Mercedes-Benz : 2012 Mercedes-Benz C-class

Mercedes-Benz : 2012 Mercedes-Benz C-class


As the cheapest and humblest car in Mercedes’ U.S. showrooms, where it lives next to larger, more-powerful, more-luxurious, and more-prestigious vehicles, the C-class has had a tough time establishing itself as a full-cachet, no-apologies Mercedes-Benz. But a window of opportunity seems to be opening for the C-class come the 2012 model year, with its mid-cycle update arriving just as world events and economic challenges have precipitated a shift among luxury buyers toward “right-sized” vehicles containing full-size luxury amenities.

It will certainly try to impress. The restyled 2012 C-class will greet customers with a more upscale face highlighted by a sculpted front fascia and new, CLS-style headlamps that blend into the fenders. Distinct Sport and Luxury trims continue for 2012, with the Sport model being differentiated by its grille and thin chrome spears in the outboard air intakes, which also house the LED running lights that are now standard on all C-class models. The brightwork continues along the doors and around the new rear bumper. The taillamps are also new for 2012, with more distinct detailing and still more LEDs.

Big News: Four-Cylinder Base Model, New Direct-Injection V-6

The biggest news is a more powerful naturally aspirated engine in the top-shelf C350 Sport, plus the addition of a new base model, the C250, with a turbocharged four-cylinder under its hood. The C350 Sport’s V-6 is a new, direct-injection 3.5-liter, and its output is raised from the outgoing C350’s 268 hp and 258 lb-ft of torque to a healthy 302 hp and 273 lb-ft. The mid-grade C300 retains its 3.0-liter V-6 with 228 hp and 221 lb-ft of torque, but now is offered only with 4MATIC all-wheel drive (and will be the only C-class available thus equipped). At the low end of the range is that new C250, powered by a direct-injected, turbocharged 1.8-liter four-cylinder that produces 201 hp and 229 lb-ft of torque. The C250 is slated to deliver among the highest fuel-economy of any Mercedes-Benz offered on these shores: an estimated 24 mpg combined. (For the record, the larger E350 BlueTec diesel is EPA-rated for 26 combined.) As for acceleration, Mercedes says the C250 should hit 60 mph in 7.1 seconds, a figure it also cites for the C300 4MATIC. The top-dog C350 is said to make the 0-to-60-mph sprint in 5.9.


Each of the three engines comes mated exclusively to a seven-speed automatic transmission, which means that you’ll no longer be able find a manual in the C-class when the 2012 model arrives next summer. (As if you could realistically find one in circulation before!) That means the current SLK300 will be the only U.S. Merc with a row-your-own option. As usual, auto-only also will apply to the 2012 C63 AMG, which also will be refreshed and goes on sale next summer or fall. It will retain the current 6.2-liter V-8, rather than moving to the twin-turbocharged 5.5-liter V-8 like other AMGs.

Reworked Interior

That the least expensive of Benzes have historically displayed varying degrees of actual cheapness inside the cabin has only reinforced its role as a “starter” Benz, to be leased and returned, rather than purchased, pampered, and willed to the grandkids. For 2012, then, an all-new dashboard design brings tunneled gauges and a separate, hooded binnacle for the fixed, high-resolution COMAND screen—the COMAND screen on the current C-class screen pops up from the dash—recalling that of the E-class. Mercedes also says the COMAND interface has been revised, and this newer version will soon roll out to its other vehicles. Depending on the C-class model, vast swaths of aluminum or wood adorn the dash and steering wheel, and Mercedes says the interior materials have been improved. Photos seem to indicate an ambience that outclasses that of the current C.

While it remains no threat to the S-class in terms of creature comforts, the C-class does mimic its pricier brethren in terms of available driver assistance features, which now include Attention Assist—Mercedes’ drowsiness-detection system—Parktronic parking sensors, Adaptive Highbeam Assist, a lane-departure warning system, and blind-spot monitoring.

We expect to receive a full information download prior to the car’s reveal at the Detroit auto show next month, at which point we’ll be able to see in person if indeed this 2012 refresh has eradicated (or at least minimized) the low-rent interior materials. After all, the C-class may be the cheapest Mercedes-Benz sold here, but that doesn’t mean it should continue feeling cheap.

Mercedes : The Shape of the Next Mercedes-Benz C-class and E-class

Mercedes : The Shape of the Next Mercedes-Benz C-class and E-class



Mercedes-Benz design chief Gorden Wagener is starting to reshape the future look of the Stuttgart carmaker. As such, some of the firm’s show cars of the recent past, such as the 2005 Bionic Car or the 2007 F700, primarily must be interpreted as design exercises. But with Wagener taking the helm in mid-2008, the direction of Mercedes styling has been whittled down to some precisely defined, common themes.

Indeed, the latest Mercedes concepts—for example, the BlueZero and the somewhat presumptuously named F800 Style—indicate more clearly where Wagener wants to take the brand. Long wheelbases, short overhangs, and fluid convex and concave surfaces will define the next generation of Mercedes cars.

These renderings demonstrate what shape the next C- and E-class are likely to take once they reach production. Our examples are based on the F800 Style, which is the most road-ready take on the new styling language. The concept slots in between the current C- and E-class in length, although it’s wider and has a longer wheelbase than both. Despite their coupe-like rooflines, the future C and E would offer very generous interior space thanks to the extra length between the wheels.

As the renderings show, the F800's sliding rear doors will be subbed out for a conventionally hinged setup on production models. And if your favorite view of the road is through a three-pointed star, don't despair. While cars spec’d with the grille shown here—which currently is available on sporty coupes, convertibles, and the C-class—ditch the traditional hood ornament, the look won't replace the classic M-B grille altogether. We are assured from within the company that the latter grille will prevail on the E-class.

Look for advanced versions of Mercedes' COMAND infotainment system inside the car. There will be even fewer buttons, and voice activation—which works surprisingly well even today—will become even more of a focal point. The army of nanny systems Mercedes has planted into its current cars is there to stay; we just hope the next generation of the tech will still keep the secrets of our irresponsible driving habits to itself.

Under the hood of the next-generation C-class and E-class we expect to find turbocharged four- and six-cylinder diesel or gasoline engines, and hybrids will play a big role, too. The traditional hybrids will without exception be full hybrids, says Mercedes’ R&D chief Thomas Weber, and range-extending and plug-in variations are in the plans. And model designations will be further disconnected from actual engine displacement. Given the greener, earth-friendlier tone of the powertrain lineup, the attractive E550-style exhausts on these renderings are unlikely to see much use in real life.

Mercedes-Benz : 2012 Mercedes-Benz C63 AMG Black Series Spy

Mercedes-Benz : 2012 Mercedes-Benz C63 AMG Black Series Spy


Mercedes’ AMG division is where the company has its fun. Yes, the sub-brand’s ultra-powerful versions of regular Benzes sell very well, delivering massive profits, but they also give the conservative Mercedes brand a sporty image boost. The AMG lineup is topped by a true halo car in the SLS, but it all begins with the wicked little C63, and it seems that the Affalterbach-based group has again turned its attention to its entry model.

This test mule, which our spy photographer caught in flagrante, could be the seed of something very exciting: a C63 AMG Black Series. Such a car would have a V-8 good for around 550 hp—the current car makes 451 hp, or 481 with the Development package—and be assigned the task of setting the limited-edition BMW M3 GTS directly on its ear.

Twenty years ago, Mercedes wouldn't have even dreamed of selling such things. Back then, tuners that built Black Series–esque, wide-bodied M-B sleds were told in no uncertain terms that they couldn’t even think about leaving any three-pointed stars on the cars. (It’s true that the Mercedes-built 190E 2.5-16 Evolution II was wild for the times, but that car was constructed specifically for racing homologation purposes.) Times have changed. Check out AMG's other Black Series cars—the SL65 and CLK63—and you can guess what this super C-class will look like. Bank on super-wide fenders front and rear, a diabolical-looking rear diffuser, large wheels stuffed with carbon-ceramic brakes, and a generous slathering of carbon fiber inside and out. A C63 AMG Black Series won't be cheap, and you won't see many around. If you do, you’ll have been alerted well in advance of visual confirmation, thanks to a raucous exhaust system.

While some feel that this car will get an upgraded version of the base car’s awesome, naturally aspirated 6.2-liter V-8, we believe that AMG could use this opportunity to switch the C-class AMGs—both regular and Black Series—to its new, twin-turbocharged 5.5-liter V-8. It really wouldn't make sense to keep a C63 AMG that gets poorer highway fuel mileage (19 mpg) than the 2011 S63 AMG (22 mpg), which uses the new engine. Whatever’s installed will channel its output—this bears repeating: it could be as much as 550 hp—to the rear wheels through AMG's seven-speed Speedshift automatic transmission. Top speed likely will be governed at 186 mph, which equals an even 300 km/h.

This potential Black Series and its lesser AMG sibling also will get the C-class visual updates scheduled to debut at the Detroit auto show in January. These include reshaped headlights, a new front fascia, and a completely new dashboard styled similarly to the E-class coupe's. AMG also has more pots on the stove: The upcoming C-class coupe will be breathed on by the firm as well, and the car is being referred to by insiders as “a real M3 killer.” We’ll gladly be the judge of that.

Mercedes-Benz : 2012 Mercedes-Benz C-class Coupe AMG Spy

Mercedes-Benz : 2012 Mercedes-Benz C-class Coupe AMG Spy


AMG used to be about straight-line performance above all. The small subsidiary, located some 15 miles north of Stuttgart in the village of Affalterbach, has traditionally focused on stuffing monstrous V-8 and V-12 engines into pretty much everything Mercedes makes. But now, the sub-brand is focusing more intently on compact and agile cars.

Seen here is an AMG version of the upcoming C-class coupe, which is built on the same platform as—but is designed to cater to a younger customer base than—the E-class coupe. Power for AMG's C coupe will come from a slightly detuned version of Affalterbach’s new 5.5-liter twin-turbo V-8. It will likely be turbocharged, although we've heard voices say a naturally aspirated version is not entirely unthinkable. A turbocharged V-6 is another possibility. What the coupe would be called is still up in the air and depends on what powers the vehicle—if it gets the turbo 5.5-liter, it will likely be called C63, but if it gets a naturally aspirated version of that engine or a six, the designation would almost certainly be different. Regardless of powerplant, top speed will be governed at 155 mph, but AMG will offer a package to increase top speed to a governed 174 mph.

Visual cues will include four large exhaust pipes, 18- or 19-inch AMG wheels, a sizeable rear spoiler that grows out of the shoulder line's upward kink, and an aero package. The front end will be dominated by large air intakes in the fascia with aggressive LED daytime running light strips. Inside, the AMG will have unique aluminum or carbon-fiber trim and sports seats.

The C-class coupe, by the way, won't remain the smallest AMG for long. We expect versions of the next-generation A- and B-class platform, potentially powered by a turbocharged four churning out upwards of 300 hp. But, with hairy V-8 muscle a near certainty—and with a Black Series sedan in the stable—the C-class is looking like the AMG project to watch.

Mercedes-Benz : 2012 Mercedes-Benz C-class / C250 / C350

Mercedes-Benz : 2012 Mercedes-Benz C-class / C250 / C350

Is a mid-cycle refresh successful if it makes owners of the current car feel like suckers? Absolutely. When the fourth-generation C-class arrived in 2007, the dour, cheap interior made us wonder if Mercedes-Benz was serious about calling it a luxury car. For 2012, Mercedes gutted it, refinishing the C with soft, rich plastics befitting the pricier E-class. There are new gauges with higher-quality displays, the seats are more comfortable, and the switchgear looks to have been lifted from the new CLS. It’s so much nicer inside that we actually feel a little bad for customers who already bought a C-class.


Just as Fresh under the Hood

If Mercedes-Benz had stopped at the new interior, we probably still would have considered the remodel a triumph, but there are many more changes. Under the new aluminum hood, U.S. buyers will find one of two new engines, both of which will be paired with a seven-speed automatic. At the bottom of the lineup is the new C250. Available in August, the C250 will get a turbocharged 201-hp, 1.8-liter four. If you’re in a big hurry, you’ll find yourself regularly revving past 4000 rpm, but the turbo does provide a good percentage of its 229 lb-ft of torque from just 2000 rpm. Most of the time, the four is barely audible, but it emits a healthy growl when worked hard. Figure on a 0-to-60-mph time of about seven seconds flat. Fuel-economy numbers have not yet been set, but we expect to see a city number of about 23 mpg and a highway figure of about 31.


For those craving a bit more speed, the C350 has more horsepower, courtesy of a new V-6. For this engine, Mercedes adopted a 60-degree design, its ideal bank angle eliminating the need for a balance shaft. At high rpm, the V-6 feels slightly smoother than before, but not remarkably so. A high 12.2:1 compression ratio and direct fuel injection endow the V-6 with 302 hp and 273 lb-ft. Mercedes claims a 0-to-60 time of 5.9 seconds. Our brief drive of the C350 gave us enough confidence to call that guess conservative by about a half-second. The C300 sticks around, its carry-over 3.0-liter V-6 shuttling power exclusively to all four wheels. It is the only C-class available with 4MATIC.

Updated Looks and Safety Roster, Similar Pricing

To mark the inward changes, the C-class has a few exterior tweaks—basically, if it’s plastic and on the outside of the car, it’s new. New bumpers front and rear help update the C-class to the latest Mercedes-Benz styling, as do the new head- and taillights. Like before, Sport models have their grilles laid back with an inset Mercedes star; Luxury models get a more upright grille with a stand-up hood ornament. The overall effect of the changes is subtle, but it helps bring the C-class in line with the rest of Mercedes’ sedans.

For the collision-prone, the C-class is now offered with the brand’s latest safety equipment. To ensure you’re awake, there’s Attention Assist. To keep you in your lane, there’s active lane-keeping assist, which vibrates the steering wheel when the car senses it has wandered from its lane. And active blind-spot assist will tell you if a car is lurking in your blind spot.

On sale this August, the 2012 C-class should come in at the same price point as today’s car. We expect the C250 to command $34,500—basically what a rear-drive C300 costs now—and the C350 should open at $41,000. The all-wheel-drive C300 4MATIC is expected to arrive in showrooms at the end of 2011. With this latest C-class, Mercedes has addressed the small sedan’s major interior deficiencies and added a couple of compelling engine choices. If Mercedes can hold the line on pricing, expect to see a lot of disappointed owners of pre-face-lift C-classes—making this a very successful refresh.

Chevrolet Corvette : 2013 Chevrolet Corvette (C7)

Chevrolet Corvette : 2013 Chevrolet Corvette (C7)


The pace and frequency of change to this most heroic of all Chevrolets can be charitably described as glacial, and our assessments of the changes, when they finally occur, don’t always jibe with the perceptions of the designers, builders, marketeers, and flacks.

For example, when the Corvette’s most recent major update came along for model year 2005, purporting to mark the transition from generation five (C5) to generation six, we characterized the sum of the changes as “Corvette C5 and 11/16ths.”

The members of  the Corvette tribe don’t refer to their baby in alphanumerics. It’s known internally as the Y platform and has been for decades. But that doesn’t keep the rest of the world from identifying the generations as C4, C5, and C6. Soon to become C7.

So, will the next generation merit the full seventh generational designation? Here’s what we know. Or at least think we know.

In the world of cars, perception of newness starts with what you can see. The Corvette’s looks haven’t changed much in the last two generations, covering 13 years, but we anticipate change in the C7 will be apparent at a glance, even to casual observers.

According to insider folklore, CEO Dan Akerson—GM’s fourth CEO since March 2009—attended a Corvette styling review and told design chief Ed Welburn that he thought the C6’s posterior was way too wide. Welburn reportedly said he thought so, too. As a consequence, when the C7 makes its debut in the fall of 2012, we anticipate slimmed-down rear haunches.

More startling, it seems certain that the coupe’s going-away view will feature a split rear window—à la the one-year Sting Ray coupe of 1963—though in this case it will be an optional feature. Chevrolet first signaled its interest in reviving the split window by outfitting the Stingray concept vehicle with one. Yes, that’s the one that appeared in the second Transformers movie.

We also look forward to—and fervently hope for—a thorough interior makeover. The C6 Vette has long been a respected member of the serious sports-car community, but its interior has been subpar for ­­just as long. Although interior dimensions ­probably won’t change, materials will be up­graded, and the seats—strangely deficient for years—are expected to compare favorably with the buckets found in Porsches and BMWs. Finally.

The front-engine Y platform will be essentially unchanged from the C6, with the transaxle at the rear for optimized weight distribution. As a result, dynamic elements are expected to change very little—no bad thing—although we anticipate continued improvement in steering linearity and feel. The Z06 and ZR1 will continue as the mega-performers, while Grand Sport may become the base model.

There will be changes under the hood, too. Despite the probability of slightly reduced displacement, output of the Corvette’s pushrod V-8s—naturally aspirated and supercharged (ZR1)—should be about the same as that of current engines, thanks to new direct-injection systems. Also, fuel-economy ratings may show a slight uptick. But don’t expect a hybrid version.

Pricing conjecture is just that. We look for the base Corvette coupe to start at roughly $52,000, ranging up to about $115,000 for the ZR1. If all goes according to plan, the C7 should hit dealerships in fall of 2012.

Chevrolet Corvette : 2012 Chevrolet Corvette / Z06 / ZR1

Chevrolet Corvette : 2012 Chevrolet Corvette / Z06 / ZR1


Regular (and even irregular) readers already know this, so for those who are unfamiliar with this institution, an introduction: Hi, we’re Car and Driver, and we hate the seats in the Corvette. Today, Chevy’s plastic fantastic isn’t so much a sports car as it is a budget supercar. But, in our every encounter with it, we come away just as appalled at its seats as we are amazed at its capabilities.

More Grip Inside

Although the next-generation Vette is less than two years away, Chevrolet has nonetheless made some enhancements for 2012 models that include, at last, respectable thrones—specifically, the same ones found in the Centennial Edition Corvette. (But without the microfiber suede inserts, which will be optional.) With distinct lateral and shoulder bolsters, the seats should greatly help drivers and passengers enjoy the Corvette’s formidable performance without bouncing between armrest and center console.

Additional interior touch-ups include tweaks to the steering-wheel trim and additional padding on the center console and armrest areas. With two new tweeters on the dash, the optional Bose sound system ups its speaker count to nine, and for fancier tastes, the optional leather interior now offers contrasting stitching in red, blue, or yellow. Incidentally, the brake calipers can also be ordered in red, yellow, silver, or gray. How about one of each?

More Grip on the Road

The 2012 Corvette also gets some performance-oriented upgrades as well, though the lion’s share of them go to the hard-core Z06 model, which arguably doesn’t need anything more than more grip to handle the 505 hp and 470 lb-ft of torque from its 7.0-liter V-8. Fortunately, additional grip it will get, in the form of newly available Michelin Pilot Sport Cup Zero Pressure tires. They will be available as part of the Z07 handling package for the Z06, and also for the ZR1 as part of its new PDE performance package. Measuring 285/30-19 in front and 335/25-20 in back, the new tires will help the Vette corner at more than 1.1g, according to Chevy. (That claim is not as outrageous as it may seem. We’ve recorded 1.07 in both a Z06 and a ZR1.) Also helpful are the new lightweight aluminum wheels paired with the new tires, which will be offered in satin black or machined finishes. More important, each wheel weighs about five pounds less than its counterpart on the current car.

Also new to the Z06 is Performance Traction Management, which, in a nutshell, is multiple, driver-selectable stability control programs and launch control. While we love tire smoke and yaw as much as anybody, the prospect of a more-controllable Z06 sounds good to us. Rounding out the changes for the 2012 Corvette are a newly available racing-style full-width rear spoiler for the Z06 and ZR1 as part of the Z07 and PDE packages, respectively. The Z06 also is available with a new carbon-fiber hood.

If you want to see these changes up close, your first opportunity will be a special event at the National Corvette Museum in Bowling Green, Kentucky, where production of the 2012 model commences this July. And if you’re us, you’re excited for another opportunity to belt in the test gear and head to the test track—this time, with better seats.

Porsche : 2012 Porsche 911 Carrera Spy Photos

Porsche : 2012 Porsche 911 Carrera Spy Photos

While wicked, high-power variants of the 997-gen Porsche 911 have appeared with increasing frequency over the past couple of years, the base car is now due for a major redesign. The next iteration, which is known internally as the 991, will get lighter and even sportier, and will in fact be the first entirely new 911 since the model switched from the air-cooled 993 to the water-cooled 996 for 1998. The 996 later morphed into the cosmetically altered 997, and another face lift in 2008 masked major technical changes: Two years ago, the Carrera and Carrera S got entirely new engines and an optional dual-clutch transmission, which replaced the torque-converter automatic.


We hear that as soon as former Porsche CEO Wendelin Wiedeking was ousted in July 2009, VW chief Ferdinand Piëch demanded significant changes to Michael Mauer's design for this car. According to sources who have seen both versions, the requested alterations make the next 911 more modern and easily discernible from the 997. There was, of course, gnashing of teeth in Stuttgart.

Porsche has done a good job of disguising the car’s new shape and details in these spy shots. The proportions will be better, thanks to a wheelbase elongated by about four inches, a move that should bring more ride comfort and more-docile handling characteristics. The rear window extends down lower, and there are two pronounced creases that parallel the rear glass and run down the rear deck, at which point they meet an integrated, aerodynamic lip. The front and rear overhangs are shorter, and the rearview mirrors are now mounted on the door skins rather than the triangular space in front of the side windows.

The Turbo-style side vents seen on this prototype are fake, as are the taillights, which mimic the 997's but bear no relation to what's hidden below. The real taillights will be slim and rather futuristic, and the third brake light is hidden in the rear air vent. The headlights also are still camouflaged—the bulbous look here is another fake-out—but they will keep the same basic roundness. The daytime running lights and front turn signals will of course be LED units.

Inside, the 911 will get a more luxurious and stylish interior, similar in look and feel to those of the Panamera and Cayenne, and a high-end Burmester audio system will be optional. In the past, interiors weren’t a strong point for Porsche, but the 911 will now learn a lesson or two from its big brothers.


Aluminum Skin, Possible Active Aero

Porsche will use a heavy dose of aluminum for the 911's body panels, a move that we expect will help shave curb weight by about 100 pounds. The power steering will be electrically boosted, and dynamic helpers will include Porsche's torque-vectoring system and its computer-controlled engine mounts which stiffen to reduce powertrain movement during aggressive braking, acceleration, and cornering. Other possible technologies include active aerodynamic elements to help engine cooling, as well as a front-end lift system similar to the current 911 GT3’s, which would potentially save the front lip from being scratched on nasty curbs and speed bumps.

Power will come from—what else?—flat-six engines, likely a 3.6-liter unit making 350 hp and, for the S model, a 3.8-liter unit producing 400 hp. A GT3 variation, which would add direct injection, is a given, as are Turbo models. If the market demands a fuel-economy champ—or one is needed—Porsche also could install a turbocharged flat-four essentially identical to the one soon to be found in the Boxster. (If such a model happened, would it be called the 912?) Other green-leaning stuff: All engines will feature an engine stop/start system and clutched alternator tech. A hybrid is a strong possibility down the road, too, and Porsche is looking at using high-density supercapacitors for short-term energy storage and accelerative boosts.

Power output will be channeled to the rear or all wheels depending on the model, and the gearboxes will include a manual transmission and the ZF-sourced PDK dual-clutch transmission. Rumor has it that the manual transmission will be a seven-speed unit derived from the PDK. We can’t help but think it would be a bit weird to drive a seven-speed stick, but we'll withhold judgment until the thing is confirmed and we get some time behind the wheel.

As is the case now, look for a lot of commonality between the 911 and the next-generation Boxster and Cayman. Dynamically, the 991 should be a better car than the admittedly fantastic 997, but—just as it is today—the next Cayman might remain its fiercest competitor.

Porsche : 2012 Porsche 911 Black Edition

Porsche : 2012 Porsche 911 Black Edition


As the Porsche 997 is entering the autumn of its life cycle—we expect its successor, the 991, to debut this September at the Frankfurt auto show—the marketing team in Stuttgart-Zuffenhausen still is coming up with ways to keep the current model attractive.

The last few variations on the 911—including the GTS and Speedster—were positioned at the top of the model range. The 911 Black Edition follows a vastly different approach: Available as a coupe and cabriolet, it comes only with rear-wheel drive and the standard 345-hp engine. At a base price of $82,250, the Black Edition coupe carries a $3500 premium over the barest of all 911s; the cabrio’s sticker of $92,250 represents a $2500 uptick.


Like the GTS, the Black Edition adds more extra equipment than its additional cost would otherwise cover. Normally a $2440 option, 19-inch Turbo II wheels are included in the purchase. Also on the house are the Bose surround sound and a navigation system, plus a few other trinkets. Altogether, the extras in the Black Edition are worth about $10,000.

Just Like the Model T

Appropriately, this 911 is available in any color as long as it’s black: standard black or $710 Basalt Black Metallic, to be precise. Even the brake calipers are black. Black Edition plaques adorn the door sills and glove box, and “aluminum look" (read: plastic) decorative panels are affixed to the dashboard and center console.


If you hear “base engine” and think “bummer,” a turn behind the wheel will change your mind. Coupled with one of the best manual transmissions on the road today, the 345-hp, 3.6-liter flat-six should storm to 60 mph in under 4.5 seconds; with the optional PDK dual-clutch transmission, we’ve clocked a rear-drive 911 to the mile-a-minute mark in just 4.1 seconds. On PDK cars, the optional Sport Chrono package will shave some time from acceleration runs thanks to its launch-control function. Top speed is said to be 180 mph with the manual, 178 with PDK.

Porsche will build exactly 1911 Black Editions, of which about 25 percent are headed to the U.S. If you are in the market for a 997 and want a black one, this is one of the smartest choices out there. Theoretically, building cars in limited numbers makes them future collectors’ items, but if Porsche keeps turning out limited editions at this rate, the standard models might be the rarest of all.

Porsche : 2013 Porsche 911 Turbo Spy Photos

Porsche : 2013 Porsche 911 Turbo Spy Photos


The next 911, known to Porsche and its fans by the 991 internal designation, is ready to launch this fall at the Frankfurt auto show. But as is always the case with the 911, the first showing will be just the beginning: Nobody has mastered the art of holding the public’s interest with a shrewdly calculated sequence of sub-model launches quite like Porsche. (Nor has anybody mastered the art of proliferating a single model lineup with more than 20—yes, 20—variations, which sort of forces a drawn-out introduction.)

One of the 911s we most look forward to seeing and driving is the Turbo, a car named for and defined by its means of forced induction. When the first Turbo launched in Europe in 1974, its performance represented an almost unbelievable leap forward from naturally aspirated 911 models. It required extraordinary skill to drive at the limit, and it wasn't until the 993 Turbo, the first one with all-wheel drive, that the car became somewhat civilized.

Since then, the 911 Turbo has morphed into a super-fast long-distance cruiser, but its performance is still far beyond that of the Carrera and Carrera S. This will remain the case when Porsche launches the next Turbo, based on the 991 model generation, in the first half of 2012.

Growing, but No Pains

The 991 will carry over many parts of the current 997 911 platform, but it will be stretched. It will accommodate front-seat passengers more comfortably, and while the back seat is said to grow, it would take a significant reengineering to actually make it very usable. Either way, the 991 will have a far nicer interior than the 997, taking cues from the luxurious Panamera.

The Turbo, as always, will get wider bodywork in the rear, and it works particularly well on the 991 seen here, which squats on immense haunches. Huge air inlets on its hips will again set it apart from lesser 911s, while ensuring the rear-mounted turbocharged flat-six can breathe. While the fixed, ironing-board-sized rear spoiler of the current car is gone in these pictures, it looks like it may be replaced by a deployable unit like the one on the Panamera rather than ditched entirely.


While the next 911 Turbo will be bigger, its exceptional handling shouldn’t be compromised, as Porsche will offset the growth with increased use of lightweight materials. It will, of course, remain all-wheel-drive. There will be no major change in the engine room, either, as we expect the 991 to reuse the turbocharged flat-six from the 997—Porsche’s model- and engine-development cycles aren’t exactly in sync. But we do expect a significant power boost. A version of this engine already makes 530 hp in today’s Turbo S, and Porsche managed 620 horses from the port-injected 3.6-liter in the GT2 RS, so something in the neighborhood of 550 hp seems reasonable—well, in a sense; that output is actually quite insane—for the 991 Turbo.

Don’t quite think that’s insane? Consider that today’s Turbo S goes from 0 to 60 mph in just 2.7 seconds and rips the quarter-mile in 10.8 at 129 mph. That trails a Bugatti Veyron to 60 by just 0.2 second, falling behind in the quarter by 0.7. The next Turbo’s top speed will inch from today’s 194 mph closer to the magic 200-mph mark. Nevertheless, its small displacement—the direct-injected turbo six is currently just 3.8 liters—should help the Turbo to remain one of the most fuel-efficient supercars extant.

As usual, the next 911 line will spawn spin-offs like few other cars on the road. Besides the various drivetrain configurations—base or uplevel naturally aspirated engine, rear- or four-wheel drive—and Turbo and GT3 versions, Porsche will offer a hybrid and might even add a turbocharged four-cylinder engine to the portfolio. That is a mere possibility at this point and, of course, is not the car seen here; Porsche would have to be careful that a force-fed four didn’t dilute the "Turbo" moniker. On the other end of the spectrum, a completely rabid GT2 based on the Turbo should not be ruled out, although you’ll have to wait some time for that one. Remember: Always respect the sequence.

Porsche : 2012 Porsche 911 GT3 RS 4.0

Porsche : 2012 Porsche 911 GT3 RS 4.0


We thought that Porsche had pretty much squeezed everything it could get out of the current 911 (internally called 997), which is due to be replaced by the heavily redesigned and bigger 991 at the Frankfurt auto show this fall. But we were wrong: meet the 911 GT3 RS 4.0, a stripped-down track fugitive equipped with the largest engine ever installed in a series-production 911, a naturally aspirated 4.0-liter flat-six that reaches 500 hp at 8250 rpm. That’s up from 450 hp at 7900 rpm for the 911 GT3 RS with its 3.8-liter flat-six. The maximum torque of 339 lb-ft—up from 317—arrives at 5750 rpm.

For the GT3 RS 4.0, Porsche uses the crankshaft of the 911 GT3 RSR race car; the connecting rods are made from titanium. We are happy to report that the only transmission available is a six-speed manual—no PDK dual-clutch transmission here. Porsche swapped the hood, fenders, and seats for carbon-fiber bits, and used lighter carpeting—some markets also will get a plastic rear window—cutting weight to 2998 pounds, 160 fewer than the RS we had at our last Lightning Lap. The RS 4.0 also gets a unique rear wing and air deflectors on the front fascia.

Wait. Where’s the Gain?

The 193-mph top speed is no improvement over the other GT3 models, and neither does Porsche claim the 4.0 will be any quicker than the, um, “basic” GT3 RS. The company quotes the same 3.8 seconds to 60 as it does for the RS. But we already clocked a GT3 at 3.8 seconds in that sprint. Figure on the RS 4.0 doing the deed in around 3.6—a rear-drive 911 can only be so quick.

This isn’t simply a last-minute update to the GT3 RS. It is a limited-production run of just 600 copies globally. The standard color is Carrara White, accentuated with silver and red striping on the front fascia, sides, hood, and roof—and huge "Porsche" lettering on the rear spoiler. The multifarious gimmicks and luxuries of many other 911s are markedly absent—there is no stop watch on the top of the dashboard, no cupholder, no navigation system, and, as mentioned before, no PDK.

This, of course, means the GT3 RS 4.0 will be even more expensive than the non-numbered RS. The 4.0 should set you back at least $185,000 when it hits U.S. showrooms later this year, about $70,000 more than a regular 911 GT3 and still $50,000 more than the GT3 RS. You'll probably still be lucky to get one.

Ford : 2013 Ford Fusion Spy Photos

Ford : 2013 Ford Fusion Spy Photos


More than five years after its introduction, the Ford Fusion remains one of the Blue Oval’s most popular models, but the end is in sight for the current car. Ford is hard at work on the next generation of its mid-size sedan, which will finally ditch its antiquated Mazda-based platform and ride on bones shared with its European counterpart, the Mondeo.

Captured here as a development mule wearing much of a current Mondeo body, the second-generation Fusion will arrive next year as a 2013 model. Like the new 2012 Focus and next-gen Escape, the Fusion will adopt Ford’s Kinetic global design language, which the Mondeo has worn since 2007. Just how much the 2013 model will evolve from the current Mondeo’s appearance remains to be seen, however, as heavy camouflage on this mule covers everything that isn’t a current-gen part, and even much of what is under the wrap looks to be largely current-production.

We are more confident discussing what Ford didn’t have to disguise: powertrains. Ford will likely offer the 2013 Fusion with at least one naturally aspirated four-cylinder engine making around 170 or so hp. A powerful V-6 like the one available in the current car isn’t likely, as a turbocharged EcoBoost four-cylinder should take over as the top mill. The turbo 2.0-liter will make 247 hp in the upcoming Focus ST, and would do quite well as the uplevel engine in the Fusion. The hybrid will definitely return, and we expect to see its combined fuel-economy rating squeak past the 40-mpg mark. (The current hybrid’s combined figure is 39 mpg.)

Our hope is that at least one of these engines will come with a traditional manual transmission (the European Mondeo certainly will offer the option), but six-speed automatics and dual-clutch trannies will do the shifting for the majority of American Fusions. More significant, perhaps, the Fusion will receive a fair amount of Euro-flavored chassis tuning to match its European styling. That bodes well for the Fusion: The more European Ford’s U.S.-market products feel, the more warmly they tend to be received—we just crowned the Focus champion of a hard-fought five-car comparison test. If the next Fusion is anything like its little brother, Ford won’t have any trouble maintaining the car’s sales momentum.

Volkswagen : European and U.S. 2011 Volkswagen Jetta

Volkswagen : European and U.S. 2011 Volkswagen Jetta


At $16,755, the Jetta is “surprisingly priced” according to VW PR. Unsurprisingly, such a price point requires serious cost-cutting. And while all Jettas come out of the same Puebla, Mexico, plant (Chinese production comes later), the models destined for Europe and the U.S. differ significantly.

Based on the “PQ35 Low-Cost” platform, the Jetta is cheaper than the Golf by a strong margin—$1625, to be exact. All Jettas have a steel front subframe, while on other PQ35 derivatives, it’s made of aluminum. But the European Jetta keeps the Golf’s multilink rear axle; U.S. models get a specially developed torsion-beam rear axle. The EU Jetta’s electric power steering goes out in favor of hydraulic power steering, which is less precise and less efficient—but cheaper. That said, it’s also effortless, and it goes quite well with the comfy U.S. suspension if you don’t insist on spending your weekends on the track.

While the U.S.-destined TDI version shares the European TDI’s engine and DSG transmission, gasoline-powered American Jettas are driven by two naturally aspirated engines: the venerable 115-hp, 2.0-liter four and 170-hp, 2.5-liter five, available with a manual gearbox or an Aisin-supplied torque-converter automatic. Europe, by contrast, gets turbocharged four-cylinder TSI engines: a 1.2-liter, two 1.4-liter strengths, and one 2.0-liter unit (which will be sold here as the GLI later). They are more efficient but more expensive to produce than their U.S. counterparts, and they lack the prestige of the higher displacement and the higher cylinder count of the five. For Europe, there is no more conventional automatic: Besides the standard manuals, VW offers only six- and seven-speed dual-clutch transmissions.


The EU Jetta features a soft-touch upper dashboard, four-gauge instrumentation, and an advanced electronics architecture designed to handle VW’s top nav systems—even in the entry-level 1.2 TSI. The U.S. models don’t.

If your performance-loving soul is tortured by these alterations, relief is around the corner: The upcoming GLI gives you just about everything that defines the Euro Jettas, including electric power steering, the multilink rear axle, and the six-speed DSG, as well as the Euro dashboard, gages, and even the hidden electronic architecture. What’s more, it comes in at less than $24,000—little more than the softer five-cylinder Jetta SEL.

That money, of course, will barely get you into a wheezing 1.2-liter TSI in Europe; “surprisingly priced,” apparently, applies not just to U.S. models. Cost-cutting suddenly doesn’t sound all bad, does it?

Volkswagen : 2012 Volkswagen Jetta GLI

Volkswagen : 2012 Volkswagen Jetta GLI


Throughout its history, the Volkswagen Jetta has been basically the sedan version of VW’s Golf. Not so anymore. While they still share some parts underneath, they’ve largely diverged. At the behest of the American market, the latest Jetta is larger and less expensive than before, which leaves the Golf to fill orders for an extra-German alternative. And so it is with those cars’ respective performance variants, the GLI and GTI, although they'll continue to share perhaps their most important component: a turbocharged 2.0-liter four-cylinder making 200 hp and 207 lb-ft of torque.

There’s nothing too surprising about this new GLI. In fact, we already had a go in the European equivalent, the 2.0 TSI, during the Jetta launch last summer. We came away from the experience reassured that the GLI will remain the sportiest of the bunch, and it will be the nicest U.S.-spec Jetta, too. We’ve mentioned a few times before that the regular Jetta was decontented a bit for American consumption, including a switch from the Euro car’s soft-touch dashboard to one rendered in a harder plastic and the axing of the multilink rear suspension in favor of a torsion-beam setup. Fortunately, those switcheroos get switched right back for the GLI. In addition, the sporty Jetta now inherits from the GTI the XDS electronic “differential,” which uses brake force to quell inside-front wheelspin during cornering.

The Jetta lineup as a whole is a bit lighter than before by about 100 pounds for comparable models, a slimming which could help the GLI’s performance numbers. Our best 0-to-60-mph time with the previous car was 6.4 seconds with a manual transmission. The GLI will again be offered with either a six-speed stick or six-speed dual-clutch DSG automatic with steering-wheel-mounted paddles. VW estimates fuel-economy ratings of 31 mpg highway with the manual and 32 highway with the DSG.


Forever Plaid?

Beyond the extra power and more sophisticated chassis, the GLI’s look also sets it apart from its more pedestrian brethren. Chrome-framed honeycomb grilles sit above and below the bumper, dominating the front view. The front fascia is unique, which allows for the larger lower aperture, and it houses fog lights behind vertical lenses that have been yanked from the GTI. In contrast to the previous GLI’s blacked-out look, extra chrome has been added to this model, and the red lettering and grille details have been dispatched. Red stitching and shiny accents spruce up the interior, but, sadly, the iconic plaid seats are gone. The visual changes don’t add up to much excitement, failing nearly completely in dressing up the new Jetta’s staid design.


VW will offer three trim levels for the car when it goes on sale in May. The base GLI comes in at $24,265 and includes cloth seats and 17-inch alloys. The GLI Autobahn, at $26,315, upgrades to 18-inch wheels and leatherette, and adds dual-zone climate control and VW’s Fender-branded audio system.The GLI Autobahn with Navigation trim adds—guess what?—nav to the standard touch-screen infotainment system, plus keyless entry and ignition, and rings in at $27,215. The DSG transmission adds $1100 to the bottom line of any model. The GLI thus sits at the top of the Jetta range, with its base price running $500 more than the entry-level, manual-equipped TDI diesel.

We haven’t particularly warmed up to the newest Jetta, but perhaps this new model and its sweet 2.0-liter turbo four will change that; we certainly look forward to getting behind the wheel. So the good news is that you’ll soon be able to buy a sportier, essentially Euro-spec Jetta in America. The bad news is that it looks boring and there’s no plaid to be found.

BMW : 2011 BMW X3 xDrive35i

BMW : 2011 BMW X3 xDrive35i


Introduced seven years ago, the original 3-series-based BMW X3 was getting old. In spite of a mid-cycle refresh for 2007, in our last comparison test of small luxury crossovers, we called it “a five-year-old BMW on stilts” and poked fun at its tight back seat, dated interior, and high cost. (Of course, its fine driving dynamics meant it still charged to a second-place showing behind the then-new Audi Q5.) So we welcome this new-for-2011 model. Like most vehicular reprises, the latest X3 has grown up and grown out—mostly to make room for the smaller X1 in BMW’s lineup—with a larger silhouette, more available power, and a marked increase in comfort.

With dimensional swelling in nearly every direction, most notably 3.4 inches of additional length, the X3 has a greater presence on the road, a trait also helped by a new exterior design featuring sharply creased sheetmetal. It’s roomier inside, with a back seat that’s now tolerable for adults, and a 40/20/40 split rear bench can be optioned in place of the standard 60/40 split. The cabin is much nicer than before, although it is bereft of its own personality, closely mimicking the generic layout and design of the X5 SUV and 5-series sedan. An optional 8.8-inch iDrive screen sat fat atop our test vehicle’s center stack, and BMW’s now-ubiquitous electronic-joystick shifter has been adopted.


Ride Can Still Get Harsh

The X3’s suspension consists of struts up front and a multilink rear. When equipped with the optional “electronic damper control” (EDC) shocks, the suspension (and various other chassis settings, such as throttle sensitivity) can be configured through the iDrive controller. Quick adjustment is accomplished via a toggle on the center console that flips among normal, sport, and sport plus settings. The ride is much better than what we recall from the previous model, although it isn’t exactly plush even in normal mode. Given that, we’d recommend avoiding the sportier suspension settings and optional 19-inch wheels (18s are standard). In those modes, and even with our test example’s 18-inchers, the X3 still fairly clomps over frost heaves and pavement seams. We also found the new X3’s electric power steering a tactile letdown, heavy and artificial like the new 5-series sedan’s.

Curb weight has been kept in check in the generational changeover. Despite being larger and adding some new equipment, our 4211-pound, top-spec xDrive35i tester and its single-turbo inline-six weighed just 70 more pounds than the last naturally aspirated xDrive30i we sampled.


With eight automatically shifted gears—a manual is no longer available—and 300 hp and 300 lb-ft of torque on hand from its N55 six-cylinder, the X3 xDrive35i delivers strong acceleration. Our test results matched BMW’s 5.5-second 0-to-60-mph estimate, and power delivery is velvety smooth across the rev range, with only slight dips during otherwise unobtrusive gearswaps. The quarter-mile goes by in 14.2 seconds at 97 mph, with the firm, reassuring brakes halting the X3 from 70 mph in 165 feet. (The outgoing X3 xDrive30i was 1.6 seconds slower to 60 and 1.3 seconds slower to the quarter-mile post but notched essentially the same braking figure at 169 feet.) The new X3’s acceleration and braking numbers are strong enough to outdo all the players in the aforementioned comparison test by a significant margin, including the Lexus RX350, Mercedes-Benz GLK350 4MATIC, and Volvo XC60 T6 AWD. (Unfortunately, an early December blizzard covered the high-speed oval and skidpad at our test facility, preventing us from measuring skidpad grip and top speed for now.)

You’d think the slow-moving winter traffic during our test might have helped our observed fuel economy, but we saw only 18 mpg. The X3 xDrive35i is rated by the EPA for 19 mpg city and 26 mpg highway.

How Fancy Are Your Pants?

The standard xDrive28i model (and its naturally aspirated 240-hp, 3.0-liter inline-six) starts at $37,625. Our X3 xDrive35i wore a base price of $41,925. (For comparison, the xDrive30i was the only model offered in 2010, and it started at $39,725.)


From there, however, the bottom line for the vehicle tested here swelled to $55,100—more than a well-equipped X5 xDrive35i—thanks to options like the $3450 Premium package (Nevada leather, auto-dimming mirrors, 16-way power front seats, universal garage remote, and panoramic sunroof, the latter of which was absent on our preproduction vehicle), the $3200 Technology package (rearview camera, park-distance control, Bluetooth, and real-time traffic information), and the $1400 Dynamic Handling package (EDC with performance control, variable sport steering). Our X3 also had the $1250 Sport Activity package (sports seats and steering wheel, sporty transmission programming, unique exterior trim with satin-finish roof rails), the $1150 Convenience pack (power liftgate, keyless access/start, rear-window shades), and the $1150 Cold Weather package (heated front and rear seats, heated steering wheel, headlight washers, and the 40/20/40-folding rear seat). An audio system upgrade tacked on $875, and Mineral Silver metallic paint and smartphone integration added $550 and $150. Suffice it to say, no butt went uncoddled in this X3.

No 3-Series Wagon

The X3 looks fresh in its new duds, and the comprehensive overhaul keeps it among the leaders in its class. But a few of our main complaints have carried over. The new model still offers little value when laden with options, and although the back seat is larger, it could still be more accommodating. Of the newly introduced niggles, we expect BMW to continue tweaking the electric steering system’s programming until it delivers the feel and performance we’re used to in the brand’s vehicles. BMW’s own 3-series wagon offers better dynamics with similar practicality for less money—albeit with no turbocharged engine option—but in this SUV and crossover-crazed country, that’s largely irrelevant. So those who look at wagons with scorn in their eyes and contempt in their bellies will largely be pleased with the 2011 X3, which at least now feels like a contemporary BMW on stilts.

BMW : 2012 BMW 650i Convertible

BMW : 2012 BMW 650i Convertible


If you are shopping for a 6-series convertible, please accept our congratulations. According to BMW market research, this is your third or fourth car—not ever, mind you, but currently.

To snag such customers, the Bavarians start with style. Although the previous-generation 6 ushered in an almost iconoclastic era of BMW design, the new 6, styled by Nader Faghihzadeh, returns somewhat to the elegance of the first-generation 6 introduced in 1976. From every angle, the new car looks low and wide and oozes a subtle but unmistakable aggressiveness. The front end features a new fog-light style—executed with LEDs—and a hint of the shark nose that had all but disappeared from BMWs. Thankfully, the 650i uses an evolution of the previous car’s fabric roof instead of a heavy folding hardtop.


Inside, the new 6 is far better executed than the old. It is more driver-oriented, befitting a car with sporting aspirations—particularly a BMW. It is easy to find a comfortable seating position, at least up front. The rear seat remains as tight as before, but it is possible to take along two friends for short distances without jeopardizing the friendship.

Twin Turbos Underhood

Europe gets a 640i with an inline-six and will soon see a turbo-diesel as well. The only model for the U.S. market is the 650i, powered by BMW’s twin-turbocharged 400-hp, 4.4-liter V-8. With 450 lb-ft of torque, it simply leaves the last-gen 650i—and its naturally aspirated 4.8-liter eight—in the dust. The 2012 car always seems to have extra power in reserve, and it pulls relentlessly to its governor, which is set at a low 130 mph for regular models and 150 mph on those with the optional Sport package.

Some credit for this car’s responsiveness goes to the transmission, the ZF 8HP70 eight-speed automatic. It shifts quickly and efficiently, and its extremely tall top gear helps keep fuel consumption at acceptable levels. But if you hustle it, the 650i still slurps gas. Figure on real-world fuel economy somewhere around 12 to 14 mpg if you’re going to play hard.

More rewarding than talk of efficiency is the great soundtrack of the V-8. We’ve experienced this engine elsewhere, but here, BMW tinkered with the ignition timing to achieve a delicate burble in the exhaust whenever the automatic shifts. And with so many gears to choose from, it shifts a lot.

Wait. Who Wanted What?

As nicely as the eight-speed box works, we’re glad a six-speed manual is still available—in the U.S., anyway. European customers, it seems, are embracing the idea of modern automatics being sportier than manuals. It remains to be seen whether the manual transmission sells in relevant numbers here. “The Americans clamor for it, but then they don’t buy it,” a BMW engineer complains.

BMW talks at length about weight-reducing technologies, but this car is porkier than the one it replaces. According to BMW, it now tips the scales at a whopping 4500 pounds, up from its predecessor’s 4300. The new 6 loses the old car’s complex aluminum front structure but makes liberal use of plastic and aluminum panels.


The chassis, with a multilink suspension front and rear, does an impressive job of masking the extra pounds. Equipped with the optional active roll stabilization, it provides exceptional roadholding, making it difficult to unsettle the car even on rough pavement. The stability system doesn’t allow for much oversteer even in sport plus mode, which triggers a gratuitous but legally required warning in the instrument panel when selected. You can turn off stability control almost all the way, but it will still kick in if you hit the brakes in a slide, remaining switched off after recovery. As in other BMWs, the other chassis settings are sport, normal, and comfort.

Help Wanted at the Helm

Unfortunately, the electric steering is a reason to stay away from the sportier modes. As in the new 5-series, the steering is slightly numb on-center and feels artificially heavy, but the synthetic feel is less noticeable in comfort and normal. You can tinker with the system settings individually, but no combination will charm you.

The steering feel and the V-8’s drinking habits are the only drawbacks of an otherwise wonderful car that looks like a BMW should. The regular 6-series doesn’t have many competitors, although the even burlier M6 will return with a thoroughly reworked version of the same engine that could reach close to 600 hp. The somewhat-lighter 650i coupe will trail the convertible by six months. Whichever 6-series you choose for that fourth car, just be sure to spec the manual transmission.

BMW : 2012 BMW M6

BMW : 2012 BMW M6


What it is: The most powerful 6-series, sharing its underpinnings with the next M5; coupe and convertible versions will be offered.

Why it matters: It’s as close as BMW gets to a muscle car.

Platform: A two-door version of the 5-series sedan’s F10 platform, dubbed F12.

Powertrain: The first M6 was equipped with a 256-hp inline-six, the second generation was powered by a 500-hp V-10. The new M6 will have a nearly 600-hp, 4.4-liter twin-turbocharged V-8. Sound familiar? It’s basically the same engine found in the X5 M and X6 M.

Competition: Audi RS5, Cadillac CTS-V coupe, Mercedes-Benz CL63 AMG, Porsche 911 Turbo.

What might go wrong: The turbo engine may be less thrilling than the high-revving V-10, and the handling sharpness may be dulled by  weight, as in the new 5-series.

Estimated arrival and price: Look for it in 2012 with a price just north of $100,000

bmw : 2013 BMW Megacity Vehicle

bmw : 2013 BMW Megacity Vehicle


In late 2007, BMW started its "Project i," a sort of think tank on "sustainable" mobility, which was shrouded in mystery for a considerable time. Its first visible result, the Mini E, is notable for demonstrating the deficiencies of electric propulsion, precisely because it is so easy to compare with the regular Mini. Distributed to hand-picked customers for a one-year lease term, the all-electric Mini has a sub-100-mile range and sacrifices the rear seats and most of the cargo compartment to house its batteries. Then came the 1-series Concept ActiveE, the precursor to another small fleet to be handed out to select customers in 2011. Its stated goal is to learn more about the drivers’ wishes and behaviors—although BMW itself says that over 90 percent of Mini E customers are perfectly happy with their vehicle's range and (according to a press release) that "all of them emphasize" how much fun electric mobility is.

But there's one more reason to get the 1-series concept out there: Many of its drivetrain components will see use in an upcoming, third fully electric vehicle. And this is where BMW gets serious. In 2013, the car, which is currently called Megacity vehicle (MCV), will be launched under "one of BMW's brands." It will likely not be Mini (or Rolls-Royce), but a newly created sub-brand similar to the M GmbH performance division.

BMW has distributed a first sketch of a fine-looking, not entirely unconventional compact; it’s important to note that the kidney grille is absent, as are other key visual cues, such as the "Hofmeister kink" on the C-pillar, or the characteristic dual headlights. It will be a four-seater, but it's not clear whether it will have four full doors. We’re expecting small, suicide-style rear doors, such as those on the Toyota FJ Cruiser and many extended-cab pickups. And the Megacity will be bigger than a Mini.

The electric powertrain allows for a unique vehicle architecture. BMW separates the car into two parts, the lower "drive module" and the upper "life module." It may sound esoteric, but it's rather simple: The lower part, basically an aluminum frame, houses the battery, the drivetrain, and a strong crash structure; the upper part, connected to the "drive module" by a few screws and glue, is the passenger cabin. It's flexible in design and, in this case, extremely lightweight. Together with SGL Carbon, BMW has developed a carbon-fiber passenger cell, with additional aluminum crash structures front and rear. The MCV will be the world's first mass-produced car with a carbon-fiber passenger cell. It all stays within the family: BMW's largest shareholder, the Quandt family, is heavily invested in SGL Carbon.


The weight savings are crucial to compensate for the heft of the electric powertrain and batteries—some 500 to 800 pounds for the batteries alone. To improve range, BMW is pondering the use of a range-extender engine with 30 to 45 hp, but it is seen as a crutch and a temporary solution until battery technology sufficiently improves. The MCV's electric motor will produce well north of 135 hp, says BMW. No word yet on performance, but BMW engineers insist it will give us joy, in accordance with the company’s new advertising tagline.

Says board member in charge of R&D Klaus Draeger: "The powertrain is the heart of an automobile, and that goes for electric cars as well. It is a core competency of BMW." Even though it's unclear how drivers will be able to distinguish a BMW electric motor from any competitor's, you have to give them credit for going all the way. Draeger goes on to say, "We will develop the MCV's drivetrain by ourselves, including the motor, power electronics, and battery system."

One thing is clear: BMW's MCV won't be cheap—and it will be brimming with technology that we'd love to see in conventionally powered cars as well. This should all be very interesting.

BMW : 2014 BMW i3 and i8 Spy Photos

BMW : 2014 BMW i3 and i8 Spy Photos


BMW is hard at work building its new i sub-brand, and we’ve got photos of the Spirograph-embellished development vehicles to prove it. The two cars spied here—the smaller i3 and the high-performance i8—will be the first electrified models from the new project. Both are expected to show up in 2013, likely as 2014 models.

BMW i3


The i3, formerly known as the megacity vehicle, is the better-camouflaged of the two. The head- and taillights are strictly for illumination during testing; the production elements will be integrated into the aerodynamic body. Camo covers the i3’s take on the Hofmeister kink (the trademark element can be seen better on the i8 as a pinched rear side window), while another unseen item, the BMW kidney grille, is promised for the production model. The grille will be ringed in blue to denote the car’s inclusion in the new i sub-brand. Only one door per side is visible, although additional openings, possibly of the rear-hinged variety, may be covered by the wrapper.

Underneath the demented paisley are a carbon-fiber passenger cell and an aluminum chassis. This small city car will use costly lightweight materials to offset the weight of its batteries. A short front overhang and truncated “hood” allow BMW to offer a big interior in this hatchback’s small footprint. While it’s tough to gauge the i3’s exact size from these shots, we do know that it is larger than a Mini Cooper.

BMW i8


When last we spied development mules of the i8, the car wore some 6-series body panels along with elements of the Vision EfficientDynamics concept on which it’s based. OK, so those weren’t technically spy shots, as BMW itself supplied the photos through a don’t-look-at-this-but-please-do microsite at dontblogaboutthis.com (it now redirects to a bmw.com subpage). The cladding has come off once again, revealing a car that looks very similar to the 2009 concept. BMW doesn’t seem too intent on hiding the car’s space-age design since we’ve already seen it; it’s a refreshing attitude in the world of camo’d future metal.

The production version of the i8 will use a powertrain similar to the concept’s, with a battery pack and electric motor working with some kind of internal-combustion engine. A diesel was used in the Vision ED, although we hear BMW may switch to a gas-fired unit, fearing buyers of the ultra-expensive laboratory on wheels might look down on a compression-ignition lump. The plug-in hybrid coupe will top the BMW range, packing the most current lightweight and fuel-saving technologies, and demanding the most currency as a result.

bmw : 2012 BMW 650i Coupe

bmw : 2012 BMW 650i Coupe


BMW's top-of-the-line coupe has always been among the firm’s most highly desirable cars. However, things kind of went downhill after the first 6-series, the E24. The 1990s saw the excess of the 8-series, which launched with a V-12—and the accompanying astronomical price—and therefore walked away from much of the 6-series customer base. Then came the E63 6-series, which virtually defined the “Bangle Butt,” perhaps the industry's most obnoxious posterior.

That's history now. Longer, lower, and wider than its predecessor, the new 6-series is sleek and beautiful in a timeless way. From the aggressive shark nose down the sculpted body sides, past the Hofmeister-kinked C-pillar and all the way to the wide, low rear, the 6 boasts near-perfect proportions. It is finally a worthy aesthetic successor of the first-generation 6. Inside, it features a beautifully sculpted dashboard and center console, a tremendous departure from the strange mixture of baroque proportions and sober surface treatments that defined its predecessor's interior.


Eat it, World: U.S. Only Market to Get a Manual

Just as in the 6-series convertible, power comes from BMW’s twin-turbocharged 4.4-liter V-8, which makes its usual 400 hp. (Europe also will get a a 315-hp inline-six under the hood of the 640i, as well as a possible 640d powered by a 3.0-liter diesel inline-six.) Most markets will get only a ZF-sourced eight-speed automatic, but a six-speed manual will also be available in the U.S. BMW says that the 0-to-60 dash will take just 4.8 seconds, and the artificial ceiling is set at 155 mph. Fuel-economy figures won’t be released until later this year, but don’t expect the 6 to be a miser. With that same engine and eight-speed auto, the 5-series is rated by the EPA for 17 mpg city/25 highway. The manual drops the 5’s ratings to just 15/22.


The 6-series portfolio is not complete yet. An M6 is coming, and will pack a version of the 650i’s turbocharged V-8 making around 600 hp. And there will be a four-door 6 as well, which will compete with the Audi A7 and the Mercedes-Benz CLS.

Pricing for the coupe has not been announced yet, but should stay close to that of the outgoing model, which started at $79,325. We’d be OK with even a moderate price increase: When was the last time you could, with a straight face, praise a new BMW for its timeless beauty?