Carz Arena

When the 2011 Ford Explorer hits showrooms, its move to a unibody platform won't be the only major change. Ford will use the next-generation Explorer to introduce inflatable seatbelts for rear passengers.

According to Ford, the inflatable seatbelt will help distribute crash forces across five times more body area, compared with traditional seatbelts. The combination of airbag technology and a seatbelt is expected to reduce head, neck and chest injuries, especially in children and older occupants.

In event of a crash, the seatbelt airbag takes just 40 milliseconds to inflate across the passenger's torso and shoulder. Instead of using a heat-generating chemical reaction common on front- and side-airbag systems, the seatbelts are inflated with cold-compressed gas stored in a cylinder beneath the seats.

At all other times, the inflatable seatbelts can be used just like a normal seatbelt. They are compatible with infant safety and booster seats and were found to be more comfortable to 90 percent of the test subjects Ford polled because of the softer and padded feel. The added comfort may go a long way toward increasing rear seatbelt usage in the United States, which stands at 61 percent, according to the National Highway Traffic Safety Administration.

The inflatable seatbelts will be offered as an option on the 2011 Explorer, but Ford plans to eventually offer them on vehicles around the world.

The Mercedes-Benz SLS AMG is good enough to stand next to supercars from Ferrari and Porsche.

What is it?

The distinctive new coupe with gullwing doors goes on sale in North America in February, at a price that AMG boss Volker Mornhinweg says should come in slightly below $200,000.

Developed from the ground up by AMG at its headquarters in Affalterbach, Germany, the two-seater aims to put Mercedes-Benz back into the thick of the supercar ranks following the disappointment of the considerably more expensive SLR. It also sets out to resurrect the spirit of one of the most revered sports cars of all time--the classic 1954 300 SL, or Gullwing as it is known to generations of car lovers.

From the first glance the connection between the two is clear. The retro-inspired styling of the SLS AMG bears the obvious stamp of its forebearer--that long hood, upright windshield, long wheelbase, short cabin and stubby rear end all recall the 300SL.

Opened by an automatically retractable handle at knee height, the doors arc upward to an overall height of 76.7 inches in dramatic fashion to give the new car a unique appearance.

This is a menacing looking car: low, wide and tremendously well planted. At 182.6 inches long, 76.3 inches wide and 49.3 inches tall, it's slightly longer and wider and sits 1.8 inches lower than the SL63 AMG.

But it is what lurks underneath the body that should have every dyed-in-the-wool enthusiast salivating. This is not a dressed up SL seeking supercar glory. The SLS AMG has its own aluminum space frame and rear-drive platform. AMG development boss Tobias Moers says: “It is the car we’ve always dreamed of producing. There are no compromises caused by having to share parts with existing Mercedes-Benz models."

Housed under the long hood is a revised version of Mercedes-Benz’s M156 engine--the 6.2-liter V8 engine found in all but a handful of AMG models these days. But the modifications are so significant that the four-valve-per-cylinder unit has been given a new codename: M159.

Sporting dry sump lubrication, it is mounted low in the engine bay and positioned way back and hard against the front bulkhead to concentrate its weight within the SLS’s 105.5-inch wheelbase.

With 563 hp at 6,800 rpm and 479 lb-ft at 4,750 rpm, the SLS AMG out grunts the already potent SL63 AMG to the tune of 46 hp and 14 lb-ft. But while the SL63 AMG weighs 4,178 pounds at the curb, the SLS AMG tips the scales at 3,572 pounds, giving it a weight-to-power ratio of 6.3 pounds per horsepower.

The SLS AMG receives a state-of-the-art seven-speed double clutch gearbox from German transmission specialist Getrag. And no, it’s not directly mated to the engine. AMG has placed it out back in a classic transaxle arrangement, integrated into the rear axle. It is connected to the engine via an aluminum torque tube, through which runs a 67.3-inch long carbon composite driveshaft weighing 8.8 pounds. It’s a layout that helps provide a 47:53 percent front-to-rear weight distribution.

How's it drive?

Brilliantly. This car is so well developed it is going to give Ferrari, Lamborghini and Porsche a big fright. This is the first time we’ve had a chance to put the SLS AMG through its paces on public roads and already it is quite clear that it is better than the McLaren-built SLR.

Still, with massive sills and the gullwing doors it is not an easy car to get into. The best procedure seems to be to sit on the high sill then swivel your legs down into driver’s footwell and pull the overhead hinged door down as lower yourself into the thinly padded but generously adjustable driver’s seat You don’t want to simply slide down and buckle up because you’ll then be forced to unbuckle and climb halfway out of the car again in a bid to close the overhead door, which is mounted on a sturdy gas strut.

You sit low, lower than in any other current Mercedes-Benz model, and you’re greeted by a thick-grip, flat-bottom steering wheel that's electronically adjustable for tilt and telescope. Behind it is a high-mounted dashboard housing two large dials--on the left a speedometer marked up to 240 mph, and on the right a tachometer redlined at 7,200 rpm.

The upper part of the dashboard is simple in style, carrying just the monitor for the entertainment system and satellite navigation. All controls are concentrated along the wide center console. Some of the switchgear is from other Mercedes-Benz models, but there are also unique details such as the air vents. It’s a luxurious driving environment, full of leather and aluminum. Carbon fiber trim is optional. A safety highlight: the doors have pyrotechnic elements that separate them from the body in the case of a rollover.

Depress the starter button down and the 6.2-liter V8 bursts to life.

The SLS AMG pulls away lustily and handles low-speed running without any apparent slack within the driveline. It feels incredibly solid at around-town speeds. There’s already 369 lb-ft of torque available at 2,000 rpm, and you can sense it in the way it rips through the lower part of the rev range the moment you give the command with your right foot.

There’s tremendous urgency through the mid-range. The engine develops peak torque at 4,750 rpm and Mercedes says the SLS AMG will hit 60 mph in just 3.7 seconds and 124 mph in less than 12 seconds--times that make it as fast in a straight line as the more powerful SLR. Make no mistake, the SLS AMG is mightily quick. It also possesses tremendous high speed stability, thanks in part to a retractable rear spoiler that deploys from the trunk lid at 75 mph to increase downforce. Find the right road and it’ll haul to a top speed of 197 mph.

Using the performance is no hardship, either, as the seven-speed double-clutch gearbox shifts precisely, smoothly and rapidly. Its also automatically introduces a blip on downshifts to match engine speed with the selected gear. A knob on the console allows you to alter the mode of the gearbox, from comfort through sport, sport plus to a fully manual mode. If you’re feeling really aggressive, there’s also a race-start function. There’s tremendous traction from the rear end, so much so that even during full bore getaways there’s no unruly wheelspin as the electronics and locking differential apportion the drive--just relentless acceleration and the tremendous sound of the exhaust note.

The SLS AMG can scythe into one corner and then into the next with the sort of fluidity and accuracy that makes it a proper rival to the likes of the Ferrari F599 Fiorano. It feels secure and planted in a way no other series production Mercedes-Benz does over challenging stretches of blacktop. There’s no unruly weight transfer, no nervousness being telegraphed back through the steering wheel.

Given the serious reserves lurking under your right foot, unsettling the rear end is not as easy as you might imagine, allowing you to confidently come off the power late into corners without any unnecessary interruption from the electronic stability program. The electronic safety net has been set up to operate in one of three modes--ESP on, ESP sport and, for those who just can’t get enough sideways action, ESP off.

The brakes--optional 15.4-inch front and 14.2-inch rear carbon ceramic rotors on our test car--offer terrific feel and fade free characteristics. You can lean on them time and time again right up to the point where the anti-lock kicks in without detecting any fade.

Still, there’s more to the SLS AMG than its awesome pace, engaging agility and determined stopping power. It’s also a terrific long distance cruiser. Slotting the gearbox into comfort mode sees it eats up the miles with ease. It’ll haul 75 mph in seventh gear at just 2,500 rpm.

The ride is well sorted with superb levels of rebound damping. You can attack undulating roads with great confidence, knowing the SLS AMG will be quick to settle over crests and track faithfully through depressions. Nasty ruts and ridges are met with a decisive action of the double wishbone suspension, which does without any electronic trickery. The springing isolates bumps with an ability that is going to leave the supercar competition searching for answers.

The new Gullwing is a practical proposition for long distance road trips, too, thanks to a trunk that offers up to 6.2 cubic feet of luggage capacity. Throw in a full armada of luxury features and you’ve got an everyday supercar with few peers.

With a claimed combined cycle fuel consumption of 17.8 mpg, the SLS AMG possess a theoretical range of 400 miles on its 22.7-gallon tank--theoretical, because with some spirited driving consumption drops dramatically, as the 10.7 mpg showing on the instant readout after our outing at Laguna Seca revealed.

Do I want it?

You bet! The SLS AMG is with a doubt the most engaging series production car to ever wear the three pointed star. By way of comparison, it makes the SLR feels almost leaden in its actions. It sets new dynamic standards for the German carmaker and is a tribute to the engineering prowess of AMG. It’s not going to be cheap, but the $200,000 price tag in North America makes it look like a bargain. The bottom line is this: The Gullwing is back and suddenly Ferrari, Lamborghini and Porsche can count Mercedes-Benz among their most serious rivals.

A picture of Chevy Volt
Frank Weber, the top Chevy VOlt engineer, is moving to Opel.
GM

Frank Weber, the German-born engineer in charge of the Chevrolet Volt, is moving back to Germany to take a senior management role at Opel.

He will be replaced by Doug Parks, who has been working at Opel since 2007 as chief engineer for GM's global compact cars, which include the Opel Astra and Chevrolet Cruze.

General Motors Co. spokesman Dave Roman said today that Weber's title has not been announced. Roman said Weber will help manage Opel product development once GM closes a deal to sell a controlling stake in Opel to Magna International Inc. and a Russian investor, Sberbank.

The move, Roman said, was planned. He said Weber's assignment in the United States is ending now that the Volt development is nearly complete and the car is ready for production.

“Coincidentally, the move timed pretty well for the development team. The Volt is now in execution mode,” Roman said. “Frank's done a great job leading the team.”

Weber, 43, led the powertrain and electronics engineers as they designed and tuned the Volt's gasoline-electric powertrain.

Unlike other hybrids, the Volt's gasoline engine does not drive the wheels. Only an electric motor does. On the Volt, the gasoline engine is connected to a generator that creates power for the electric motor after the car has traveled 40 miles on batteries.

Opel will have its own version of the Volt, called the Ampera, in late 2011, one year after the launch of the Chevy version of the hybrid.

Weber's move is GM's second significant departure from the Volt team in the past month. In September, Bob Kruse, executive director of vehicle engineering for hybrids, electric vehicles and batteries, left to start a consulting firm. GM immediately named GM engineering veteran Micky Bly to replace Kruse.

Fisker Automotive is taking a reverse approach to hybrids.

Traditionally, green machines have been small fuel-sippers that hardly quicken the pulses of enthusiasts. Not so fast, says Henrik Fisker, CEO of the startup automaker and a designer who made his mark with eye-catching products at Aston Martin and BMW.

He visited AutoWeek on Wednesday, and his approach is clear-eyed and focused: “I want to make a car that is so sexy and so exciting you want to drive it.”

At first glance, he's pulled that off with the Karma sedan, a plug-in hybrid due on the market in June 2010. The head-turning car is taking aim at European luxury marques such as BMW and Mercedes-Benz, rather than traditional green cars such as the Toyota Prius, the Honda Insight and the soon-to-arrive Chevrolet Volt.

Part of that is the price. The Karma starts at $87,000 and has swoopy fenders and dramatic lines that evoke imposing luxury yachts of yesteryear. But Fisker also promises that it will be fun to drive--not a yawner like some fuel-sippers. Look for plenty of torque early on, and its one-gear automatic transmission should deliver smooth acceleration.

The appearance does matter, Fisker argues, and his car is a luxury sedan that's also a hybrid; it's not a green car without a soul.

In another break from tradition, Fisker say the engine is secondary, which is contrary to a century's worth of practices saying the motor is the soul of the car. The Karma uses a 2.0-liter Ecotec sourced from General Motors, and Fisker say that's probably a bit much for his product, which can run 50 miles on a single electrical charge and has a total range of 300 miles.

He envisions a future where hybrids will get their own niche powerplants, specially tuned to the need of alternative technologies. A hybrid for example, probably doesn't need to rev to 8,000 rpm.

Fisker considered a diesel for the Karma, and it's possible it could show up in a future product. The company has a hardtop convertible version, the Karma S (for Sunset), set to arrive in 2011, and a lower-cost, family-oriented luxury sedan set for 2012. The third car will sticker around $40,000, when factoring possible tax breaks.

Down the road, a premium vehicle priced at about $25,000 also is possible, Fisker said.

But make no mistake, the company will double-down on eco-technology. It's not the sole identity of Fisker, but it is an advantage considering the ute-laden lineups of most other luxury-car makers. He expects it will take several years to burnish a green shine, if Fisker products take hold in the market.

“We have three or four years to build this as a pure green brand,” he said.

The 2010 Saleen 435S

Saleen Performance Vehicles

Saleen Performance Vehicles is staging a bit of a comeback.

It's debatable if the company synonymous with custom Mustangs actually ever went anywhere--but it's undeniable most of the recent news out of the speed shop has hardly been positive. There have been two sales in recent years, lawsuits, a warranty spat and a brush with liquidation. Oh, and the company's founder and namesake, Steve Saleen, is now a competitor.

Set against that backdrop, Saleen Performance is now moving forward with new products and hopes to change the conversation back to sheetmetal. A new, powerful S-line will be revealed next month at SEMA, which the company promises will conjure images of the Saleen cars of old with “American exotic” mojo.

Until then, Saleen has rolled out an entry-level model, the 435S, that upgrades the 2010 Mustang GT with more power, a tighter, sportier chassis and some subtle styling modifications. We had seat time in coupe and convertible versions of the 435S on Tuesday in the backwoods of Michigan. And for enthusiasts--this go-fast Mustang is worth putting on the radar.

It's actually a minimalistic approach, but it's obvious the car is a Saleen at first glance, with the chevrons, optional rear spoiler, blacked-out “Saleen” insert in back and modified front fascia. And of course there's plenty of badging. But the whole package is not overdone, and the 435S would not look tacky as a daily driver.

Behind the wheel, in fact, it's quiet agreeable. It's fitted with a Racecraft suspension, and ride height is lowered about an inch and a quarter. It feels fast in corners and the body is composed--there's definitely a sporty vibe when you push it, but at the same time it's not punishing on gravel roads or choppy pavement. An enthusiast who had to say, sell insurance to pay for his or her rear spoilers, could comfortably and satisfyingly take the entry-level Saleen into the office every day and not be worse for wear.

The heart of the 435S is the supercharger, and blowers happen to be a specialty of the new owners of Saleen, a Michigan-based group of auto parts companies led by businessman Michael Shields. The superchargers are powerful--but in a sane manner. Punch the throttle and acceleration is brisk. And when the blower kicks on, hold on. The revs build and the pull is strong. Still, at slower speeds it's a normal--albeit powerful motor. It makes 435 hp and 425 lb-ft of torque, and the boost is the heart of what you are paying for over the 315-hp Mustang GT. Saleen pairs it with a five-speed manual gearbox, and the short throws are pleasing and easy to get the hang of.

Inside, you get some stitching on the headrests, more badging and slightly modified gauges. Otherwise, it's a stock 'Stang, which is completely fine. Ford has worked a minor bit of magic with its interiors in recent years, and the Pony Car has not been left out. There's a nice drive position and comfortable seats--Saleen was smart to not mess with a good thing here. Some engine noise is noticeable in the cabin, and in the convertible there's a bit of ambient sound. Still carrying on conversations is easy, and most enthusiasts will savor the exhaust note.

Our time in the new 435S was brief but satisfying. There are a lot of custom Mustangs out there, and this one is a nice addition to the stable. Is it a a harbinger of things to come from a performance-oriented company? Stay tuned for SEMA.

The 40th-anniversary version of the Nissan 370Z gets a special paint color, a red leather interior and a Sport package.

Forty years ago, America was introduced to the Z car. It gave Datsun--now Nissan--a performance pedigree in the United States. And it elevated to revered status Yutaka "Mr. K" Katayama, the man who fought his bosses in Japan to replace the Fairlady name with 240Z. Katayama celebrated his 100th birthday on Sept. 15 in Japan.

Nissan is commemorating the Z car's arrival in the States with a 40th-anniversary model that goes on sale next spring.

The anniversary Z is a 370Z Touring coupe with the six-speed manual transmission and the Sport package--which adds automatic rev-matching to the shift system, a limited-slip differential, bigger brakes and 19-inch Rays forged wheels. Added to that are red leather covered seats and door inserts, red stitching throughout the cabin and a handful of commemorative badges inside and out. Each anniversary Z is painted in "40th Quartz" and comes with a red satin car cover.

The engine is the Z car's standard issue 332-hp, 3.7-liter V6.

The price? Nissan says we'll find out next spring.

Z car milestones

Oct. 22, 1969: The Datsun 240Z (Nissan Fairlady Z in Japan) goes on sale in the United States.

1974: The inline six-cylinder engine grows to 2.6 liters and the name changes to 260Z. A 2+2 model is added.

1975: The engine grows to 2.8 liters and the name changes to 280Z.

1979: Second-generation 280ZX is introduced.

1981: 280ZX Turbo joins the lineup.

1984: Nissan launches third-generation 300ZX with 3.0-liter V6.

1990: Fourth-generation 300ZX arrives, with 222 hp. 300ZX Turbo follows with 300 hp.

1996: Nissan drops Z car from U.S. market.

1999: Nissan shows a 240Z concept at the Detroit auto show. But it is rejected for production.

2001: Nissan shows a reworked Z Concept at the Detroit auto show. Nissan CEO Carlos Ghosn says the car will go into production.

2003: Fifth-generation 350Z goes on sale with 3.5-liter V6.

2008: Sixth-generation 370Z unveiled at Los Angeles auto show.

2009: A convertible version of the 370Z goes on sale.