Carz Arena

Saleen traditionally has been about speed--specifically, frenetic Mustangs. But lately, it's been more about controversy. And lawsuits. And piles of other stuff, none of which translates well to fast cars.

But now that it has been absorbed by a group of Michigan-based auto-parts companies, Saleen Performance Vehicles is trying to shift the conversation back to sheetmetal. It's rolling out a new, souped-up 'Stang with more power and some subtle styling cues that should help put the speed shop back on enthusiasts' radars--for the right reasons.

We recently tested Saleen's new creation, the 435S, in the backwoods of Michigan, and it's an enjoyable, fairly minimalistic take on the iconic Ford Mustang, with some pure sports-car ethos.

The most significant modification is under the hood, where the Saleen Series VI supercharger boosts output to 435 hp and 425 lb-ft of torque. The pull is strong, particularly as the revs build, and the short-throw five-speed manual gearbox returns quick, proficient shifts.

The 435S is fitted with a Racecraft suspension, and ride height is lowered about an inch and a quarter. The car feels fast in corners, definitely sporty when you push it, but it's comfortable enough not to be abusive over gravelly roads or choppy pavement.

There are relatively few cosmetic changes inside and out. The exterior is dressed up with hood and windshield graphics, chevrons, an optional rear spoiler, a blacked-out Saleen panel in the back and, of course, badging. The cockpit gets some minor stitching on the headrests and slightly modified gauges. Our test cars wore 19-inch, five-spoke wheels; optional 20-inchers and the base 18s also are available. Otherwise, it's a stock Ford Mustang GT, though even at a glance, there's obviously something special about this steed.

Saleen is looking to sell a modest 300 units of the 435S for the 2010 model year, and it's really the entry-level model in Saleen's new lineup. The S281, revealed at the SEMA show, offers even more power, gaudier styling and perhaps a return to the lofty “American exotic” status Saleen once strived for.

Steve Saleen is gone; his new speed shop actually competes with his former company. But if the 435S and the S281 can conjure the emotions and visceral appeal of their forerunners, this new (old) Saleen might pull off an improbable comeback.

2010 Saleen 435S Ford Mustang

ON SALE: Now

BASE PRICE: $39,940

DRIVETRAIN: 4.6-liter, 435-hp, 425 lb-ft supercharged V8; RWD, five-speed manual

CURB WEIGHT: 3,535 lb

0-60 MPH: 4.6 sec (mfr)

FUEL ECONOMY: 17 mpg (mfr)

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.

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.

BMW has revealed a radical vision for its future performance-oriented models in a spectacularly styled concept car whose combination of M3-rivaling acceleration and Mini Cooper-beating fuel economy will likely make it one of the stars of this year's Frankfurt motor show.



Called Vision EfficientDynamics, the one-off coupe is a mobile showcase for lightweight construction and plug-in hybrid drive technology, while featuring a variety of futuristic styling, packaging, aerodynamic, lighting and interior ideas under development at the German carmaker's heavily cloaked FIZ development center in Munich. Many of the concepts are planned for use on upcoming BMW road cars, including an exciting Z10 EfficientDynamics range-topping model due by 2015.

At the heart of the concept car is an advanced diesel-electric hybrid system, based on a compact turbocharged 1.5-liter, three-cylinder common-rail diesel engine that will first appear in the second-generation 1-series due in 2011.

The front-mounted engine features a gutsy 163 hp and 214 lb-ft of torque, making it more powerful than the latest and most-economical version of BMW's existing turbocharged 2.0-liter four-cylinder. It channels drive to the rear wheels via a version of the Getrag-developed six-speed dual-clutch gearbox introduced on the M3.

The diesel engine is supported by a pair of electric motors mounted at the front of the gearbox, one supplying drive to the rear wheels, the other to the front wheels via a single-speed transmission.



The electric motor for the rear wheels produces 25 kilowatts and 214 lb-ft of torque, but is capable of up to 38 kilowatts for short bursts. The motor driving the front wheels delivers 60 kilowatts and 162 lb-ft of torque, but can supply up to 104 kilowatts momentarily. Altogether, the combined diesel-electric powertrain is good for 356 hp and 590 lb-ft of torque.

This endows the 3,069-lb concept with a power-to-weight ratio close to that of 4.0-liter, 420-hp V8-powered M3, and with a comparable 4.8-second 0-to-62-mph time, according to BMW. At the same time, BMW says its hybrid concept should be good for a combined fuel-economy rating of 90.2 mpg.

Electricity comes from plugging into to the grid, or from regenerative braking and coasting. Recharging is estimated at 2.5 hours at 220 volts, or just 44 minutes at 380 volts. The 187-lb lithium-polymer battery pack produces up to 364 volts and has a storage capacity of 10.8 kilowatt-hours.
white and black cockpit of BMW Vision EfficientDynamics concept.
A picture of white and black cockpit of BMW Vision EfficientDynamics concept.



The interior of BMW's Vision EfficientDynamics concept includes an iDrive controller.

Depending on the driving conditions, the Vision EfficientDynamics is engineered to run exclusively on its electric motors, the diesel engine or a combination of diesel and electric motors. Maximum range in pure electric mode is estimated at 31 miles, with the diesel engine offering an additional 400 miles.



Together with improved versions of BMW's brake-energy regeneration, auto stop/start and active air control, the Vision EfficientDyanmics also adds a feature to its arsenal to help bolster energy efficiency in the form of what BMW describes as a thermo-electric generator integrated into the exhaust system. Originally developed for use in spacecraft, it converts thermal energy into electrical energy by way of a semiconductor, which is then used to power features such as the steering, air conditioning and seat-adjustment motors.




As well as highlighting technical developments expected in BMW production cars within the next five years, the Vision EfficientDynamics also acts as a template for BMW's future design lineage. The first car to be styled completely under BMW Group design boss Adrian von Hooydonk adopts a radical shape that features ideas that should begin appearing on all BMW models in the near future.

Von Hooydonk's team has attempted to instill visual lightness within the body of BMW's latest concept through the extensive use of glass covering most of the hood, roof, sides and trunk lid. The team also has taken liberties with traditional BMW elements, such as the concept's interpretation of the kidney grille.

Inside, the Vision EfficientDynamics offers 2+2 seating, accessed via butterfly-style doors that extend along the complete side of the car. A prominent center tunnel divides the plush leather-lined interior, which features a futuristic-looking dashboard and associated trim panels mirroring the layered surfacing of the exterior.




A better Bangle?

Since the appearance of the X Coupe concept car at the Detroit auto show in 2001, the design of BMW's road cars has been heavily dictated by what its former design boss, Chris Bangle, liked to describe as flame surfacing--a combination of convex and concave forms within the body surfacing conceived to lighten the visual effect of the sheet metal.

With the unveiling of the Vision EfficientDynamics at this year's Frankfurt motor show, new design boss Adrian von Hooydonk is heralding a new direction in BMW design, described as "layered surfacing." The new look doesn't consign flame surfacing to the dustbin, but instead strives to enhance its effect even further. It involves layering one surface on top of another to improve aerodynamic efficiency and to achieve a more cohesive and harmonious appearance.



For example, the shape of the A-pillars channel the flow of air in the same way as the rear lights with their wing profile, according to von Hooydonk. The concept also boasts very few cooling ducts and a full length undertray, all of which results in a low 0.22 coefficient of drag.




"By using the structure of the surface without adding any appendages, we're able to optimize the air flow," says von Hooydonk, who rose to prominence following the unveiling of the Z9 Grand Turismo concept at the 1999 Frankfurt motor show, a car which previewed the look of today's 6-series.

We still have good vibes from the first photos of the new Ferrari 458 Italia, which were released a month ago. So we're happy to get more photos of the new Ferrari in advance of its rollout in Frankfurt next month.



This new batch of photos gives us a first look at the 458 Italia's interior. Ferrari says the design of the steering wheel and gauge cluster is a step forward in ergonomics.

There are no stalks on the steering column of the 458 Italia. Most of the controls are on the steering wheel or grouped into pods that flank the wheel. The design takes its cues from Ferrari's Formula One cars.




Controls on the steering wheel are the turn signals, wipers, suspension setting and engine start. Transmission shift paddles and audio controls are mounted on the back side of the wheel.



The pod to the right of the wheel has controls for the navigation unit, rear parking camera and infotainment unit. The pod to the left of the wheel has controls for cruise control, on-board computer and changing the look of the left display screen in the gauge cluster.



More info on the car, including a video interview with Paolo Pininfarina, chairman of design firm Pininfarina S.p.A, talking about the design philosophy of the 458 Italia, is available at http://speciali.ferrari.com/458italia/index_en.html.

Maserati will debut the GranCabrio, its first four-seat convertible, at the Frankfurt motor show.

The GranCabrio is a soft-top variant of the four-seat GranTurismo. It has a roof that opens or closes in 28 seconds and will go on sale by the end of this year. The price is expected to start at 125,000 euros in Europe, or about $179,000 at current exchange rates.



The convertible was styled by Italian design house Pininfarina, which also styled the GranTurismo and Quattroporte sedan for the Fiat S.p.A. subsidiary.

The GranCabrio is powered by Maserati's 440-hp, 4.7-liter V8.

Maserati says the GranCabrio's 115.7-inch wheelbase--the same size as the GranTurismo--is the longest in its category, giving more room for rear passengers.

The GranCabrio completes the three-car Maserati family with the GranTurismo and Quattroporte sedan.




The car will add volume to the company's sales, especially in the crucial U.S. market, which is expected to be the biggest market for the convertible.




Maserati's unit sales were down 48.2 percent to 2,326 in the first half, which the company said was in line with a 47-percent decline in its market segment.

A Bentley was on display at last year's event.

With fall just around the corner and summer car-show season beginning to fade, a nice transition will be held this Sunday when the Washington Redskins play host to their second-annual Redskins Rides event.

Pigskin and sheetmetal fans can satisfy their dual addictions with the show at the Redskins' practice facility in Ashburn, Va.

Last year, more than 3,000 attended the event, and players Antwaan Randle El, Jason Campbell and Chris Cooley were among the headliners who appeared from the team.

This year, cars, 'Skins players, food, cheerleaders and music are on tap for the event, which runs from noon to 7 p.m. Tickets are $15 for adults, $10 for youths, and children ages three and younger are free.

Look for vintage and exotic cars, and the categories will include best classic and best custom. There's also an award for the best ride brought by a Redskins player.

Proceeds from the event go to the Easterns Community Care Foundation and the Washington Redskins Charitable Foundation.

Dueling beauties--the new Jaguar XJ and Porsche Panamera sedans.

Seen last week in California: the redesigned Jaguar XJ sedan is parked next to the new Porsche Panamera sedan. As far as we can tell, it's the first time that these two new cars have stood side by side, a world exclusive. And we want to know--which one would you put in your garage? Let us know in the Comments section below.

Barreling around the racetrack, there's little lean entering the corners, plenty of thrust on exit and a monster amount of grip everywhere, and if it feels taxed at all, it's ever so briefly as the nose aims left and up from turn five for the steep climb out of the esses.

Road Atlanta is plain ol' fast, and the BMW X6 M does well to keep pace, spilling gobs of power all over the track, blazing down the long back straight to nearly 140 mph, maneuvering like no two-and-half-ton pile of metal should. It's exhilarating stuff, to be sure, only we're left asking very many questions, and all of them are: Why?

Why would BMW make an all-wheel-drive M vehicle? Or an automatic M? Or an M ute at all?

Truth be told, the regular X6 makes little sense. It's a sport-ute (regardless of BMW's insistence on calling it a “sport activity vehicle”) with most of what makes the breed useful--that is, cargo hauling--lopped off in the name of coupelike styling while keeping the penalties intact, namely, a high center of gravity and lots and lots of mass. Stuffing it full of 555 hp, offering a bevy of performance-enhancing electronics and slapping a big M badge on its sloping butt makes it a heckuva lot of fun, but it's still a quirky vehicle with little compelling argument for its existence except that it's, well, compelling.

And for some enthusiasts, that's all that matters, which, we suppose, answers all those whys.

The magic for turning its 5,247 pounds into a road-going rocket is the specially tuned M engine, based largely on the 407-hp, twin-turbo 4.4-liter V8 found in the X6 xDrive 50i and the 750i. BMW swapped out the regular turbochargers on the base 4.4-liter for a pair of high-efficiency twin-scroll units, which themselves feed off a unique exhaust manifold that shuttles the outflow from paired but opposing cylinders to each scroll. This ensures a delivery of almost constant exhaust pressure to each turbo-charger, making throttle response almost immediate and turbo lag virtually undetectable.
A view from the back of the 2010 BMW X6 M.
A picture of A view from the back of the 2010 BMW X6 M.
BMW



A view from the back of the 2010 BMW X6 M.

Torque pours out in piles wherever you ask for it, too, and in any of its six gears, a full 500 lb-ft is on hand from 1,500 rpm to 5,650 rpm, which helps propel the X6 M to 60 mph from a standstill in about 4.5 seconds. Throw in some curves, and the X6 M feels nearly as fast and just as stable, partly because of BMW's active roll-stabilization system, which locks up the antiroll bars in response to body lean.

Although we'd prefer some version of a dual-clutch box over the automatic, the six-speed transmission, largely a carryover unit from the regular X6, does bang out the shifts in quick fashion, either left in full auto mode or when accessed via a pair of big paddles mounted behind the steering wheel.

Stopping duty falls to a giant set of brakes, four-piston calipers squeezing 15.6-inchers up front with single-pot rears on 15.2-inch discs. Like the tranny, the suspension makes its way from the standard X6 largely intact; its double-wishbone front and multilink rear get stiffer springs and dampers, while the whole body sits a half-inch lower. Still, even with its standard 20-inch wheels and run-flats, there's enough space in the wheel wells that the X6 M looks as if it could stand to drop another couple of inches. At least.

The only visual giveaways that this X6 gets the M treatment, beyond the badging,

are those larger wheels, vents just behind the front

fenders, bigger air intakes up front and four tailpipes peeking out back. All told, the X6 M will run you $90,550. That quirky styling comes at no extra charge.

2010 BMW X6 M

ON SALE: Fall

BASE PRICE: $90,550

DRIVETRAIN: 4.4-liter, 555-hp, 500-lb-ft twin-turbocharged V8; AWD, six-speed automatic

CURB WEIGHT: 5,247 lb

0-60 MPH: 4.5 sec (est)

FUEL ECONOMY (EPA): 17 mpg (est)

General Motors expects that the Chevy Volt will get an EPA city fuel-economy rating of 230 mpg, and a combined fuel economy rating of triple digits, CEO Fritz Henderson said Tuesday.

The ratings will be based on a new test that the EPA is developing for plug-in electric hybrids. The highway and combined figures were not announced. The Volt is expected to travel 40 miles on electric power before a generator kicks in to extend the range to more than 300 miles.

"The Volt is becoming very real, very fast," Henderson said with emphasis Tuesday morning at an event to showcase GM's new products.

Henderson estimates it could cost as little as 40 cents to fully recharge the Volt.

"A car that can achieve triple digit fuel efficiency can and will be a game-changer for us," he said.

The price of the Volt has not been announced, but it is expected to be around $40,000. Henderson said a possible $7,500 tax break could make it more affordable for many buyers.

He did admit there are still hurdles for the car--namely--recharging it in urban areas where street parking is common.

Henderson also said that GM is developing a new small Cadillac sedan that will be positioned below the CTS. He did not say when the new Cadillac would go on sale. Rear-wheel and all-wheel drive will be features. Henderson confirmed that the CTS coupe and a high-performance V version will go on sale this year.
GM CEO Fritz Henderson announces that the Chevy Volt will get 230 mpg in city driving.
A picture of GM CEO Fritz Henderson announces that the Chevy Volt will get 230 mpg in city driving.
GM



GM CEO Fritz Henderson announces that the Chevy Volt will get 230 mpg in city driving.

The Volt and new Cadillacs are part of a product blitz of 25 new vehicles GM is launching through 2011.

A few years after Lexus touched off the luxury-crossover craze with its RX 300, Cadillac chose to offer the SRX--a completely different, angular tall wagon with a rear liftback built on its rear-drive CTS sedan chassis.

Although the SRX was excellent, its showing in a marketplace seeking stylish RX-like crossovers wasn't good. Since it introduced the SRX as a 2004 model, Cadillac has sold a total of 120,000; Lexus sells about 90,000 RXs every 12 months.

Cadillac appears to have learned from that lesson with the 2010 SRX, a true luxury crossover in every sense. The five-seat, two-row model, on sale now and more widely available in September, offers the perfect combination of panache, power and practicality that has drawn droves of buyers to the growing luxury-crossover market.

The SRX has a lot riding on its chiseled haunches, and it delivers, with an impressive array of technology, powertrains and road presence worthy of the wreath and crest. Tops in the techno department is the Haldex all-wheel-drive system with electronic limited-slip rear differential. The system, with some improvements, is lifted directly from the Saab Turbo X. It produces impressive grip and stability using power, rather than braking, to correct its path and dig its way around corners. The optional (and recommended) AWD system is mated to a 3.0-liter direct-injection V6 that produces 265 hp and 223-lb-ft of torque. An optional turbocharged 2.8-liter, 300-hp, 295-lb-ft V6 shared with Saab will be available only on AWD models in October. Six-speed automatics are used in all models. Power from the base 3.0-liter is ample and well managed by the gearbox; waiting for the turbo may not be necessary.

The chassis is not derived from the similarly sized Saturn Vue and Chevrolet Equi-nox; the SRX employs all-new architecture. Buy your SRX with AWD and the uplevel 20-inch wheels, and you also get Cadillac's continuously variable “real-time” damping.

The suspension system is miraculous in the way it undetectably smooths bumps by adjusting shock rates in response to road conditions. The net effect is a vehicle that remains planted and poised. The system also provides ample body control in cornering, despite the vehicle's tall stature and two-ton-plus weight. Those used to the dull ride of Cadillacs past will complain that the SRX suspension is too taut, while CTS owners will find it just about right. Steering is spot on and steady, but we found the brakes somewhat underwhelming though capable.

There's a lot to like inside, from the stitched leather surfaces, to the information reports in the center of the speedometer, to the LED turn-signal “repeaters” in the instrument panel. Fits are excellent throughout, and the layout of all the various systems is good though a little busy. The rear seatbacks fold completely flat, opening up a huge expanse of cargo space.


Another view of the SRX crossover.

The 2010 SRX represents Cadillac's first car under the umbrella of the “new” General Motors. If GM keeps making cars like this, it certainly won't be the last.

2010 Cadillac SRX

ON SALE: Now

BASE PRICE: $34,155

DRIVETRAIN: 3.0-liter, 265-hp, 223-lb-ft V6; FWD, six-speed automatic

CURB WEIGHT: 4,224 lb

0-60 MPH: 7.8 sec (mfr)

FUEL ECONOMY (EPA): 21 mpg (FWD)

A picture of The Bugatti Veyron Grand Sport will rocket from 0 to 62 mph in 2.7 seconds.
The Bugatti Veyron Grand Sport will rocket from 0 to 62 mph in 2.7 seconds.

When Bugatti launched the Veyron, the world was a very different place. More people had money, for sure, and far more moneyed folk were happy to show the world what they could afford.

Into a very different world marches the convertible version of the Veyron, the nearly $2 million Grand Sport. Even those people who have money are finding it prudent not to demonstrably splash it around, even if this car is--almost certainly--the most astonishing convertible ever built.

Other things have changed, too.

When Bugatti launched the Veyron, there was no public consciousness about it. It was just another oddly shaped machine that barely drew a look. That's all gone. Even in car-hating France, people know what the Veyron is. And they love it. They cheer for it. They raise their thumbs for it. They take photos on raised Nokias. When it parks, they call their friends, who all come down to take their own photos.




This is what Ferraris used to be in the 1960s--but faster, stronger and better built.

Taking the roof off any car is dangerous. Convertibles don't feel as composed in corners, they struggle in crash safety, and their windscreens wobble on bumpy corners. Not the Veyron. The carbon-fiber chassis was redesigned around the windscreen pillars, down in the sills and behind the driver to cope with the forces.

And what forces. Nothing in series production accelerates the way a Veyron does, and the Grand Sport lost nothing in translation from the coupe. It's a touch heavier, at 4,387 pounds, but it will still disdainfully explode past 62 mph in 2.7 seconds and smash beyond 124 mph in 7.3 seconds, and 186 mph--considered an end-goal speed for most sports-car makers--will be dead and buried in 16.7 seconds.
The four-turbo, 7.9-liter W16 in the Bugatti Veyron Grand Sport is rated at 1,001 hp.
A picture of The four-turbo, 7.9-liter W16 in the Bugatti Veyron Grand Sport is rated at 1,001 hp.

The four-turbo, 7.9-liter W16 in the Bugatti Veyron Grand Sport is rated at 1,001 hp.

And in spite of Bugatti claiming not to have done much to the driveline--with 1,001 hp, 921 lb-ft of torque and a seven-speed dual-clutch gearbox--Bugatti heard few complaints about urgency. The noise pedal unveils the biggest change from coupe to convertible.

If you're not careful, both Bugattis will crush the air out of your lungs so hard that you'll feel as if you've been spit out of a submarine. Yet with the roof off (and stowed somewhere other than in the Veyron, which can't carry it), the Grand Sport becomes involving and passionate and menacing in ways the coupe never could.

If you could level one criticism at the monster W16, four-turbo Veyron 16.4 coupe, it is that the noise didn't match the fury that the engine must have felt to propel the damned thing so brutally. Not anymore. The induction starts it all at low revs, followed by the exhaust, and at about 1,500 rpm, the turbos begin their demonic whistle. None of them will cede superiority to the other, and it becomes an escalating cacophony, bellowing and bruising the air around it.

If anything, the Grand Sport is even easier to drive. The lateral grip is prodigious, the brakes (on a public road, at least) are unfailingly strong, the all-wheel drive still works superbly, the springs are a fraction softer, and the Michelin tires are more progressive when they run out of grip (which takes some doing).




The cynical ones might think that a convertible Veyron obviously would be a lesser Veyron. They are wrong.

Only 150 Grand Sports ever will be built, and it's hard to imagine the day when it ever will be outclassed, outsprinted or outposed. Against most machines, it's expensive. Against other things that line up at the million-euro mark (the Ferrari Enzo, the Maserati MC12, the Lamborghini Reventón, to name a few), the engineering runs so deep it's a bargain.
Bugatti redesigned the Veyron's chassis around the windshield pillars for the convertible version.
A picture of Bugatti redesigned the Veyron's chassis around the windshield pillars for the convertible version.

Bugatti redesigned the Veyron's chassis around the windshield pillars for the convertible version.

SPECS

2009 Bugatti Veyron 16.4 Grand Sport

ON SALE: Now

BASE PRICE: $2 million (est)

POWERTRAIN: 7.9-liter, 1,001-hp, 921-lb-ft, quad-turbocharged W16; AWD, seven-speed dual-clutch sequential manual

CURB WEIGHT: 4,387 lb

0-62 MPH: 2.7 sec

FUEL ECONOMY: 10 mpg

The size of the redesigned Mercedes-Benz E-class family is growing with the upcoming release of the wagon body style.



The E-class wagon will get its formal debut next month in Frankfurt, but Mercedes-Benz has released photos.



And there's some info for U.S. buyers: We'll get only one version of the new wagon, at least to start. The E350 4MATIC arrives in U.S. showrooms next June as a 2011 model. Yes, four-wheel-drive is standard. A Sport trim is available, with unique grille, revised fascias and cross-drilled front discs with painted calipers.



Under the hood is a 3.5-liter V6 rated at 268 hp. It's mated to a seven-speed automatic transmission. We continue to hold hope for a diesel version.

The E-class wagon gets the full suite of safety technologies introduced on the new sedan and coupe, along with a self-leveling rear suspension.

Two long-gone luxury liners, a 1939 Delahaye and a 1934 Packard, won best of show honors Sunday at the 30th Meadow Brook Concours d'Elegance, standing out from a field of 250 pristine cars from bygone eras on a sun-drenched afternoon of nostalgia in suburban Detroit.



The Delahaye 165 Cabriolet by Figoni & Falaschi won in the European category, while the Packard V-12 Sport Sedan by Dietrich, a ghost of Detroit's luxury car-making past, returned to grab top honors among the American products.

The Delahaye, a drop-dead gorgeous maroon showpiece dripping in chrome and set off with yellow headlights, also won the People's Choice award. It's from the Peter Mullin Automotive Foundation. Delahaye was a French luxury car company that disappeared after World War II.



The stately Packard had 160 hp and was from collection of Ray Scherr. It was an encore victory for him, as his 1938 Alfa Romeo 8C 2900B Spider Touring also won best of show in the European class in 2007.

A 1938 Brough Superior SS-100 owned by Jack Wells won best of show in the motorcycle field.

Though plenty of awards were given out, the event was also about enthusiasts reveling in museum-quality cars rarely seen on public streets, including Duesenbergs, Cords and Auburns. Cadillacs, Lincolns and elaborate Chryslers also were featured prominently.



But organizers have made an effort to diversify the concours from simply old cars, and this year it had a field of about a dozen drag racers from the early days of the sport. Indeed, one of the afternoon's highlights was when many of the drag cars fired their engines--emitting deafening growls and a haze of exhaust to the delight of the crowd.

As usual, the show had many themes. Fins and Chrome: The Convertibles of 1959, drew plenty of interest, as a pink Cadillac and white Thunderbird were two of the more striking exhibits. The “Swoopy Coupes” display illustrated the lines and stylings of cars from another time, including a dramatic 1941 Lincoln Zephyr.




In a show of support for its beleaguered hometown car companies, Meadow Brook honored General Motors, Ford and Chrysler with a “Best of Detroit” theme, and about 90 cars from the Big Three were on display.

There was also a trio of orange McLarens, celebrating the 40th anniversary of the company and its many racing exploits, including the 1974 car Johnny Rutherford drove to victory in the Indianapolis 500.



Perhaps the ultimate ghost car at the show was a 1967 Ferrari 330 P3/4 Spyder owned by Hollywood director-turned car guy James Glickenhaus. Officially, this red racer wearing chassis No. 0846 was scrapped by Ferrari after being damaged in crashes. But the car on display might have the tube frame chassis and other components from the original, which won the 1967 Daytona 24 Hours. Its case is bolstered by damage marks on the frame and race inspection marks from Le Mans.

Ferrari made these rare cars in direct response to Ford's overwhelming 1966 Le Mans triumph. The car at Meadow Brook had the body of a P3, but was modified to hold the engine of a P4--hence the name.






Less controversial was another Glickenhaus car, a bright yellow Ferrari Dino 206 Competizione, which also attracted plenty of attention.



Other headliners included a rare 1934 Alfa Romeo 8C 2300, which made its North American debut at the concours, a 1954 Fiat 8V Supersonic and a 1911 Hupmobile. A 1934 Packard owned by AutoWeek Editorial Director Keith Crain was also among the honorees.



Organizers were hoping for a crowd of 10,000, the record-tally drawn last year, and the turnout appeared to be strong. It's held in the shadow of Meadow Brook Hall, a 1920s castle-like structure that's the former residence of Matilda Dodge Wilson, the widow of auto pioneer John Dodge.

Nissan has taken the wraps off its production-bound electric vehicle, named Leaf, that is plans to sell in Japan, the United States and Europe.

The Leaf seats five and measures 175 inches long--about the same size as a Versa sedan. It uses an 80-kilowatt AC electric motor and draws from a laminated lithium-ion battery pack--the same type of batteries used by cellular telephones and laptop computers. Nissan says the Leaf will have a driving range of 100 miles. The battery pack is mounted under the car's seats and floor.




Using a direct-current quick charger, Nissan says the Leaf's battery pack can be recharged up to 80 percent in less than 30 minutes. Recharging at home, with 200-volt AC service, will take less than 8 hours. Regenerative braking is also a key factor in extending the Leaf's range.




Nissan says the Leaf will be priced at about the same as a well-equipped C-segment vehicle--such as the Sentra--which points toward a sticker price somewhere near the $30,000 range.




Power-saving technologies include the use of light-emitting diodes for the headlamps, which are also shaped to direct airflow around the front door mirrors. Owners will be able to use their mobile phones to command the car's air conditioning to turn on.



Nissan plans to build the Leaf at its assembly plant in Smyrna, Tenn. It recently received funds from the U.S. government to build a battery-making operation in Tennessee.

SPECS

Length: 175.0 inches

Width: 69.7 inches

Height: 61.0 inches

Wheelbase: 106.3 inches

Driving range: 100 miles

Maximum speed: more than 90 mph

Motor type: AC motor

Maximum power: 80 kW

Maximum torque: 280 Nm

Battery type: laminated lithium-ion battery

Total capacity: 24 kilowatt-hours

Power output: more than 90 kilowatts

Energy density: 140 Wh/kg

Power density: 2.5 kW/kg

Number of modules: 48