2012 Mini Coupe and Roadster

2012 Mini Coupe and Roadster

If you’ve ever had the unfortunate experience of sitting in the rear seats of a Mini Cooper hatch or convertible, you might have wondered why the second row even exists at all. For anyone larger than a seven-year-old, the back seats serve better use as a parcel shelf than as human-holders. Mini has two solutions to this problem: make the whole car bigger, as it has done with the Countryman, or do away with the seats altogether. The latter strategy will be employed by Mini’s upcoming Coupe and Roadster, seen here wearing mild camouflage.

After debuting in concept form at the 2009 Frankfurt auto show, the Coupe and Roadster were essentially confirmed for production when Mini announced it would add two new models to its assembly plant in Oxford, England. Here, our spy shooters have gotten the first glimpse of these two-seaters looking nearly ready to hit the assembly line.

Unlike the Countryman, however, both of these mini Minis are expected to blend right into the family, sharing the same dash layout and front-end styling from the A-pillar forward as the updated 2011 Mini hatch, Clubman, and convertible. But from there back, these little guys will have a faster windshield and the obvious roof changes that give them a sportier look than the hatch and convertible. We’re still not sold on the styling of either car at this point. The Coupe’s proportions seem a bit off, and its roof spoiler appears tacked on, toupee-style. The Roadster looks too soft and reminds us of a bobbed first-gen Audi TT. Both cars will have an active rear spoiler, which can be seen deployed in some of these photos.

Under the skin, the duo is based on the Cooper convertible. We expect the powertrain lineup to include Mini’s turbocharged 1.6-liter four-cylinder in two forms: the 181-hp Cooper S and the higher-output, 208-hp John Cooper Works. The coupe we caught looks to be tuned already with JCW bits, as it has the package’s larger exhaust tips, JCW wheels, and red Brembo brake calipers. The Roadster seen here appears to be an S model. If either car is offered in base trim, it’ll be moved by Mini’s 121-hp naturally aspirated 1.6-liter.

Each of these cars is projected to shed a little bit of weight compared with the hatch and convertible. Neither will carry the burden of rear seats, and the Roadster will get a manually operated top, eschewing a complex (and heavy) power system. The Coupe’s smaller lid is expected to be rendered in aluminum. With both cars looking so close to production-ready, we believe they’ll surface at an auto show very soon and hit showrooms later this year.

Mini Cooper, 2014 Mini Cooper Hybrid Spy

Mini Cooper, 2014 Mini Cooper Hybrid Spy
Due in about three years, the next-generation Mini Cooper will offer a four-wheel-drive version. There’s a catch, though: The rear wheels will have no connection to the engine. The car will be a hybrid, and the rear wheels will exclusively be turned by an electric motor.


As BMW switches the next-generation 1-series to front-wheel drive, and expands the Mini portfolio with several new models, the Bavarians are looking at options for hybridizing its upcoming front-wheel drivers. To expedite the process, BMW recently announced a partnership with PSA Peugeot Citroën to develop hybrid tech for front-drive applications. Although BMW presently offers hybrid versions of its X6 and 7-series, each uses a rear-wheel-drive-oriented system co-developed with other companies—and neither is especially frugal. PSA, on the other hand, is launching the Peugeot 3008 Hybrid 4 this year, a compact MPV on a front-wheel-drive platform with a rear-mounted electric motor powering the rear wheels. BMW seems to see its smaller cars heading in this direction.

In this test mule, we can see that the electric motor is connected to the rear axle. The extra power and enhanced launchability should give it a decisive advantage over front-drive Minis, and while the motor and battery pack will add unwelcome weight, at least they’ll be mounted low in the chassis. That said, the production cars won’t be quite as low to the ground as the mule seen here. The hybrid module will likely be offered in a number of Mini derivatives; from the “regular” Mini Cooper up to the Countryman.

It’s not yet clear what kind of combustion engine Mini will pair with the electric drive system, although both diesel and gasoline mills would be compatible. The hybrid won’t share much technology with the Mini E, and we are optimistic that—unlike in that fully electric Mini—rear seating will be part of the package.

Like the original Mini, today’s Cooper is most at home in cities, and it’s in the slow, stop-and-go traffic that hybrid systems best deliver their benefits. The Mini remains hot for fashionable urban drivers, and it’s possible that a hybrid version will up the chic factor for these shoppers—even if it is very late to the eco-party.

How will the hybrid versions be positioned in the Mini lineup? Peugeot priced the 3008 hybrid at the very top of the car’s price ladder. With more power and all-wheel drive, the hybrid Minis are likely to be the most expensive in their ranges, too. It also remains to be seen how much the extra weight and complexity will diminish the Mini models’ playful character.

2012 Porsche Panamera Turbo S

2012 Porsche Panamera Turbo S

It was inevitable—and reported by us just yesterday—that Porsche would further extend its Panamera range. Just a couple of years after the launch of the Panamera Turbo, Porsche is adding a Turbo S to the lineup by squeezing another 50 hp out of its awesome 4.8-liter, twin-turbo V-8. This model is not exactly a surprise: The Panamera’s V-8 engines are shared with the Cayenne, and the last-generation Cayenne was already offered with a 550-hp variation. (Here's a wild prediction: Porsche will add a new Cayenne Turbo S soon.)

The Panamera is a big and heavy car, but it shines as it thunders down the road at surreal speeds. Modified engine management and improved titanium-aluminum turbochargers enable the aforementioned 550 hp, as well as 553 lb-ft of torque, up from 516 for the regular Turbo. In the chassis’s "Sport" and "Sport Plus" modes, an overboost function increases the twist to a wild 590 lb-ft. The regular Turbo can muster an already-impressive 568 lb-ft under overboost, which is accessed by paying for the Sport Chrono package. This package is standard in the Turbo S.

The added power translates into performance you won't need to complain about: Porsche says 60 mph can be achieved in 3.6 seconds, but we clocked the regular Turbo at 3.3. Figure a tenth or two quicker than that, thanks in large part to the seven-speed dual-clutch PDK automatic, which includes a launch-control function. It is the only available transmission. The company claims a top speed of 190 mph, but based on our testing, the real-world figure will be higher by about 5 mph. If you care, Porsche has no final fuel-economy ratings yet, but it says they will be close to the Turbo’s city/highway figures of 15/23 mpg.

No major changes were made to the chassis, which can be considered supremely competent even among high-performance sedans, but the rear track has been engorged by specific 20-inch Turbo II wheels. Europe gets the option of low-rolling-resistance tires on 19-inch wheels, which increase efficiency—yippee!

The slight performance increase comes at a not-so-slight premium. Porsche is asking for a cool $174,175, as opposed to the $136,275 required for a Panamera Turbo. For that money, you get some of the Turbo’s performance options as standard (Porsche Dynamic Chassis Control, Sport Chrono, etc.), as well as side skirts out of the "Porsche Exclusive" parts bin and the choice of special color combinations. Agate gray metallic is exclusive to the Panamera Turbo S, and inside there are two color combos—black/cream and agate gray/cream—that you can't get on any other Panamera. We predict these color choices will prove to be especially popular among Turbo S customers, who will be eager to point out to their friends exactly what they got for an extra $38K. (It’s worth mentioning that Porsche also offers a $21,000 Power Pack to upgrade your Panamera Turbo to 540 hp, but it doesn’t include all the S goodies.)

The spacious Porsche hatchback remains the second-fastest sedan in the VW Group—the Bentley Continental Flying Spur Speed has a top speed of 200 mph—and that’s not likely to change for a while, at least until the Bugatti Galibier comes to market. And, if anything, it will serve as a nice benchmark for Audi and its upcoming RS6. Is anyone else enjoying VW Group’s high-powered supersedan civil war as much as we are?

2011 Audi A8 4.2 Quattro

2011 Audi A8 4.2 Quattro

The new A8 is the sweetest, most sophisticated executive sedan Audi has ever produced. Audi is also calling it the sportiest A8 yet. At a glance, this may seem a little difficult to digest. It’s hard to equate two-ton curb weights (specifically, 4436 pounds) with sporty—but that’s one of the many pleasant surprises about this thoroughly cultivated conveyance.

Basics: This is the fourth generation of Audi’s premium sedan. Like the other established players in this profitable game—BMW 7-series, Jaguar XJ, Lexus LS460, Mercedes S-class—the latest big Audi has grown bigger. At 117.8 inches, the wheelbase has stretched 1.9 inches, overall length has increased 2.9 (to 202.2), width has expanded 2.1 (to 76.7), and the roofline sits at 57.5, a 0.6-inch increase. If you’re inclined to wear a Panama hat, don’t worry about headroom. Or any other kind of room, for that matter—though we’d hate to spend time perched on the center rear seat, normally covered by a fold-down armrest equipped with cup holders and climate controls.

Audi’s extensive use of aluminum helps keep weight somewhat in check despite the standard all-wheel-drive system. And a slick new ZF eight-speed automatic transmission—plus the addition of 22 ponies to the 4.2-liter, direct-injection V-8—makes the A8 livelier than its curb weight suggests.

The engine’s basic specifications haven’t changed; the gains were achieved by adding Audi’s variable intake-valve-lift system and reducing internal friction. What this produced was a surprising 0-to-60-mph sprint in 5.1 seconds and an equally vigorous quarter-mile in 13.7 at 104 mph. That 0-to-60 time is quicker than even the previous-gen S8’s. That would be the 450-hp, V-10–powered S8.

Equally remarkable, Audi’s powertrain troops have simultaneously achieved an increase in fuel-economy expectations. Standard A8 or long-wheelbase A8L, the EPA ratings are 17 mpg city and 27 highway (21 combined). This compares with 16 and 23, respectively, for the outgoing car and tops the highway ratings of all the big luxosedan offerings from BMW, Jaguar, Lexus, and Mercedes—including hybrids. Only the Mercedes S400 hybrid and the Lexus LS600h come close to the A8’s overall ratings by matching its 21-mpg combined figure.

As usual, in our zeal for exploring every erg of  horsepower, our observed economy—17 mpg—was less impressive, falling right on top of the city projection.

Other elements also stand out. Skidpad grip came in at 0.89 g, thanks to a set of Goodyear 265/40 Eagle F1 Asymmetrics on optional 20-inch alloy wheels. From 70 mph, the A8 stopped in a very respectable 160 feet; its top speed—164 mph—is certainly enough to get you into trouble; and its interior noise levels are low.

As an aside, we must note that the subdued interior decibel level isn’t an entirely good thing. There’s very little V-8 reverb to satisfy your inner outlaw, and, more importantly, the A8 is so smooth that it never seems to be going as fast as it is. (We tried to explain this to a Michigan cop one evening. He said, “Uh-huh, this won’t take long.”)

Anyway, good numbers, but the subjective stuff is even better. The variable-ratio steering, for example. At low speeds, it’s quick—just 2.1 turns lock-to-lock in a parking lot. But as speeds climb toward flat-out, where quick might be too quick, it slows down. Steering weight is just right; accuracy is surgical.

However, where the A8 really justifies Audi’s “sportiest” claim is in its composure on lumpy back roads when the g-loads are coming from odd angles and the pace is brisk. BMW wrote the manual on this—a benchmark blend of compliance and agility. Still, Audi’s adaptive air suspension may have added a new chapter. With its combination of forward-weight bias and all-wheel drive, understeer is still the basic dynamic trait. But the push is mild, the threshold of stability-control intervention is high, and the predictability factor is exceptional. The faster you go, the more level the car’s cornering attitude becomes as it hunkers down and attacks the apexes—all this and supple ride quality, too.

Inside, the new A8 is what we’ve come to expect from Audi—tasteful, elegant, and adjustable to just about any personal dimensions you bring to the supportive leather seats. Even Quasimodo could find a comfortable driving position here, particularly with the optional, 22-way-adjustable seats in our test car. In addition to the endless alterations possible, these heavenly cathedras have five different massaging functions from which to choose. It’s the best automotive rubdown we’ve ever experienced and positively shames the functionality in the vastly more expensive Bentley Flying Spur and Rolls-Royce Ghost found elsewhere in this issue.

As you’d demand of a car in this class, the A8 is packed with all sorts of electronic goodies, including a touch-pad update to Audi’s MMI (Multi Media Interface), allowing the operator to make nav-system entries by scrawling them on the pad with a finger, one letter at a time. The system seems able to recognize cryptic handwriting, and the pad can also be used to activate six radio presets.

About the only thing we found to dislike is the new shift system, which seemed a little balky. However, this is one of those elements, like Jaguar’s dial-a-gear, that becomes a nonissue to owners.

As a piece of rolling sculpture, the new A8 isn’t vastly different from the old one. This is not a bad thing. Despite all that engine protruding beyond the front axle, the proportions are attractive, and the new front end, with its bright horizontal grille bars and festival of LED lights, makes an unmistakable identity statement, one that becomes deliciously sinister after dark. Indeed, the A8 looks best in noir, a fact that’s amplified by the U.S. color palette: It includes nine choices, and three of them are variations of black.

Audi of America was still working out pricing as of this writing—the A8 and A8L won’t appear in showrooms until November—but we’ll chance a base prediction of $80,000 (destination fees included).

This will represent a substantial hike over the current A8—by about $5000. With the various options in our test car, you’re looking at about $95,000. Still, the A8 figures to be competitive versus its German rivals. A 2011 BMW 750i starts at $83,875; the long-wheelbase-only 2010 Mercedes S550 starts at $92,475. And even just shy of $100 large, the A8’s worth it.

2011 Audi A8L W12

2011 Audi A8L W12

Most cars are made to be driven, of course, and there is a select group of vehicles that are made to be driven in—the Rolls-Royce Phantom, the Maybach 62, the Ford Crown Victoria. But beyond that, there exists the infinitesimally small number of cars that have been engineered with both missions in mind, offering dynamic excellence for those twirling the steering wheel and five-star appointments for those occupying the rear seats. The 2011 Audi A8L W-12 is one such vehicle, and it satisfies in almost all aspects.

Length and Luxury

The L in A8L refers to “long wheelbase.” Beyond an extra five inches between the front and rear axles, the regular A8 and the A8L don’t differ much. The forward cabins are identical, and most folks won’t be able to tell the difference from outside without the cars parked next to each other. The range-topping model we drove, with a W-12 engine under the hood, gains some additional chrome on its nose and unique exhaust finishers, but the classy, black-tie look applies equally to short- and long-wheelbase A8s.

Slide into the buttery-soft leather of the back seat, however, and the distinction between A8 and A8L is immediately clear. All five inches of extra wheelbase were given to rear-seat occupants, and whereas the already-roomy A8 makes you feel comfortable and cosseted, the studio-apartment-size rear cabin of the A8L makes you feel high and mighty. A panoramic glass roof adds to the expansive feel, and the A8L W-12 sports a pair of power-adjusting heated rear seats, split by a flowing center console that can be optionally equipped with a fold-out table and fridge. (The A8L 4.2 has a rear bench as standard, with the individual seats being an option.) The chairs can be further outfitted with ventilation and massage, and the final frontier for true titans of industry is the relaxation seat. It’s a rear-passenger-side-only personal spa and business-class airplane seat all rolled into one, with heating, cooling, massage, and a power footrest the folds down from the back of the front-passenger seat. Choosing this seat also adds a smorgasbord of rear-entertainment technology, including two 10.2-inch monitors mounted to the front seatbacks, Bluetooth headphones, a separate DVD drive, a pair of SD card slots, a TV tuner, and an additional MMI controller allowing access to navigation and media functions. Additionally, W-12 customers get MMI “navigation plus” as standard. It features a touchpad on the front center console that can decipher inputs drawn with a fingertip. There’s also a special Google search function for the navigation, as well as the A8L’s ability to be its own Wi-Fi hotspot, turning the car into perhaps the world’s nicest mobile office. (The A8 and the A8L go on sale here in November, but the Wi-Fi connectivity won’t be available until sometime next year after a wireless data provider has been chosen.)

Ride or Drive, You’ll Enjoy It Either Way

The W-12 is exclusive to the long-wheelbase model and is the step-up engine from the base 4.2-liter V-8. Now in its second generation, the W-12 has been revised with an increased cylinder bore and direct fuel injection, the latter of which required reworked cylinder heads. The net result is an additional 50 hp and 33 lb-ft of torque for totals of 500 and 461, respectively. Quattro all-wheel drive is standard on U.S. A8s (for now), as is a new, ZF-supplied eight-speed automatic transmission. The eight-speeder provides almost seamless shifts, and it helps fuel economy, too. The car is rated for 26 mpg on the highway in Europe—impressive, even if the test cycle over there is notoriously optimistic. If asked, the gearbox will even execute an eight-to-two downshift during spirited driving.

The air suspension provides excellent wheel control and delivers a plush ride, and the standard “Audi drive select” keeps unseemly body motions in check. Rotors larger than the base A8’s and six-piston front calipers (versus the 4.2’s two-piston binders) handle the braking, and the setup delivers good feedback through the pedal, making modulation an easy task. Compared with the 12-cylinder competition from Mercedes and BMW, the quiet and velvety smooth W-12 is down on power and torque, but you’d be hard pressed to notice by the seat of your pants. Acceleration is definitely brisk, and there are power and torque available for the taking whenever you want them. The car surges forward when requested even during triple-digit autobahn runs. The A8L isn’t an all-out thoroughbred, of course, but it will definitely dance when asked, a trait enhanced by the extensive use of aluminum throughout—keeping weight down—and by the optional understeer-mitigating, torque-vectoring sport differential.

We had one gripe. In our road test of the A8 4.2, we wrote that the weight of the steering is just right and its accuracy surgical. The same can be said of the W-12’s rack, but we found this car’s steering so sensitive that rotating the wheel merely a touch off-center sent the A8L darting rather uncouthly toward the requested direction. Toggling through the dynamic-steering and adjustable-chassis settings did nothing to alter that feeling; the steering was as sensitive in comfort mode as in any of the sportier settings. It made the car hard to drive smoothly and made some rear passengers motion sick. Although we wouldn’t want the feel and accuracy dulled down, cars in this segment demand steering somewhat slower and more refined than this.

Runnin’ Down the Tech

Like the regular A8, the A8L is available with all of Audi’s latest electronannies, including active cruise control with low-speed stop-and-go capability, blind-spot monitoring, lane assist, and night vision. The W-12 adds a lot of the 4.2’s optional equipment as standard, including metallic paint, an upgraded Bose stereo (a 19-speaker, 1400-watt Bang & Olufsen system is a further upgrade), acoustic glass, a power trunklid, four-zone climate control, Bluetooth connectivity, additional aluminum interior trim, ambient interior lighting, and full-LED headlights.

Audi has yet to release pricing on U.S. models, but the W-12 will start at €137,000 in Europe. The last A8L W-12 sold here, the 2009 model, carried a $121,000 base price—look, our pricing is affordable!—and we expect this one to cost some small amount more. Given this car’s mastery of its dual roles, we’d say it’s worth it.

car, 2012 Mercedes-Benz CLS

car, 2012 Mercedes-Benz CLS

We’ve already seen a leaked brochure showing several pictures of the next-gen Mercedes-Benz CLS-class, due in 2011 as a 2012 model. Now you can save your eyes the trouble of straining to see a grainy German brochure, as Mercedes has released official pictures of a European-spec CLS.

The second-gen CLS—the four-door coupe that started a segment—has a more restrained, muscular design this time around. If the first CLS was meant to be mistaken for an Italian car (or so Mercedes’ PR folks said), this one is clearly Germanic, with flared rear wheel arches and squared-off corners. The headlights, which are now completely comprised of LEDs, morph from the previous generation’s amoeba-shaped units to a blocky design similar to the lights on the E-class.

The interior is significantly upgraded, notably ditching dash-mounted COMAND controls for the more intuitive console-mounted knob. The gearshift moves from the center console to the column, as on the S-class and other Mercedes, making the cockpit more spacious. An unusual and charming feature from the first CLS, the matte-finish wood on the dash, will no longer be available. It’s replaced by optional high-gloss wood, piano black lacquer, or carbon fiber (seen in the accompanying pics). Overall, the interior still appears stylish and avant-garde—especially compared with an E-class—but based on the pictures, the intimate, warm atmosphere of the previous generation does not carry through.

Powerrrrr!

Although Europeans will have optional V-6 gas and diesel engines, the North American CLS will be V-8 only. The base car will still be the CLS550, but the old car’s 382-hp, 5.5-liter engine is replaced with Mercedes’ new twin-turbo 4.6-liter V-8, which here makes 402 hp and 443 lb-ft of torque. There will, of course, be an AMG version of this latest CLS. It, too, will retain the first generation’s nomenclature—CLS63—but it will have the new corporate AMG engine. Another twin-turbo V-8, the AMG mill displaces 5.5 liters and cranks out as much as 563 hp and 664 lb-ft in the S63 AMG.

Both CLSs will be sold with Mercedes’ seven-speed automatic, although enthusiasts should keep their fingers crossed that the company will decide to install the seven-speed dual-clutch unit like the one in the SLS AMG. For more sedate shoppers, the new CLS will offer 4MATIC all-wheel drive—the first generation was rear-wheel drive only—available slightly after launch.

Mercedes has said the price for the 2012 CLS will increase one-to-two percent over the cost of the current car. For 2010, the big-boy CLS63 ran $98,825, and the CLS550 rang in at $73,275. When it goes on sale in mid-2011 as a 2012 model, the 402-hp CLS550 might be the most expensive “bargain” on the market.

Audi, 2012 Audi A7 Sportback 3.0 TFSI

Audi, 2012 Audi A7 Sportback 3.0 TFSI

When automakers begin development on a new model, there are typically three or more competing design proposals, one of which is then chosen to make it into metal. This standard operating procedure was discarded with the Audi A7 Sportback, says Audi boss Rupert Stadler: "Everything was right in the first place." Indeed, this large hatchback could be the most beautiful of all Audis. Long, wide, and low, it’s styled with smooth and supremely clean lines. The front end is better proportioned than the latest A8's and seems cool and almost stoic—especially with the optional LED headlights. The side view recalls the most handsome (if not the most reliable) of 1970s hatchbacks, such as the Rover SD-1 and Citroën CX; the rear end is cut off sharply, like an Italian supercar of that same era. This car is free of the gimmicks you'll find on many others in this class, and we haven't talked to anyone who doesn't admire its looks.

Now that we've established that the A7 is beautiful, we’ll note that the car really is little more than a dressed-up, next-generation A6. It uses Audi’s modular longitudinal architecture; a good 20 percent of the A7’s body is made from aluminum, which is more heavily relied on in the more expensive A8, but most of the A7 is made from less costly steel.

Calm and Collected

Our experience behind the wheel of the A7 bodes well for the next A6. The chassis glides over uneven roads with far more grace than before; this is a very comfortable car, with none of the harshness and forced sportiness that characterizes many other Audi models. The 114.7-inch wheelbase, up almost three inches over the previous A6’s, definitely helps in keeping body motions controlled and the cabin serene. But whereas the A7 can be considered a big car, at least in Europe, it doesn't mind being pushed through the corners. This is especially true for those versions equipped with the Quattro all-wheel-drive system, which feeds 60 percent of torque to the rear wheels as a default; as much as 70 percent can be shunted to the front and 85 percent to the rear. All U.S.-bound A7s will have Quattro.

Even without the optional sport differential, the A7 is agile when pushed. It stays neutral up to insane cornering speeds and never discourages you from playing. Audi's wheel-selective torque vectoring is so well programmed that the stability control has one of the lightest workloads of any of the systems in this car. Besides the 3.0 TFSI Quattro—the U.S.-bound configuration—we drove a front-wheel-drive 3.0-liter TDI. It is also predictable in its handling and fairly agile but ultimately tends toward understeer and is less quick to recover speed when exiting corners.

The 300-hp 3.0 TFSI is the same engine found in the current A6 and S4—it makes 310 hp in the former, 333 in the latter—and it remains great in the A7. Despite its misleading "TFSI" moniker, this V-6 is supercharged with a Roots-type blower. It’s smooth and responsive and delivers excellent performance, or so says Audi. The company claims an A7 thus equipped can achieve 62 mph in 5.6 seconds—we estimate that to be about right—and the top speed is governed at the customary 155 mph. In Europe, the 3.0 mates to a seven-speed wet dual-clutch gearbox, but we’ll get the same ZF-supplied eight-speed automatic found in the A8. The seven-speeder executes quick shifts, but the exhaust sound is subdued; this is clearly a luxury car with sportiness playing second fiddle—although it is, as noted, plenty capable.

The most popular engine in Europe likely will be the 245-hp, 3.0-liter V-6 TDI Quattro (it’s the same engine as in the front-wheel-drive version we sampled, but it made a weaker 204 hp there). There also is an entry-level gasoline engine that is a naturally aspirated 204-hp, 2.8-liter V-6. The best engine is yet to come: a 4.0-liter turbocharged V-8 that will be available in the upcoming S7 and mated to the seven-speed dual-clutch S tronic gearbox. The S7 will arrive after the S8 sometime late in 2011, and it just might be worth waiting for. Of course, if you need a sportier look right now, Audi is happy to oblige with an S line package that adds boxier front air intakes, although we found them disrupting to the front-end aesthetics. No thanks.

Opulence and Simplicity

Inside, the A7 simultaneously oozes opulence and simplicity. The high center console creates a sporty, cockpit-like feeling; the instruments are clear and crisp; and the materials are, as usual for Audi, stunning. The aluminum and wood trim options could be considered an industry benchmark, with the layered oak being the most luxurious variation.

Complementing the A6-based mechanicals are lots of gadgets that first appeared in the flagship A8, including the touch pad that can detect fingertip handwriting and a feature whereby our test car constantly updated its navigation system with Google Maps data (we'd be interested in checking out the cellular data bill after the multiwave, two-week press launch). The A7’s head-up system is crisp and clear, and there is a full set of nanny and assistance systems, including radar sensors to detect slow or stopped vehicles ahead, blind-spot monitoring, active cruise control that can operate to and from a complete stop, and lane-keeping assist. The data fed into the latter helps in the event the car begins to slide by increasing or decreasing the power steering assist. We like the speed-limit-recognition technology, which displays road signs in the IP as you pass them—handy if you’re driving in unfamiliar locales—but we’re unsure if it will make it to U.S. models.

Speaking of U.S. models, expect them here next year, priced somewhere between $50,000 and $60,000. The A7’s most direct competitors are the Mercedes-Benz CLS, the second generation of which debuts at the Paris auto show, and the Porsche Panamera V-6. Others are the coupe-ish Jaguar XF, as well as the funky BMW 5-series GT. Whereas some are better to drive and all offer more or less similar levels of practicality, none wears sheetmetal that is as effortlessly sensual as the A7’s. And in a segment where styling is pretty much everything, that gives the Audi a leg up.

2013 BMW 3-series

2013 BMW 3-series

As we inch closer to the 2012 launch of the sixth-generation BMW 3-series, code-named F30, more details emerge—along with better spy shots. The photos seen here reveal a compact sedan that, visually, remains close to the current model: The proportions are virtually unchanged, and, with the tape-covered front and rear lights, it takes an expert to spot the differences.

Specifically, the lower body side gets a more-pronounced crease, which is picked up by the rear bumper. Somewhat surprisingly, one of the two cars captured here carries a regular sunroof, not a panoramic one, as has been BMW’s fashion of late. Prominent changes will be made to the front end, with the next 3er getting a less-convoluted headlight design. And inside, the dashboard will lose the bump above the optional navigation screen. The interior of this 3 will stay in the mold of the previous generations; there is none of the radical "layered" styling that was introduced with the Efficient Dynamics concept and which will trickle down to the series-production i8.

More interesting are the new 3’s technological changes. The next generation will remain rear-wheel drive with an optional all-wheel-drive system, but it will be powered by an entirely new family of engines, all of them turbocharged. BMW will offer four- and six-cylinder diesel and gasoline engines. This forced-induction mantra applies to the next M3 as well, which will receive a 400-plus-hp inline-six. Available transmissions across the lineup will include a manual, a torque-converter automatic, and a dual-clutch automatic.

BMW also is working on a three-cylinder engine, which could find its way into the 3-series. A hybrid 3-series is planned, too—but unlike the three-cylinder unit, it’s being created with the U.S. market in mind.

The four-door sedan will continue to be the most important model, but this time around, BMW is going after every possible niche with additional body variations. BMW will offer a station wagon, a "Gran Turismo" five-door hatchback, a two-door coupe, a folding-hardtop convertible and, at least according to rumor, a real softtop convertible as well.

The BMW 3-series is the company's core model and the benchmark for sports sedans around the world. BMW must try to stay ahead of the game in terms of handling, fit and finish, and sheer driving excitement. The mildly revised shape is a good sign—let’s just hope BMW doesn’t mess with the rest of the recipe too much.

2014 BMW 3-series GT

2014 BMW 3-series GT

Take a car like the Mercedes-Benz CLS or Volkswagen CC, stretch the roofline a little farther back so that the backlight incorporates into the trunklid and forms a hatch, and you’ve got a body style that is booming on the other side of the Atlantic. The sleek Audi A5 Sportback is a huge hit, and even the stylistically challenged BMW 5-series Gran Turismo has exceeded BMW’s expectations. That surely pleases the company's bean counters, if not people who spot the car on the street.

Now BMW is taking the idea one segment down-market—and, thankfully, taking a cue from Audi on styling direction. The 3-series Gran Turismo spotted by our spy photographers looks little like its big brother, being closer in size and proportion to the A5 Sportback. Although the camouflage exaggerates the height of the rear end, notice the notch in the camo indicating the location of a small spoiler above the taillights. The roofline is low and sleek, and the bulging hood adds tension to the body.

Like the other 3-series body styles, the GT will have standard rear-wheel drive and optional all-wheel drive. A clever mix of materials should keep weight from rising too much, but it remains to be seen whether or not BMW can emulate Audi's success in slashing hundreds of pounds from its next-generation vehicles. BMW’s work with carbon fiber will first benefit its upcoming electric cars, whose other expensive technologies and low sales goals make the cost of the material more palatable.

Act Now, Before They’re Gone Forever!

If you still care to drive a 3-series with the legendary, naturally aspirated inline-six, the Gran Turismo—or, for that matter, any 3-series based on the new F30 platform—will not be for you. All engines in the next 3-series family will be turbocharged, with four-cylinders covering the landscape below 300 hp and a blown inline-six taking over above that. This new family of engines might include three-cylinders, although the upscale aspirations of the GT means they are unlikely for this car. Diesels are a given, however, and so is a hybrid version. Power will be transmitted through a six-speed manual gearbox or an eight-speed automatic.

For a kind of entertainment other than that provided by the powertrain, BMW promises its upcoming vehicles will be leaders in connectivity. Surfing the web, making phone calls, having text messages read aloud, and downloading music will keep drivers informed, busy, and distracted.

The GT will join a large family, complementing the 3-series sedan, station wagon, coupe, and folding-hardtop convertible. And that’s a family it won’t just be joining in Europe. The 3-series Gran Turismo is likely to be sold in the U.S. as well, where—since Audi doesn’t sell the A5 Sportback here—it will pretty much have the niche to itself. The 5-series GT also has a niche to itself, but we’re pleased that the 3’s looks to be a much shapelier segment.

BMW, Dinan Supercharged S3-R M3

BMW, Dinan Supercharged S3-R M3

Steve Dinan has been modifying and upgrading BMWs for so long and so successfully that his services and products are available nationwide at select BMW dealers. We admire his work for the way in which it amplifies the essential flavor of the cars. We like BMWs, and the stronger they are, the better we like 'em.

Which makes this M3 conversion an exceedingly tasty concoction, because the stock product was so closely focused on sporty attributes in the first place. When skillfully enhanced with more power, better handling, stronger brakes, and a more forceful sound, it is a heady cocktail.

And like most strong cocktails, the price is steep. The intercooled supercharger system Dinan developed for the M3 is listed at a fairly breathtaking $17,999, and that doesn't include the free-flow exhaust system ($1699) or high-flow throttle bodies ($1199). Dinan defends the price structure by explaining that the development exercise for a car of this caliber is a long, difficult, and expensive process, one that must be repeated each time BMW brings out a new model.

Considering just the electronic side of the project, here are some of the things that have to be recalibrated: the top-speed governor, the throttle-by-wire system, the Double VANOS cam timing, the intake-air temperature, the ignition timing, and the air-fuel ratio. Many of those variables require calibration at nearly every conceivable combination of rpm and load points. Among the important hardware additions of this conversion is a Vortech supercharger that produces 5.5 pounds of boost through a large air-to-air intercooler.

A cold-air intake system and larger-capacity fuel injectors join the team to increase engine output from the car's stock 333 horsepower to a claimed 462. Torque rises from 262 pound-feet at 4900 rpm to 328 at 5500 rpm, says Dinan. These are increases you can feel at the seat of your pants at virtually any engine speed, and they put the M3 in the same league as Audi's RS 4 Quattro and Mercedes-Benz's C55 AMG when it comes to throttle response.

We all know the BMW home office has a new M3 in the works, based on the excellent 3-series we've recently sampled ( C/D, September 2005), and the general expectation is that it'll be powered by a V-8 engine to match those of the aforementioned competitors. In the meantime, Dinan can offer comparable performance with the current six-cylinder car.

To reconcile these higher power levels to the car's handling, the S3-R M3 chassis has been retuned with Dinan/JRZ adjustable shocks, performance springs, an adjustable front anti-roll bar, negative camber plates, and toe-deflection-limiting bushings. The result is a car with tenacious roadholding, instant responses, progressive breakaway characteristics, and taut ride-motion control.

We drove this car along our favorite canyon road at speeds that approached race pace, and at no time did the car ever feel close to the ragged edge. Surprisingly, the ride comfort is, if anything, better than in the stock car. Only on high-frequency surfaces did the Dinan undercarriage utter a skateboard-like resonance. Everywhere else it swallowed surface imperfections with well-mannered gulps. That's quite an achievement on 19-inch Michelin PS2s with 30-percent aspect ratios mounted on lightweight forged alloy wheels that helped the S3-R pull 0.92 g on the skidpad, 0.05 g better than the stock car.

To match the rest of the car's expanded performance envelopes, Dinan fits 15-inch Brembo rotors behind the front wheels, clamped by four-piston calipers using Ferodo pads, and pressurized by stainless-steel brake lines. The rear wheels get 13.6-inch rotors but are otherwise similarly equipped. As one might expect with this hardware, braking is strong and fade-free, with a firm and communicative pedal feel.

This is a fabulous car to drive, in every way, and our only regret is that the day we tested it, the ambient temperature was 100 degrees at 8 a.m. We use elaborate weather-correction disciplines, of course, but the S3-R M3 has an air-to-air intercooler that wasn't very effective at removing intake-air temperature when it had 100-degree ambient air blowing by it. Consequently, we don't think the Dinan was making full power. It ran to 60 mph in only 4.4 seconds (stock: 4.8 seconds) and through the quarter in 12.9 seconds at 112 mph (stock: 13.6 at 105). Those numbers are worthwhile improvements, but we think the S3-R would be quicker on a cooler day.

Acceleration statistics tell only a part of the story. The Dinan feels like a 462-hp car in all driving conditions, with ample torque throughout the engine speed range. Throttle response is vigorous, providing strong passing performance without a downshift in almost every situation. Part of the car's bright response is due to the blower-boosted torque, but the S3-R also wears shorter final-drive gearing. A 3.91:1 limited-slip differential replaces the stock 3.46:1 unit. Because of the shorter overall gearing, Dinan raised the rev limit to avoid a second-to-third shift before 60 mph to hasten that benchmark achievement.

Dinan's retuned exhaust system has eliminated the strangely tinny tones that afflict the standard car at some engine speeds, replacing them with a melodious baritone that is emphatic without being overbearingly loud. This car's voice is now as authoritative as its performance. Although that performance may not come cheap—our test car rang in at almost $100,000—the S3-R is exclusive, fast, and fulfilling.

BMW, Dinan S3 BMW 335i

BMW, Dinan S3 BMW 335i

The car you see here was no doubt envisioned by a legion of Internet dreamers—breathlessly commenting, “Crank up the boost!”—mere seconds after BMW debuted the twin-turbo 335i for 2007. But it took five Dinan employees hacking away at BMW’s software for a year and a half to finally make it happen.

It was worth the wait. Steve Dinan has sold more than 2000 software upgrades for the 135i/335i, making it the most popular upgrade in his company’s 31-year history. And it’s easy to see why: For $2199, a simple download at one of Dinan’s 129 U.S. dealers immediately endows a 335i with as much as 384 horsepower and 421 pound-feet of torque (versus 300 and 300, respectively). Dinan notes that this is actually more like a 60-hp gain, as BMW’s twin-turbo inline-six comfortably makes more than the advertised 300 horsepower in stock form.

The car tested here goes a little further. Outfitted in “Stage 3” trim, the S3 335i has an oil cooler that is twice as large as standard, a bigger intercooler, a better-breathing carbon-fiber intake, and a freer-flowing exhaust that allows for 1 additional psi of boost versus the 384-hp setup (14 psi total versus 8.8 psi stock). The result is 408 horsepower and a bombastic 440 pound-feet of torque. But it doesn’t come cheap: The aforementioned mods total $8895.

Not surprisingly, throttle tip-in is jumpy as the newfound torque introduces itself. The engine is crazy responsive from 3000 rpm but starts to run out of steam between 6000 rpm and the 7000-rpm redline—the boost tapers off in order to keep the turbos comfortably below their 230,000-rpm limit. And for a turbocharged engine, it still sounds remarkably raspy. At 4.4 seconds to 60 mph and 13.0 through the quarter-mile, the S3 335i is about a half-second quicker than a stock 335i in both regards and nearly matches the last manual M3 we tested.

But even more impressive than the engine work is Dinan’s $4225 chassis overhaul, which includes stiffer springs that lower the 3 by half an inch, adjustable Koni struts and shocks with Dinan-specific valving, front and rear anti-roll bars that mimic the M3’s, front camber plates, a carbon-fiber front strut-tower brace, and new bushings. Also add $5399 for 19-inch forged wheels—they weigh just 20 pounds apiece—plus Michelin Pilot Sport PS2s (265/30 front, 275/30 rear).

These mods make turn-in substantially more eager, and those front tires—40 millimeters wider—effectively squelch understeer. Hold on for 0.99 g on the skidpad—that’s superior to any M3 we’ve tested—and be ready to countersteer when the rear end comes around, jauntily.

Part of what makes the whole thing so exceptional is that, despite the dramatically increased performance, almost nothing is sacrificed except for a ride that’s more brittle and too harsh for our Michigan roads. But the steering is still linear, and nothing has been lost in the way that forces build up; there’s zero nervousness, dartiness, or tramlining; and, astonishingly, the tuned car even weighs 66 pounds less than our last stock 335i. Plus, the S3 335i meets 50-state emissions regs, and Dinan matches BMW’s four-year/50,000-mile warranty. In fact, we couldn’t help but think that Dinan’s chassis tune is probably closer to the BMW ideal. And that’s saying something.

BMW, Dinan S3-R BMW M3

BMW, Dinan S3-R BMW M3
Back in the 1970s, a collegian named Steve Dinan kissed off an engineering career to bust his knuckles pumping up BMWs. One of  his turbocharged Ultimate Driving Machines first laid a patch on these pages in 1988, and since then, we’ve tested eight Dinan BMWs, more or less melting for them all.


The S3-R M3 is emblematic of the type of audacious tinkering we expect from Dinan Engineering’s workshop in Morgan Hill, California—and the kind of prices. Order everything from Dinan, including the engine, suspension, brakes, wheels, fries and a Coke, and the bill comes to $47,836. That is, after you’ve purchased a $60,575 BMW M3 coupe and $1806 in new tires.

Yes, it’s just a wee bit spendy, but this is no casual slap-on of carbon-fiber flounces and plastic galloons. (Dinan offers at least four variations on this theme, from the highly souped-up S3-R to the cosmetic-only S.) The M3’s stock 4.0-liter V-8—a Valjoux 25-jewel chronograph among car engines—is yanked right out, its major organs eviscerated. This, ahem, voids BMW’s warranty, but Dinan takes over and ensures its work for the same four years or 50,000 miles. Dinan, which also builds BMW’s Daytona Prototype racing engines, then repacks the block with a billet crank, forged pistons, and lighter connecting rods. In the event, the bore widens by two millimeters, to 94, and the stroke lengthens by 7.8 mm, to 83.

Thus, in the $31,234 engine portion of the S3-R makeover, Dinan adds 609 cc of displacement, rechambering the engine into the car as a 4.6-liter. Dinan also bores out the throttle bodies (for greater airflow) and fits a smaller, lightweight crank pulley to lessen parasitic power loss from the water pump, the A/C compressor, and the alternator.

Finally, for this particular car, Dinan bolts on a larger, low-restriction air intake and replaces the exhaust midsection with the company’s own stainless-steel “racing” exhaust (i.e., no catalytic converters), which spits thunderclaps and lightning.

With all the internal changes and external tchotchkes, the power subsequently mushrooms, especially in the middle. The S3-R M3 peaks at 527 horsepower at 7800 rpm, Dinan claims, up 113 and down 500 rpm from stock. Perhaps more significantly, the stock torque figure of 295 pound-feet rises by 112, to 407, though the torque peak also rises, from 3900 rpm to 5200.

With tuner cars, the question always comes down to numbers. Dinan’s power figures are predicated on 93-octane gas, which is nearly unobtainable in 91-only California, where we gave the S3-R M3 its test-track licking. Even so, it should have enough extra power to chisel time off the stock M3’s ETs.

Well, the results proved complicated.

Dinan figured we’d turn a quarter-mile in the low-12-second range, rather than the 12.5 seconds we in fact posted, at 118 mph. The many stock, manual-transmission M3s we’ve tested have been only slightly slower (12.6 to 12.9 seconds).

Doing the pathology on the numbers, we realized that the S3-R M3 cost itself time at the line, spinning its tires. Power is nothing without traction, and the car seems to ride atop its own permanent ice cap. On dusty desert pavement, it easily breaks loose its fat Michelins in first and second gears, so it’s no easy car to get out of the hole.

We were slower to 30 mph than in most other M3s we’ve tested, but then the S3-R M3’s power showed, reeling in the stockers and passing them by 60 mph. The tuned car hit 60 in 4.2 seconds, about two-tenths quicker than most of the stock M3s we’ve tested. A better test surface would certainly make for a better launch, and the Dinan M3 would be quicker at the key marks, no question.

With catalytic converters? Dinan says that would cut 23 horses, but running on 93 octane would add 15, so it shouldn’t make much of a difference

Dinan S2-M3

Dinan S2-M3

Why would anyone acquire a car that already had been thoroughly modified by one of the best performance-car companies in the world and then modify it again? That's the question we asked Steve Dinan, the well-known American tuner, when he came by our sweatshop and dropped off his latest car, a modified BMW M3 he's dubbed the S2-M3.

Simple, says he: "Folks who want to go fast start with the fastest car they can get and then come to me to make it go even faster." For BMW fans, the quickest model is the $48,195 333-hp M3, a legendary car that's always on our 10Best list. It's so good that in 1997 we named it the Best-Handling Car, period—money no object.

It's hard to imagine anyone even trying to improve on the M3, but Dinan says his $17,798 package of engine and suspension mods does indeed do just that. This is not a new experience for us. We had the same doubts last year when he dropped off a reworked M5, but sure enough, we did like it better than the stock car.

Dinan acknowledges the inherent dangers of such ventures and is well aware that in stock trim the M3's 333-hp, 3.2-liter six-cylinder engine, for example, is already highly tuned, and there aren't a lot of inexpensive things he can do to significantly increase horsepower. That's why the list of new power parts has just three items on it: an airbox, an airflow meter, and a muffler.

The airbox is larger than the stock unit and also has a snorkel that inhales cold air from the area between the top of the front grille and the hood. In addition to the less restrictive airflow meter, the package includes the relocation of the intake-air-temperature sensor so it's closer to the six throttle bodies, a move Dinan says provides the engine computer with more accurate intake-air-temperature readings. The throttle bodies are also bored out for further airflow increases.

The only change to the exhaust system is the muffler. The standard M3 uses a muffler that has two outlets, so from the rear of the car there are two pairs of exhaust pipes sticking out. Dinan's muffler uses only one larger, smoother outlet because he says more air is able to flow out. A dummy pair of exhaust tips retains the stock look.

Finally, Dinan reprograms the M3's engine computer, which controls a great many engine functions, including the intake- and exhaust-valve timing, spark timing, fuel flow, and throttles. In addition to adapting those engine parameters to the new parts, Dinan increased the rev limit by 200 rpm to 8200 and also removed the top-speed governor. We don't top-speed-test modified cars, but Dinan says the S2-M3 is good for 189 mph.

All the modifications added a claimed 28 horses to the power bank, an 8.4-percent improvement. That's not enough for a customer to sense a thrilling boost in power, so as part of the package, Dinan also puts in a shorter final-drive ratio (3.91:1 versus 3.62:1) to make for sprightlier sprints. It is also interesting to note that thanks to the higher rev limit Dinan's car clears 60 mph in second gear, the same as the stock car.

Dinan feels the greatest improvement he's made over the stock M3 is in the suspension department. As we do, he thinks the M3 is too stiff, but he goes even further, contending that the handling benefits don't justify that hard ride. So the S2-M3 package includes new 12-position adjustable shocks and anti-roll bars, stiffer springs, front camber plates, front and rear strut-tower braces, and larger wheels and tires. Dinan claims his car rides about as well—or not—as the stocker but has a lot more grip. Its 0.96-g skidpad figure is a bunch more than a stock M3's. We've tested three stockers, and the numbers have ranged from 0.84 to 0.87.

We did not see that much of an improvement during the acceleration tests. The S2-M3 zips to 60 mph in only 4.6 seconds, but we've tested a stocker that hit 60 in 4.5. Similarly, the S2-M3 cleared the quarter in 13.2 seconds at 107 mph, and that quick stocker did it in 13.1 at 107. It's worth noting that we've also tested an M3 that needed 4.8 seconds to reach 60 mph and 13.6 seconds to hit the quarter at 105 mph.

Dinan did, however, improve the handling. There's a crispness in the S2-M3 that adds a wonderful liveliness to the driving experience. It's sort of a strange thing, because if you drive an M3, you think it handles pretty well and there aren't really any faults. But then you drive the Dinan car, and it's as if someone had turned on the lights.

Especially noticeable was the turn-in response. The S2-M3 rips through turns with an easy controllability and seemingly limitless grip. We didn't tinker with the adjustable shocks (ours were set with the front slightly stiffer than the rear), but Dinan says there's a large range of adjustability that allows owners to fine-tune the handling for precisely the balance desired. The Dinan car isn't necessarily faster at the drag strip, but on a racetrack, where the extra grip and handling would come into play, it would leave the stocker for dead.

If you don't have the cash for the entire S2-M3 package, all the parts—which are covered by a warranty that matches BMW's new-car one—are available à la carte at one of the 120 BMW dealers that carry and install Dinan parts.

Dinan ISR 3-BMW M Roadster

Dinan ISR 3-BMW M Roadster

You've probably noticed by now that the latest BMW M3 has arrived here with a more powerful engine that used to be exclusive to the European market. What you might not know is that the new engine will also power the 2001 M roadster and M coupe models. That pretty much renders your older M coupe or roadster obsolete, doesn't it?

Unless, that is, you ordered your car to be modified and supplied by Dinan as a factory-works vehicle -- a program Dinan runs in conjunction with BMW of North America through 76 authorized dealers to supply super-quick variants with fully supported warranties.

In the case of M roadsters and coupes, the breathed-on models are available in three stages of tune. S1 and S2 packages include suspension tweaks, engine software upgrades, and induction and exhaust modifications, along with a Dinan plaque and badging. The Stage 2 kit, predictably, goes further with the upgrades and adds big wheels.

But for the seriously horsepower-hungry owner (no need to raise your hand), there's the Dinan ISR 3. That's shorthand for intercooled, supercharged roadster, 3-series, which provides 396 horsepower at 6500 rpm and a stump-tugging 326 pound-feet of torque at 5500.

Sure, the Dodge Viper does even better than that, but this is a 13-foot-long street luge with a 3.2-liter engine. Having close to 400 horsepower in this car would feel almost indecent if it weren't so much fun. There will be only 50 of these ISR 3s produced, so consider yourself fortunate if you ever get to drive one. And consider yourself extremely well heeled if you buy one, because the premium for this little rocketship is $37,000. Yeah, that's on top of the $43,270 base price of an M roadster, ratcheting your out-of-pocket expenses to a whopping $80,270.

For that you get a belt-driven Vortech supercharger delivering 10 pounds of boost to the engine via an air-to-air intercooler that is fitted in the front of the engine bay, where it shares the wind blast produced by the radiator fan. The fan comes on automatically when the engine senses boost and stays on for three minutes to reduce heat soak.

Two differently sized compressor bypass valves are fitted, one ahead and one aft of the intercooler, to eliminate surging or stumbling. The engine also wears an oil cooler; large-diameter, high-flow throttle-body and airflow-meter assemblies; and a high-flow fuel-delivery system to provide sufficient fuel for the increased airflow. A polished and ported intake manifold with increased runner diameters conducts the high-pressure air to the cylinders, while a free-flow stainless-steel exhaust system eases the gas out to the accompaniment of a fine baritone sound.

Both the engine-control computer and the VANOS variable-valve-timing system were reprogrammed to match the engine's new power characteristics. To get all this newfound grunt to the road, Dinan fitted a lightweight clutch assembly that is nearly 15 pounds lighter than BMW's dual-mass unit yet has a 20-percent-greater clamping force. Then, because the car wears big 285/40ZR-17 tires on the rear axle, Dinan replaced the stock 3.23:1 rear end with a limited-slip 3.38:1 differential.

That took care of the motivating aspects of the ISR 3, in itself not an easy or quick exercise, but Steve Dinan soon found that the stock chassis would not handle the power increases safely without substantial revision. The Z3 family, you might remember, took the semi-trailing-arm rear suspension from earlier BMW models. Dinan found the rear end prone to rapid camber and toe-angle shifts during pitch and roll that produced spooky handling.

Chassis flex added its own weird inputs, so Dinan bolted in a strut-tower brace as well as a set of matched performance springs, specially valved Dinan/Koni shocks, anti-roll bars, and camber-control devices. The result is a car that pulled 0.91 g in our skidpad test (Dinan says he has seen 0.92 g) and drove with a surprising combination of comfort and precision.

The ISR 3 now feels secure and planted in bends, with limited sensitivity to throttle position. Body-motion control, it has to be said, is tight, but the car responds in a more linear fashion than its stock siblings, and even the big 255/40ZR-17 front tires haven't markedly increased the front end's sensitivity to pavement grooves. Continued.

Dinan S2-M5

Dinan S2-M5

Here's a shocker: We don't know a single automotive tuner who spends his leisure time under a shady tree reading William Shakespeare. So it's a good bet that tuner Steve Dinan will be reading the following warning from King Lear for the first time: "Striving to better, oft we mar what's well."

Not a problem, apparently, because with Dinan's latest work of art, he has not only fixed a car that wasn't broken but also sought to perfect a car that everyone considers to be as close to perfection as is humanly possible: the BMW M5. Then he casually sent the result to us for review. He didn't even chaperone the thing - he simply dropped it off and told us to keep it as long as we needed.

Conversation around the Lake Erie Spring Water cooler here at Hogback Road was skeptical. Dinan told us that his S2-M5 package - it costs $35,848 - upped the M5's horsepower from 394 to 470 and torque from 368 to 419 pound-feet, and did so without resorting to a turbo or supercharger. A 76-hp gain on a naturally aspirated engine would be an impressive feat on an unstressed, undeveloped engine, but the M5's mill is anything but unstressed.

The M5 V-8 is one of the most impressive motors ever built for the street. It is packed with four cams with infinitely variable valve timing, 32 valves, an aluminum block, eight electronically controlled throttle bodies - one for each cylinder - and an 11.0:1 compression ratio, and it's assembled with a care that results in 394 horsepower from 4.9 liters. It freely revs to 7000 rpm and never feels flat-footed, no matter how low the rev counter.

BMW coupled the engine to a six-speed manual transmission and a buttoned-down, lively chassis. We've never met an M5 we didn't love. It's won every comparison test it's been entered in, and if its $73,624 base price could be trimmed to get below our mid-$60,000 threshold for the 10Best Cars competition, it'd be a shoe-in for an award.

So we figured anyone trying to outdo BMW's engineers would, well, screw up. Maybe the result would be faster, but the M5's overall package could well be spoiled in the quest for more speed.

Dinan approached the task differently when he started on the M5 project two years ago. First, he set out to increase the engine's breathing characteristics. He ditched the stock airboxes and airflow meters for larger, better-flowing units and installed shorter, larger-diameter velocity stacks. Next he bored out each of the throttle bodies.

On the exhaust side, he installed a set of Dinan-made headers that resemble a pile of cooked spaghetti but flow well enough to create another 28 horsepower. In addition, he added a new exhaust system that sounds slightly raspier and weighs 29 pounds less than the stock system. Finally, Dinan lightened the flywheel by seven pounds.

These hardware changes are only a small part of the engine modifications. The real challenge was to reprogram the engine computer to take full advantage of the improved breathing. The M5's computer controls a myriad of engine functions, including the throttles, the timing of all four camshafts, and the usual bits such as the pulse-width and timing of the fuel injection. Each of these functions relies on the other, so change one - timing, for example - and then you likely also have to change everything else.

Writing the optimal program was a long, arduous, and iterative process that Dinan says took the bulk of the two years his company spent developing this package. But hard work paid off with the added 76 horses at peak power and a fatter torque curve that offers more torque at every rpm.

Coupled to the more powerful engine is a shorter final drive (3.45:1 versus 2.81:1). There are also slightly stiffer springs and shocks, special forged aluminum wheels, wider tires, and cooling ducts that direct air to the stock front brakes.

We found the benefits of these changes after our first run on the test track. Dinan's car is a rocket. It rips to 60 mph in 4.1 seconds, to 100 in 10 seconds flat, and through the quarter-mile in 12.7 seconds at 113 mph. The last M5 we tested needed 4.7 seconds to reach 60 mph and turned the quarter in 13.2 seconds at 109 mph. The S2-M5's top-gear acceleration from 50 to 70 mph improved 0.2 second, to 6.2. Dinan says that in addition to raising the stock 7000-rpm rev limit to 7300 rpm, he also removed the 156-mph top-speed governor. We didn't test for top speed, but Dinan suggests the S2-M5 can reach redline in sixth gear, which would be a hair-raising 191 mph. Skidpad grip climbed from the stocker's 0.83 g figure to 0.87.

And we did not find a downside, or any quirky behavior, with the increased performance. The exhaust system delightfully burbles at idle and emits a satisfying rasp at full throttle, but it settles into a subdued hum when cruising. The engine's throttle response is big-block instant. Thanks to the wide gear spacing of the M5's transmission, the shorter final drive does not make for frenzied highway cruising. At 80 mph in sixth gear, the engine revs at about 3000 rpm. Similarly, the suspension changes didn't ruin the M5's balance. Although we didn't have a stock M5 around for direct comparison, Dinan's S2-M5 had the same impressive combination of resilient ride and well-controlled body motions, but with even more grip.

It's a thoughtfully engineered package that feels as though it could have come from the factory. There are even side benefits we didn't expect, such as easier clutch engagement. We never realized how tricky it is to get a stock M5 rolling smoothly until we got in the Dinan car. Dinan says the lightened flywheel gets the credit.

Should you too have to fear of Shakespeare's warning, you may have the S2-M5 system installed on your M5 at any one of the 100 Dinan-licensed BMW dealers. Dinan will match the remainder of BMW's four-year/50,000-mile warranty and will also match that warranty if the package is installed on a new car.

Dinan also offers systems for the BMW 540i that include a supercharger. We haven't had a chance to try out that one yet, but for sure we won't be second-guessing it.

BMW M5

BMW M5
Here is a nearly undisguised prototype of the next BMW M5, which was caught testing at the Nürburgring race track in Germany. Due out in fall 2004, the new M5 will be powered by a V-10—displacing 5.0 or 5.5 liters—that is rumoured to deliver in the neighborhood of 500 horsepower. Transmission choices will likely include a standard six-speed manual and BMW's Sequential Manual Gearbox (SMG).

2012 Toyota Prius v Hybrid

2012 Toyota Prius v Hybrid

Toyota took the wraps off its long-awaited second Prius model, the upcoming Prius v (for “versatility”) at the 2011 Detroit auto show. Scheduled to go on sale this summer as a 2012 model, this most practical of Priuses is measurably larger than the familiar hatchback—the v is 6.1 inches longer, 1.2 inches wider, 3.3 inches taller, and rides on a wheelbase stretched by 3.1 inches. Still, in spite of the larger frontal area and longer roof, the Prius v’s coefficient of drag is claimed to be a low 0.29. And despite sharing no body panels with the hatchback, no one will mistake it for anything but a Prius.

So what effect did the dimensional stretching have? Mostly in gained cargo and rear-seat leg- and headroom. It seats five, not the seven many predicted, but the wagon body swells cargo room to a considerable 34 cubic feet behind the rear seats. Seats fold 60/40 for even more space, and if that’s not enough, the front passenger seat folds flat, too. Rear seats slide fore and aft, and offer a 45-degree recline function, the better with which to enjoy the available panoramic sunroof, which is made from resin. Using the material, Toyota says, offers a 40 percent reduction in weight compared to glass, as well as excellent heat management.

The Prius v whirs along using the same 134-hp hybrid powertrain as the Prius hatchback. Thanks to more mass and different aerodynamics, however, the Prius v is expected to achieve EPA ratings of 42 mpg city, 38 mpg highway, and 40 mpg combined versus 51/48/50 for the Prius hatch. We also expect it to be commensurately slower than the hatch, which is the very definition of unswift—we clocked a 2010 model at 10.0 seconds to 60 for a comparison test.

Pricing has yet to be formally established, but Toyota executives said that we should expect a slight premium over the hatchback.

As we have reported before, the Prius line will not stop with the v. Within a year, two more Priuses—the plug-in Prius and the cheaper, smaller Prius c—will be whirring onto the scene, with another eight hybrid models joining the worldwide Toyota product family in years to come. Whether the additional gas-electrics will be more Prius variants isn’t yet clear, but one thing’s for sure: eco-hippies will have a lot more choices.

2015 , Toyota Planning to Add Another 10 Hybrids Worldwide By 2015

2015 , Toyota Planning to Add Another 10 Hybrids Worldwide By 2015
This morning, Toyota released its “Global Vision” outline for the future, a document so scintillating that had he penned it, Jerry Maguire would have fired himself. In addition to a fabulous arboreal metaphor for the company’s foci, it mentions that the big T will introduce an additional 10 hybrid models worldwide by 2015. But hold on: This being a global document, many of the reported 10 models won’t be headed to the U.S. While Toyota doesn’t go into detail on what those vehicles might be,

 the recently unveiled Yaris hybrid and Prius v/Prius+ are likely included in that total. Additionally, we expect to see hybrid versions of every car in the next generation of Lexus’s lineup. (We recently discovered a copyright application for Lexus ES300h.) Toyota’s plan may be well timed—instability in the Middle East and higher demand from Asia means gas will only continue to climb in price—but fuel is going to need to cost a lot more than today’s $3.50/gallon for us to find many Toyota hybrids alluring.

Ford Announces

Ford Announces
Ford Announces 1.0-Liter Turbo Three-Cylinder EcoBoost for U.S.-Market Fiesta (Maybe Focus, Too)

Ford just announced plans for a direct-injected, turbocharged 1.0-liter three-cylinder EcoBoost engine, joining BMW among major automakers who intend to offer such a powerplant. The Blue Oval says that the tiny mill will find its way into U.S.-market Fiestas, with availability possibly expanding to the Focus, too. No word as of yet on whether the C-Max mini-minivan, a platform mate of the Focus, will get the three.

A broad torque curve is promised, as is performance on par with the Fiesta’s current naturally aspirated 1.6-liter four, which makes 120 hp and 112 lb-ft. The new engine—we’re told it’s an all-new block, not just a chopped-down four—weighs some 20 pounds less than the 1.6, and will feature an integrated cylinder head and exhaust manifold, which is intended to give the engine a wider power band, and optimum fueling throughout the RPM range. Included with the new engine is a split cooling system, meant to minimize warm-up times, as well as a friction-reducing offset crankshaft.

Ford promises that the three will replace a four-cylinder engine in its U.S. powertrain portfolio—we’re guessing the aforementioned 1.6-liter four that’s in today’s Fiesta is on the chopping block—and that the little three pot will debut at this fall’s Frankfurt auto show.

With the introduction of the triple, Ford says it will offer an EcoBoost option for 90 percent of the models it sells in the U.S. by 2013. The 1.0-liter engine will be the lowest-displacement engine Ford has ever put into production. While we like the general info we’ve heard so far, the 1.0 had better be darn good if it’s going to convince Americans that three-cylinders and a single liter is sufficient for our highways. At the very least, Rod Farva will be happy with his liter-a-motor.

Prius Next Up for Recall Hysteria

Could Corolla Be Next?

recall sharks are biting at the Prius, with approximately 133,000 2010 model-year cars being recalled to have an update performed on the anti-lock braking software.

The problem, it seems, is that “some 2010 model year Prius owners have reported experiencing inconsistent brake feel during slow and steady application of brakes on rough or slick road surfaces when the ABS is activated in an effort to maintain tire traction.”

Sigh.

Ladies and gentlemen, here is conclusive proof that nobody in a Prius has a freaking clue how to drive! What’s being described is, um, what ABS does. It senses individual wheels locking up and pulses those brakes. Assuming you are on a real road with real, inch-to-inch changes in coefficient of friction, that pulsing will result in real-time changes in the traction available to your tires and therefore inconsistent brake feel. Add in the fact that the Prius’s world-saving powers include a switch from regenerative braking to standard, friction-based braking, and you’ve got inconsistent brake feel. I’d guess this software upgrade Toyota is performing is going to remove every last ounce of pedal feel, making for the same complete lack of feedback during ABS operation as there is during regular braking. It seems that we’re really just trying to get these poor souls as far removed from the actual act of driving as possible. What, are they surprised, too, that turning that big round thing in front of them causes the car to change direction?!

I shouldn’t joke about that, actually. USA Today is reporting that some Corolla owners have now come forward (the brave, tormented souls that they are) with claims that their Toyotas “can wander when they drive on the highway, making it hard to stay in lanes.” Might I suggest putting down the bagel, the eyeliner, and the Danielle Steel novel? Perhaps steering with your hands, rather than your knees, might make your car more predictable.

USA Today says that Toyota has heard 83 complaints concerning power steering, most from owners concerned that the car can veer right or left at speeds over 40 mph. The claim is that this defect has caused 10 accidents and six injuries. My supposition is that those ten accidents were caused by drivers rooting through the glove box for a cell-phone charger while said phone is cradled against the shoulder, then dropping the charger on the floor (where, we might add, it would contact a floor mat. Blame the floor mat!) and continuing to dig for it. In those 15 seconds, our drivers have given only cursory thought—and not a single real glance—to the fact that they are piloting a 3000-pound projectile at 70 mph. [More like 60. And in the left lane in a 70 zone—Ed.]

The Corolla situation is compared in USA Today to “being buffeted by strong winds, sliding on black ice, or hydroplaning.” Those reporting the problem said that the car can overcorrect, and that it can require the driver “to use a tight, persistent, two-handed grip on the wheel to travel in a straight line.” Another called it “the most terrifying thing that ever happened to them.” That, we don’t doubt.

After all, we poor consumers have been the whipping boy for industry for decades, but now we can finally make Toyota take the blame for our atrocious driving habits. I say it’s time we ride this wave to its logical conclusion. Let’s get on LG to issue a recall for their big-screen TVs because the amount of time guys spend watching football; surely crazy microwaves emitted by the screen are slowly killing their brain cells. There’s no doubt that studies done by Nickelodeon scientists will turn up incontrovertible evidence of  brain decay! (Meanwhile, anyone notice the ever-present Bud Light in hand?) Better yet, let’s all demand Pampers recall every single freaking thing they’ve ever made, because don’t we all just know the ugly truth? Diapers are causing our children to crap themselves! Think about it: Kids stop crapping their pants when we finally take them out of diapers!

Actually, maybe the solution is to put all these Toyota drivers back in their diapers, give them a pacifier, and tuck them in with the warm glow of a ladybug night light to put them to sleep.

Fiat Reveals Dodge Journey

Fiat Reveals Dodge Journey

At the Geneva auto show in March, Fiat will unveil the Freemont, a rebadged Dodge Journey for the European market. It will appear alongside another American export, the Lancia-labeled Chrysler 200, which is expected to be called the Flavia.

Other than the Freemont’s front fascia—which features three quarters of the Dodge’s crosshair grille—the differences are nominal. Most significant, the Freemont’s powertrain lineup adds two diesel options, which are sure to make up the overwhelming majority of sales in Europe. Shoppers will be able to choose from a 2.0-liter turbo-diesel with either 140 or 170 hp. Although Fiat hasn’t yet released full specs, in other applications these engines make a respective 236 or 266 lb-ft of torque. The diesels will be available only with manual transmissions and front-wheel drive. The range-topping Freemont will come with Chrysler’s powerful 3.6-liter V-6, a six-speed autobox, and all-wheel drive as the only configuration.

This car was previously sold in Europe under its Dodge Journey birth name, with either the 2.4-liter gas engine that was also offered in the U.S., or a transplanted Volkswagen four-cylinder diesel. It was not a stunning success, but that was also before the Journey was vastly improved through a reworked suspension and major interior upgrades. Marketing was weak in Europe under the poorly represented Dodge brand, too, so Fiat’s big dealer network should be a boon.

While the Journey isn’t a class leader, adding the Freemont nevertheless gives Fiat a credible three-row crossover overnight. Other European brands have gone a similar route, with Peugeot and Citroën offering their own versions of the Mitsubishi Outlander. Coincidentally, both the Journey and the Outlander spring from architectures that can be traced back to a Chrysler-Mitsubishi small-car collaboration of yore.

Check back during the first days of March for our full coverage of the Geneva auto show, which will include more details on the exhilarating Freemont and even more heart-pumping stuff (Click here! It’s a new Ferrari!).

$16,000 , 2012 Fiat 500

$16,000 , 2012 Fiat 500
$16,000 Base Price and 130 Dealers Announced for 2012 Fiat 500

After a 15-year drought, Americans will once again be able to purchase a new Italian car for less than $80,000. A lot less, in fact: At the L.A. auto show Fiat announced that the diminutive 500 will start at a similarly diminutive $16,000, including a $500 destination charge.

The $16,000 car is the entry-level Pop trim, which comes well-kitted with air conditioning, cruise control, power windows and locks, and seven airbags. A six-speed automatic transmission is a $1000 option for the criminally insane folks who choose to forgo the standard five-speed stick; optional 15-inch alloy wheels, to replace the stock 15-inch steelies, will have broader appeal.

The sharper Sport version is offered at $18,000, featuring a firmer suspension, steering that’s said to be calibrated for better responsiveness, a body kit, slick 16-inch alloys, and the option to buy more options. At the top of the ladder, buyers can get into the auto-only Lounge trim for a hefty $20,000, which brings bright trim and even more standard equipment. A glass sunroof is an $850 option on all models. To spec yours or just see all of the options, graphics packages, and colors, check out Fiat’s online configurator.

With deliveries set to begin early in 2011 and order books scheduled to open by early December, Fiat’s dealer announcement is welcome, if not overdue. In total, 130 dealers were announced across 39 states, with high concentrations in small-car-friendly regions like New York, Los Angeles, San Francisco, and Washington, D.C. You can peruse the full list at Chrysler’s website.

Nissan Gives More Information on NYC Taxi

Nissan Gives More Information on NYC Taxi
And The Small Van We May Be Seeing in Dealerships

Nissan and the City of New York announced yesterday that Nissan’s NV200—a compact, car-based van—will be the exclusive new taxi for the five boroughs beginning in 2013. Since then, Nissan has released additional details about the future yellow submarine, and, just as important, that information gives us a clearer picture of the compact van the company will sell to American consumers, too.

What the Taxi Drivers Get

The NV200, which is already in production and is sold in other countries, is naturally well-suited for the rigors of New York taxi duty: Sliding doors are perfect for narrow streets and pose no risk to passing cars or hapless cyclists; there’s loads of headroom, and ample space for luggage and cargo. To further cabify the NV200, the taxi version will feature a transparent roof, and a mobile device charging system (though Nissan’s mum on whether that’s simply an AC outlet or some kind of induction charging mat). Nissan also touts a “low-annoyance” horn, which we take to mean one that’s less loud, and also flashes the exterior lights simultaneously. Exterior lights will also flash when the vehicle’s doors are open, alerting other drivers who are sure not to care about disembarking passengers. Nissan has set the MSRP of its NV200 taxi at $29,000—it seems pricey, but bear in mind that this includes all the trimmings for non-stop passenger hauling.

What We, the Consumers, Get (Hopefully)

There’s just no sense in Nissan importing or building domestically a small van if the only sales are to the 13,000-strong fleet of yellow cabs in New York. Even if other livery companies in other cities get on board the NV200 road train, the business case isn’t there. We reported previously that Nissan wants to bring an additional small van to the U.S., and it looks like the NV200 will be it.

Underhood, Nissan tells us, the taxi will pack a 2.0-liter four-cylinder engine. It’s difficult to imagine the company paying to federalize a completely new engine for the NV200, meaning the mill is probably the 2.0-liter out of the entry-level Sentra. In that application, the engine makes 140 hp and 147 lb-ft, and is hooked to a continuously variable transmission. It’s possible, of course, that Nissan’s got a new 2.0-liter four in the works for applications in other vehicles, too—unfortunately, it’s just too early to say what will power the NV200, on dealer lots or waiting in front of Gray’s Papaya.

Ford U.K. Builds Transit SuperSportVan

Ford U.K. Builds Transit SuperSportVan
Ford U.K. Builds Transit SuperSportVan, Makes Us Want the Big Transit More

Fact: Vans are cool. Now Ford’s U.K. arm has just made one of its cargo boxes even cooler by stuffing a big engine into a (relatively) small package. It’s called the Transit SuperSportVan and it’s the sweetest van Ford has built in a while*.

Some background: In Britain, the Land of the White Van, Ford sells a big Transit van in addition to the Transit Connect, the latter of which also is offered here. The bigger Transit comes in varying lengths and heights, with front-wheel-drive, rear-wheel-drive, and all-wheel-drive available. The, er, sportiest choice is the Transit SportVan, which pairs the shortest wheelbase (115.5 inches) with front-wheel drive, a six-speed manual, and a 138-hp, 258-lb-ft, 2.2-liter diesel engine. The SportVan also has extra-sporty hood stripes, 18-inch wheels, and some other aesthetic gear.

The SuperSportVan, which is debuting at a British commercial vehicle show, is a one-off creation based on a SportVan, but with a 197-hp, 3.2-liter diesel five that puts out 347 lb-ft of torque. All that in a big-ol’ box that can still carry stuff—how cool is that? (We get the feeling that our love for this van is closely related to our love for insanely powerful station wagons.)

*Supervan history: Ford U.K.’s history of awesome, Supered-up vans started in 1971 when the company built Supervan 1 (above). It was based on a Ford GT40 chassis with a standard Transit body shell stuck on top. Given its mid-enginedness, all it hauled was palletsful of ass. Supervan 1 begat Supervan 2 in 1984 (below, top), which also was built off of a Le Mans racer, this time a Ford C100 with a Cosworth V-8. Supervan 3 (below, bottom) arrived in 1995, another Cosworth-powered beast with a 650-hp V-8. Amazing.