us a taste of its new way of thinking, Lexus invited us to drive two heavily camouflaged GS350 prototypes.

Powering both prototypes is a warmed-over version of the GS350’s current 3.5-liter V-6. Lexus staffers wouldn’t get too specific about the changes to the engine, but they hinted at the possibility of a few more horsepower. We’ve never straight-line-tested a GS350, but we have no reason to doubt Lexus’s 0-to-60-mph estimate of 5.7 seconds. For those seeking more acceleration—as well as for fuel-conscious buyers—the GS hybrid will return. Running contrary to Lexus’s claims about newfound sportiness, the V-8–powered GS460 is dead. Even with the cars covered in what look like garbage bags, it’s easy to tell this new GS is a break from those that have come before. 

From what we could see, the dashboard and the doors are wrapped in leather in a style that mimics the LFA’s interior. The Lexus “waterfall” center console is gone. In its place is a massive 12.3-inch screen that displays navigation and audio information, as well as a host of vehicle settings. Models without navigation will get a smaller screen. Sit down in the current GS, and it immediately feels stodgy and dated. Our drive included two different GS models. One represented the mainstream GS350, and the other showed just how far the GS350 might take driver involvement. Standard on all upcoming GS sedans will be Lexus’s “drive mode select.” The drive-mode select knob allows the driver to put the car in eco, normal, sport S, or sport S+ modes. Eco dials back throttle response and upshifts the six-speed automatic transmission early to boost fuel economy. 

Switch to sport, and the transmission holds gears longer, downshifts under aggressive braking, and increases throttle sensitivity. Move the shifter into the manual gate and downshift with the shifter or the steering-wheel paddles, and the engine blips itself for rev-matched downshifts. Sport+ is only available on cars equipped with active shocks (as our two prototypes were). This setting stiffens the shocks and quickens the steering on models fitted with the variable-ratio system.

The sportier of the two prototypes available for our drive will be known as the GS F-Sport when it goes on sale in early 2012. Higher spring rates, a thicker anti-roll bar, firmer adaptive shocks, larger two-piece front brake rotors, four-wheel steering, a variable-ratio rack, and 19-inch wheels with summer tires (235/40-19 in front and 265/35-19 in back) give the F-Sport quick responses and plenty of grip. The chassis can easily handle more power than the 3.5-liter V-6 can deliver. Switch to Sport+, and the steering becomes quick (we measured 2.2 turns lock-to-lock) and the weighting increases. 

interior

Accurate and spirited, the quick steering makes the GS feel like a smaller car. One gripe: The steering effort doesn’t increase in response to front-tire stress. Switch the stability control completely off, and the F-Sport proves playful. It’s possible to coax the GS to power oversteer, but the big sticky rubber in back and the four-wheel steering bring the rear end back in line with ease. Riding on 18-inch wheels with 235/45-18 summer tires, the second prototype on hand proved to be a less-extreme machine. Compared with the F-Sport, the mainstream GS is softer and has more body roll. After driving the F-Sport equipped with variable steering, the nonvariable rack-and-pinion feels slower. Then we drove the current GS and found it to be even less secure-feeling, with a heavily intrusive stability-control system.

The new GS will not be any larger than the current car. Wheelbase is unchanged at 112.2 inches; overall length increases from 190.0 inches to 190.9. Interior space is up, thanks to a 0.8-inch increase in width and a roof that’s higher by 1.2 inches. 

The latter provides a boost to rear-seat headroom. Through the use of high-strength steel and more laser welding, Lexus claims its new platform is more rigid and yet lighter than before. Unfortunately, any weight loss will be canceled out by more standard and optional equipment, and the GS’s curb weight will remain roughly where it is today. Lexus will debut the GS on August 18. After that, the GS hybrid will turn up at the Frankfurt auto show in September, a few weeks before the GS F-Sport breaks cover at the SEMA show in Las Vegas. 

Lexus wouldn’t reveal the exact on-sale date, but we were told it would be sometime in early 2012. Snow sufferers should see an all-wheel-drive GS350 by the middle of next year. We’ve driven only prototypes, so it’s a bit early to determine how the GS will stack up against the competition, but a legitimate sports sedan from Lexus might give BMW and Audi buyers something to consider.

Specifications

VEHICLE TYPE: front-engine, rear and 4-wheel-drive, 5-passenger, 4-door sedan

ESTIMATED BASE PRICE: GS350, $48,000; GS hybrid, $55,000; GS F-Sport, $55,000

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, direct fuel injection

Displacement: 211 cu in, 3456 cc

Power (SAE net): 305 hp @ 6200 rpm

Torque (SAE net): 274 lb-ft @ 3600 rpm

TRANSMISSION: 6-speed automatic with manual shifting mode

DIMENSIONS:

Wheelbase: 112.2 in Length: 190.9 in

Width: 72.4 in Height: 57.3 in

Curb weight (C/D EST): 3850 lb

PERFORMANCE (C/D EST): 

Zero to 60 mph: 5.7 sec

Standing ¼-mile: 14.2 sec

Top speed: 145 mph

FUEL ECONOMY (C/D EST):

EPA city/highway: 20/27 mpg

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Poke and Prod a 2013 Chevrolet Malibu Interior and Find Lots of Squish and Understated Splash

2013 Chevrolet Malibu

Poke and Prod a 2013 Chevrolet Malibu Interior and Find Lots of Squish and Understated Splash | Chevrolet pulled the sheets off of its 2013 Malibu sedan at this past April’s New York auto show, but it wasn’t until yesterday that we were able to examine the car’s insides. Chevrolet had previously supplied a few press shots of the interior, and the production-intent version is largely the same, with the placement of a few buttons being the only significant change. Our first impressions of the final interior design and materials are positive. Relative to the current-gen Malibu (one was on hand at the press event), the shapes and forms flow together more cohesively and it’s a little more geometric in design.

The window sills and upper portions of the doors and dashboard are crafted from nicely grained soft-touch material, while the padded armrests and styled door inserts come in stitched leather or cloth—the final coverings weren’t on hand for our judgment, however. 

As for spaciousness, the 2013 Malibu’s rear-seat legroom does seem to have taken a hit relative to the current model’s as a result of the 2013 ‘Bu’s 4.5-inch reduction in wheelbase, but it’s still fairly roomy. The fake wood lining the armrests, center stack, and steering wheel is rendered in what Chevy calls a “more modern” pattern, eschewing traditional wood graining and burling, but it really just looks like faux zebra hide slathered in several coats of shellac. It’s the only major misstep, and is standard on LT and LTZ trims; only the base LS is spared. 

A Chevy representative acknowledged that the design team would have preferred a low-gloss finish, but customer feedback indicated Malibu buyers liked shiny better. Too bad. Moving beyond the chintzy “wood,” the Malibu’s interior features classy, blue ambient lighting and sparingly applied chromed plastic. The plastics are all nicely finished, and panel gaps are tight and consistent—bearing in mind that these were specially prepped prototypes—and the switchgear moved with well-damped precision. The Chevrolet MyLink touch screen had sharp graphics and a quick-reacting interface, and a brief demo showed that it appears to be much more straightforward than Ford’s fussy MyFord Touch system. Chevrolet laid out what to expect from the three trim levels at launch, and even the base LS interior is rather attractive, despite being available only in basic black. The LT and LTZ trims will offer three interior color schemes paired with the simulated wood; the LT offers the choice of leather upholstery or cloth seats with vinyl bolsters, while the LTZ is leather only. If you order a Malibu LT or LTZ with what Chevy calls a “fashion” color scheme, your leather seats get snazzy contrasting piping like the car in our photos. The 2013 Malibu will go on sale early next year, by which point we should be able to report whether we like driving the car as much as we did sitting in it.

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2012 Honda CRV Concept Review, Image, and News Info

2012 Honda CRV Concept

2012 Honda CRV Concept Review, Image, and News Info | The 2011 CR-V Concept introduces the exterior styling  for  the  more sophisticated and dynamic  design of the upcoming production model said John Mendel  executive vice president of sales for American Honda. Long  considered  the benchmark for packaging and user friendly design in the small SUV segment  the all 2012 Honda CRV Concept will offer an added dimension of  style  amazing interior versatility and Honda is latest  technologies  for  convenience and refinement.

The all new 2012 CR-V will improve upon the current model in a variety of  ways and will feature a more fuel efficient engine and reduced body weight, In addition to all new  exterior styling  the  2012 Honda CRV Concept will  have  an all new  interior with  a  more accommodating and spacious  design with  a lower cargo  floor. The 2012 Honda CR-V will be fully  redesigned for  the  first  time since model year 2007, Honda is guarding details about the 2012 CR-V until nearer it is release but expect more adventurous styling, additional features and improved fuel economy. The  2012 model probably will be a  little  larger  than  the 2007 up to  2011 CRV but  remain a  five seat  four door wagon  based  on  the  same  under skin structure as  the  redesigned  2012 Honda Civic compact  car.

Interior 2012 Honda CRV Concept

Interior 2012 Honda CRV Concept

Interior 2012 Honda CRV Concept

Interior 2012 Honda CRV Concept

The 2012 Honda CRV Concept embraces a distinctive and bold styling direction for  the  top selling one SUV in the United States. Compared  to  the current  generation CR-V the  concept model takes on a more aggressive stance with deeper sculpting of  the body lines and a bolder front fascia. The front bumper is smooth flowing lines are highlighted by a horizontal three bar grille and deeply set multi reflector headlights. The lower front bumper wraps smartly upward to convey SUV capability with a generous approach angle  while the lower front bumper design now integrates more smoothly with the fascia for improved  aerodynamics.

2012 Honda CRV Concept

The 2012 Honda CR-V styling  will have to abandon  the  impassive  look  of  the  third generation  CRV and become more expressive if  Honda wants  2012 Honda CRV Concept to look fashionable next  to flamboyant  newcomers  like  the  recently  redesigned  2011 Hyundai Tucson and  2011 Kia Sportage and the  all new  2012 Ford Escape. The vast majority of  CRV is  sold  in  the  U.S. are  assembled  at  Honda is  plant  in  Ohio  but  this  crossover  is  marketed in  some 160 countries  and  the  fourth  generation is styling is likely to take inspiration from the animated shapes of  Honda is  sold  in  Europe  and  Asia. Honda would be wise to not  sacrifice  interior  roominess  in  the  name of  swoopy  styling.

2012 Honda CRV Concept

2012 Honda CRV Concept should not abandon the packaging acumen, it  demonstrated  with  the  2007 up to 2011 CRV which had mid pack exterior dimensions but an airy cabin and a cargo hold that were among  the most  spacious in the class. By  sharing  Civic is platform  the  2012 CR-V will  continue  to qualify as a crossover, Crossovers  combine an elevated  SUV like  body  with  a  car type  understructure. This one piece  unibody construction is in contrast to pickups and older style  SUV is  that employ  truck  type  engineering  in  which the body is attached to a  separate  frame. Unibody design is  not  as  suited  to  heavy duty  hauling  but  2012 Honda CRV Concept is  lighter weight benefits ride and  handling  and  fuel  economy. Note that  the  Acura RDX  compact  crossover  from  Honda is  premium division also shares CRV is basic  unibody  structure  though 2012 Honda CRV Concept has  different  styling  and a more powerful  engine and Currently in the fifth year of  it  is  model cycle.

2012 Honda CRV Concept

The 2012 Honda CRV Concept continues to sell at  a  record pace, The  2011 CR-V was among the  highest ranked vehicles  in it is segment for initial quality in  J.D, Power and Associates  2011 Initial Quality Study  IQS  where 2012 Honda CRV Concept finished second to the Honda Element in the compact SUV segment. The CR-V is  sold globally in  more  than 160 countries  throughout  North America and  South  America, and Europe and  Asia and Africa. The  2012 Honda CR-V will continue it is  basic  formula  of a  four cylinder  engine working  through front  or  all wheel  drive. Sources suggest  Honda will  essentially  carry over the third generation CRV  is engine for  the  first  few years of  the new design then  transition  to  a  new  power train as part of  a mid  cycle  update  probably around model year 2015.

That would mean the 2012 CR-V would  reprise  a 2.4 Liters four cylinder  that  would again be rated around 180 horsepower and 161 pound feet of  torque, Think of  torque as the force that gets you moving  horsepower as the energy  that  sustains  momentum. That  would  allow  the  2012 CR-V to  retain  a  competitive  horsepower  number  but  would  keep 2012 Honda CRV Concept behind  the  class  curve  for  torque. The 2012 Honda CRV Concept would  also remain off  the pace if,  Honda chooses  to  continue  fitting  a  five  speed automatic as  the  sole  transmission. 

Top  new rivals use more efficient six speed automatics, CRV is default drive train layout will again be front wheel  drive  which  puts  the  weight  of  the engine over the wheels that propel the car. That benefits wet pavement traction, AWD will continue available at extra cost as a grip enhancer on snow or loose surfaces 2012 Honda CRV Concept will  again be a crossover typical system that normally operates in front wheel drive and automatically reapportions  power  to  the  rear  wheels  when  the  fronts  begin to slip.

2012 Honda CRV Concept is design brief will never include severe off road duty but, Honda would enhance the next generation is backwoods mobility by fitting, 2012 Honda CRV Concept with a  driver selected switch to lock AWD into a  50 per 50 front rear  split at low speeds. Many rivals offer such a feature,  While the  2007 up to 2011 CRV was not  known for  responsive  acceleration, 2012 Honda CRV Concept was a compact crossover benchmark for sharp handling and composed ride. 

That  leadership  is likely to continue  given Honda is  suspension design expertise  though  some  reduction  in wind  and road noise is necessary to  keep  the  fourth  generation CR-V in  line  with  more refined new rivals.

2012 Honda CRV Concept

Should you wait for the 2012 Honda CR-V or buy a  2011 Honda CR-V, Wait  for  the  2012 CR-V, Honda is motivated to recapture the compact crossover sales leadership that slipped away from it, as  the  third generation CR-V aged. So  the  2012 CR-V should benefit in a host of  ways  from  an  energized  design team, Buy a 2011 CR-V if  you  want to take advantage of  close  out  sales on a compact SUV,  that  still appeals for roominess and reliability, and road manners. Given 2012 Honda CRV Concept is pricing  history  expect  the 2012 CR-V LX to  start  around  $23.000 with front wheel drive and around $24.200 with AWD. 

Price estimates in this review include the manufacturer  is  destination fee Honda is  fee  for  the  CR-V was  running around $710. The  2012 Honda CR-V LX standard  equipment  list should include power windows  locks, and mirrors  a tilte or telescope steering wheel cruise control height adjustable driver is seat 40-20-40 split folding rear seatbacks and remote keyless entry.

2012 Honda CRV Concept

Figure the 2012 Honda CR-V EX to be priced around $25.200 with front drive and $26.400 with  AWD, Expect  the 2012 EX to again include all the LX equipment  plus a power sunroof  alloy wheels  and steering  wheel  audio  controls  among other features. Estimated price for  the  2012 Honda CR-V EX-L is $28.000 with  front  drive  and $29.200 with AWD. The 2012 EX-L  should again build on EX level equipment by adding among other features and  leather  upholstery  power  driver is  seat  automatic climate  control  and  heated  front seats and outside mirrors.  2012 Honda CRV Concept again  confines the  navigation system to the EXL, 2012 Honda CRV Concept would  mean  the  return  of  a  top line  CR-V EX-L,  with  navigation  model  priced around $30.100  with  front drive and around $31.300  with AWD. The 2011 CR-V Concept introduces the exterior styling  for  the  more sophisticated and dynamic  design of the upcoming production model said John Mendel  executive vice president of sales for American Honda. 

2012 Honda CRV Concept

2012 Honda CRV Concept

Long  considered  the benchmark for packaging and user friendly design in the small SUV segment  the all 2012 Honda CRV Concept will offer an added dimension of  style  amazing interior versatility and Honda is latest  technologies  for  convenience and refinement.

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