2012 Ford Mustang Shelby GTS

2012 Ford Mustang Shelby GTS


In terms of special editions, the Ford Mustang is among the hardest-working cars in the industry. In addition to Ford’s own limited-run Mustangs, countless tuners and aftermarket companies owe their entire existence to the Ford pony car. Chief among the companies cashing in on the Mustang’s performance potential is Shelby, who has pumped out a variety of special-edition Mustangs over the years. But, in addition to the 800-hp Super Snake Shelby unveiled at the New York auto show, the fabled company announced a plan that is fundamentally different from nearly everything it has ever done.

Shelby builds almost all its cars in runs of nearly identical cars. It sources Mustangs directly from Ford, converts them at its facility in Las Vegas, and then sells the completed vehicles. But, with the Shelby Mustang GTS, buyers procure their own Mustang, which they then take to Shelby to have the work done. Shelby will perform the GTS conversion on V-6 or V-8 cars and offers a number of options for the cars as well—including supercharging for either engine.

V-6 drivers will be in for at least $9995 for a Shelby transformation, while those with Mustang GTs have to pony up $11,995. The basic modification includes a Ford Racing handling pack with new springs, anti-roll bars, a strut-tower brace, Baer brakes, and a little more power from tweaks to the intake system and a Borla exhaust. Shelby won’t yet say how much it can extract from the V-6 without forced induction, but claims the V-8 will produce 430 hp, 18 more than stock. Cars will be recognizable as Shelbys thanks to a unique hood and front fascia, a black grille insert, and striping along the car’s center line and rocker panels. The requisite badging will appear on the fenders (“Powered by Ford”) and the center console (“Shelby GTS”).

From there, the GTS options list opens up. On V-6 models, the aforementioned supercharger will crank output up to 475 hp. Those with V-8 cars have two choices: 525 horses or 624. Shelby tells us no internal modifications are necessary to achieve those figures, although we’d recommend those with blown V-6 cars look into disabling that 114-mph governor. Additionally, customers can upgrade to six-piston front calipers, adjustable control arms, a Watts-link rear suspension, 18- or 20-inch wheels, and a two-tone leather interior.

While this approach puts Shelby on a different plane than the company usually occupies, it is a plane that is vastly more accessible. No Shelby creation has ever been cheap, but if you add the $9995 cost of upgrading a V-6 car to its base price of about $23,000, the GTS almost qualifies.

2012 Ford Mustang Boss 302

2012 Ford Mustang Boss 302


Jim Farley, Ford’s group VP of global marketing, didn’t have to fly to California for the debut of the Mustang Boss 302. No one told him to. He came anyway. “I’ve been driving my own Mustang right through the past two Michigan winters thinking about this project,” he says. “From a business standpoint, the Boss 302 shouldn’t have happened. But it happened. My dream for the car was that it would make a lot of money for a guy street racing. It should be a car that winds up on YouTube doing something illegal. I’ve been waiting 20-plus years to launch a car like this.”

The decision to resurrect the Boss 302 was made in the darkest days of the recession. Is Ford brave or what? Especially since it’s so rare that offspring are able to match the feats of  legendary forebears, as Charlie Sheen can attest.

To eke out of the Mustang GT’s engine a bonus 32 horses, Ford created a new intake manifold with runners resembling velocity stacks. Different cylinder heads were deployed—stronger alloy and altered ports—with each head undergoing 2.5 hours of CNC massaging. The camshafts offer increased lift, the intake valves are larger, the bearings are race-spec, and the baffled pan holds 8.5 quarts of synthetic oil.

The result is 444 horsepower at 7500 rpm, a happy medium between the Mustang GT’s 412 horses and the Shelby GT500’s 550. The Boss’s V-8—unlike the brutish Shelby’s—doesn’t so often overwhelm its chassis. In fact, what you first notice—and this is very BMW-ish—is that the Boss’s engine, driveline, and suspension draw virtually no attention to each others’ eccentricities. It lends the package a gratifying sense of unity that inspires confidence.

This V-8 is so vigorous and charismatic that its likeness ought to be carved on Mount Rushmore. The engine revs nearly as quickly as you can flex your right foot, feeling as if it displaces maybe three liters. What’s more, despite all that cam, it idles as smoothly as a Camry.

Sans traction control, launching the Boss takes some practice, although never has practice been so fun. Sidestep the clutch with too many revs, and you’ll trigger axle tramp followed by a cumulous cloud of Pirelli particulates that will only swell in size all the way through second gear. The trick is to slip the clutch from about 3500 rpm, then mat the throttle when the axle says, “Yeah, I’m feelin’ settled and relaxed back here.” The result is 0 to 60 mph in 4.3 seconds—0.3 second quicker than the GT (or a Camaro SS) and only 0.2 second behind the jackhammer GT500. Once that live axle is placated . . . well, here’s the telltale statistic: From 5 to 60 mph, the Boss loses not an inch to the GT500 and is but 0.1 second behind a BMW M3. The accelerative kick flings sunglasses and coins and pens in the center bin backward against a plastic wall, sounding as if they’ve just hit the bottom of a ventilator shaft. Through the quarter-mile, the engine pulls like a Tennessee mule—no valleys, no holes—slingshotting the Boss 0.4 second ahead of the GT and only 1 mph behind the M3.

All of this is accompanied by a mellifluous, resonance-free exhaust note that is an unlikely aural confluence of, say, Lexus
IS F and Roush/Yates Sprint Cup engine. It’s a four-way exhaust—two sewer pipes astern and one per side exiting just in front of the rear wheels. A restrictor plate in each side pipe lends the Boss federal pass-by legality, but the baffles can be unbolted in less time than it takes to read this review. It’s lucky that the rumble is so rich, because the engine is seriously loud at idle.

The Boss’s suspension has likewise benefited from a lavish labor of love. Compared with the GT, it boasts stiffer springs, a fatter rear stabilizer bar, new bushings, and 19-inch Pirelli P Zeros that, at the rear, are mounted on 9.5-inch-wide wheels. What’s more, each shock offers five settings that are adjustable via screwdriver, creating the possibility of very strange chassis behavior at the hands of very strange owners. Again, is Ford brave or what? And experimenting with dampers is educational, fun, and will make you feel like Parnelli Jones’s crew chief.

The steering rack is electrically assisted and can be toggled to comfort, standard, or sport modes. We preferred the standard setting, even at the track. The other modes did nothing more than alter effort. No matter. The steering was ever accurate, progressive, and informative, with peerless interstate tracking.

At the front, four-pot Brembos clamp 14-inch vented rotors. The pads are near-race-spec compounds, although they don’t squeal, and the brake lines have been hardened to prevent expansion. On the road, pedal feel proved sublime—fairly hard but bang-on linear—and it was a cinch to modulate braking right on the threshold of the ABS. Fade? None that we encountered either during testing or during nine-tenths lapping around Laguna Seca.

As a dance partner in the hills, the Boss eagerly goes all bossa nova, laying down its prodigious power with surprising smoothness. The chassis felt remarkably balanced, usually neutral, leaning toward power oversteer only in the tightest turns. Despite its super-quick transient responses, it never felt nervous. This Mustang is so agile, so responsive to delicate inputs, that it makes the GT500 feel like a FedEx truck. The Boss’s grip almost always exceeds the driver’s courage, so feel free to ignore our lateral-grip figure, recorded on a skidpad dusted with sand. What’s more, the ultra-short-throw shifter was an ally, although its gates are so close that a clumsy upshift from second will sometimes collect fifth.

Ford has forever treated its Mustangs as blue-collar contrivances of unprepossessing heritage. The cockpit thus remains dour and rudimentary, despite the synthetic-suede-wrapped steering wheel and the machine-turned aluminum trim. The acres of coarse, pebbled-plastic surfaces, in particular, would be (and have been) rejected in far less expensive machines, notably in Ford’s own Focus. The gaping voids between the tops of the rear tires and the rolled fender lips are eyesores. The steering column doesn’t telescope. And the brake and accelerator pedals should be closer together.

The base Boss fetches $40,995, and there is only one major option: a Torsen limited-slip differential and Recaro seats (packaged together and costing $1995), plus the so-called TracKey. If you’re headed for the track—and why wouldn’t you be?—then all three are mandatory. In total, 4000 examples will be assembled, which isn’t even half of the original Boss’s two-year production. That sum includes 3250 base Bosses and 750 Laguna Seca editions.

We expected the Boss 302 to be little more than a marketing exercise in nostalgia, a somewhat more brutal, slightly faster GT, with alluring graphics but primitive predilections. It isn’t. Nose to tail, this feels like a whole new equine—thoroughly sorted, conscientiously massaged, the object of considerable forethought and ambition. As automotive resurrections go, this is a knockout that venerates the original Boss while embarrassing it objectively and subjectively in every meaningful measure. What this is, is the best Mustang ever. Continued...

2011 Ford F-150 XLT SuperCrew 4x4 5.0 V8

2011 Ford F-150 XLT SuperCrew 4x4 5.0 V8


What Is It?

It’s the country-music version of “rollin’ in my five-point-oh.” Included in the F-150’s new engine portfolio for 2011 is this 5.0-liter V-8 borrowed from Vanilla Ice’s new Mustang GT. Here, the motor makes 360 hp and 380 lb-ft of torque, some 52 hp and 10 lb-ft less than in the Mustang—presumably, it is detuned to make room for more expensive options like the 6.2-liter V-8 and 3.5-liter EcoBoost V-6. But floor the accelerator, and the speed and sound of this F-150 will have you feeling like you’re wheeling a 2+2.

How Does It Drive?

It drives rather un-trucklike, which is a good thing. The F-150’s suspension tuning is almost spot on with the truck unladen: never too stiff or too soft. Even over broken pavement, the suspension soaks up road warts more like a luxury car than a pickup. The six-speed automatic is smooth, but often executes multiple-gear downshifts in two pronounced steps when passing, which slows the proceedings. The brake pedal is deliberate, and the F-150’s 194-foot stopping distance from 70 mph is par for the segment.

Piloting the F-150 from its wonderfully comfortable bucket seats is a delight, but when we hung an empty 24-ft enclosed trailer from the tail, we found a few shortcomings. The first of our two gripes is the steering. While its responsiveness is a benefit when not towing, the wheel is a touch too sensitive on center and it loads up quickly within just a few degrees, which keeps it twitching when there’s a trailer out back. A vehicle meant for work shouldn’t have a rack this active.


Our other complaint concerns the suspension and chassis. While rated to tow a max of 9300 pounds in this configuration, the truck bounced, bucked, and was pushed around by less than half that weight. We have no knocks against the powertrain, especially using the transmission’s Tow mode, but the F-150’s foundation felt soft and unsettled. If you’re regularly towing heavy loads and need a Ford, we recommend stepping up to the F-250.

How Does It Stack Up?

The current F-150 has always fared well against the competition, but, prior to 2011, it lacked a punchy motor. The 310-hp, 365-lb-ft 5.4-liter V-8 was simply outgunned, and the 5.0 marks the completion of a well-rounded package. On the track, the 5.0 reached 60 mph in 6.7 seconds and did the quarter-mile in 15.1 seconds at 93 mph. For reference, that’s an improvement of 1.2 seconds to 60 and 1.1 seconds in the quarter compared to the last similarly equipped 5.4 we tested, and in the mix with segment leaders like the Toyota Tundra 5.7-liter and Hemi-powered Ram. Interestingly, although this truck was 0.4 second slower to 60 than a 6.2-liter truck we recently tested, it posted an identical quarter-mile time, with a 1-mph-faster trap speed.


Aside from our towing complaints, our one quibble with the F-150 has to do with the interior. As comfy as the F-150 is, our test truck’s dash wore five different colors and four diverse textures. It’s awfully busy, although it does offer a plethora of storage cubbies. (Depending on which trim level is ordered, the F-150’s dash layout and coloring change significantly from the XLT tested here.)

What’s the Cost?

An F-150 with the 5.0-liter can be had for as little as $24,765 if a regular-cab, two-wheel-drive truck with a short bed suits your needs. Our truck was an XLT with four-wheel drive and a crew cab that offers oodles of backseat space. The base price for this setup is $37,255. Additional options were few, including a towing package, the highly recommended bucket front seats, a keyless-entry pad, and the XLT Convenience Group, which includes adjustable pedals, Sync, heated and powered mirrors, and a power driver’s seat. Total price: $38,505. The truck, complete with a column shifter, was a refreshing departure from the loaded-to-the-gills King Ranch trims Ford often sends our way. We’d keep $75 in our pocket and forgo the keyless-entry pad, but otherwise spec our F-150 5.0 exactly the same way.

Ford Vertrek Concept

Ford Vertrek Concept


According to Ford’s design chief, J Mays, the Vertrek concept is “a not-so-subtle look at where we’re going” concerning the replacement for the Ford Escape and Ford Kuga. The two small SUVs—one sold in North America and the other in Europe—will soon unite as one product based on the company’s C platform, which underpins the 2012 Focus and C-Max.

Vertrek: Not a Made-Up Word

Some hidden meaning in the Detroit concept’s name provides insight into what the new vehicle will mean for Ford. Vertrek is Afrikaans for “departure,” a more-relaxed synonym for “escape.” The styling is certainly a departure from that of the current Escape, and that’s a welcome change; the company’s small SUV has not been completely redone since its introduction way back in 2001. We took a liking to the Escape when it initially bowed, but—particularly in a category that has undergone such explosive growth in the last decade—it feels extremely old today. In its last comparison test, the little guy only managed a seventh-place finish out of nine. Clearly, a departure of some sort is needed.

Ford’s Kinetic design language translates nicely to this German-born concept, with taut lines making it appear more athletic and tidy than even the current Kuga, a handsome vehicle in its own right. The concept is about the same size overall as the current Escape and Kuga, and cargo volume should match that of the current Escape’s, while bettering the Kuga’s. As usual, expect some of the concept-car flourishes, such as the big wheels, velour-leather interior—with “the robust quality of lederhosen”!— and glass-roof Mohawk to disappear once the car rolls into showrooms here, in Europe, and in China.


EcoBoost: a Made-Up Word, but a Familiar One

Power comes from a 1.6-liter EcoBoost four-cylinder, which makes up to 180 hp and 173 lb-ft of torque in other Ford products. The Vertrek features Ford’s engine-stop/start system, something the company has promised to apply to North American four-cylinder engines. “Smart Regenerative Charging,” basically allowing the alternator to capture energy that would normally be wasted during braking and deceleration, ensures the battery can keep up with the demands of the start/stop system. A 2.0-liter Duratorq turbo-diesel engine, already offered on the Kuga, also is mentioned as a possibility for markets outside the U.S.

The only question mark? What to call it in its respective markets. Since 2008, Kuga has gained a following overseas, while Escape is a well-established nameplate here, fitting nicely into Ford’s F-for-cars, E-for-SUVs naming structure. It wouldn’t surprise us if both names remain in use.

While it’s not yet clear if One Ford will lead to One Naming Scheme, we do know that this Kuga/Escape replacement will be the same vehicle the world over. Ford has already announced that it will build the next Escape in its renovated Louisville plant starting late this year, so expect the little SUV to arrive as a 2012 model.

2013 Ford Fusion Spy Photos

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.

2011 Buick Regal CXL

When a recent invite to drive the on the 12.9-mile Nürburgring pavement roller coaster in Germany hit our inbox, we checked the calendar to make sure it wasn’t April 1st. A Buick at the Nürburgring? Good one.Buick Regal

It was actually late April, and the Regal is actually extremely composed—even at the renowned Ring, where it spent engineering time during its development. Firm, but with lots of compliance to soak up even the roughest pavement. Sorry, longtime Buick demo­graphic, floating is no longer on the menu. The steering strikes a similarly competent balance of solid on-center feel for excellent directional stability without forgetting about turn-in response.

But is it a sports sedan? Buick officials are a little too eager to label their front-drive Acura TSX fighter just that. All that compli­ance in the suspension is great for ride quality, but it means that the Regal isn’t as buttoned down or connected as are true, rear-drive sports sedans. And although 0.85 g on the skidpad is commendable considering the Michelin M+S tires, why did Buick insist on switch­ing from the Euro cars’ summer rubber? And the sporty intentions aren’t helped at all by a mushy brake pedal.

Still, the Regal continues an encouraging upswing for Buick, started by the very credible Enclave crossover and LaCrosse sedan. Just a few years ago, you’ll remember, the brand was casting aim­lessly for greater appeal and sportiness, doing things like dropping the 300-hp, transverse LS4 small-block V-8 into the previous-gen LaCrosse to create the 156-mph Super model. It was a soft, torque-steering handful.

Developed in Germany on Epsilon II architecture at Opel, the Regal represents GM’s first truly global-car program. The car is essentially a shorter-wheelbase version of the LaCrosse and is sold as the Opel/Vauxhall Insignia in Europe and as a Regal in China. However, it was originally planned to be the now-defunct Saturn Aura in the U.S., which is why it’s just now available here when it’s been on sale elsewhere since late 2008.

All variants share taut sheetmetal and a handsome interior that includes standard leather seats. Although the seats are comfortable, with good thigh support, they are not as enveloping as the TSX’s, and the bolstering is more of a relaxed fit than we’d specify. But the big­gest letdown inside is the frumpy, GM-parts-bin blue-green display in the cluster.

For 2011, U.S. Regals will be imported from Opel’s factory in Rüs­selsheim, Germany, and will be available only in uplevel $26,995 CXL trim. Even with everything—navigation, sunroof, a Harman/ Kardon stereo, a power passenger seat—our test car rang in at $31,780, which is on a par with a base TSX. Other newfangled safety gear that generally tends toward annoying, such as blind-spot and lane-departure warning systems, isn’t available on the Regal, which is fine by us. But where are the HID headlamps?

Next year, production shifts to Oshawa, Ontario, and presum­ably there will be further decontented models, although trim-level designations (CX, CXL, CXS) will disappear altogether.

At a time when many vehicles in the family-sedan pack have got­ten too large—how many Honda Accord buyers really need space to haul five six-foot-plus adults simultaneously?—the Regal strikes us as decidedly right-size. Back-seat space is very reasonable; the limit­ing factor is headroom, pinched by the cascading roofline. In that regard, the Regal comes up an inch shy compared with the swoopy new Hyundai Sonata, although the overall rear volume is identical due to the Buick’s almost three additional inches of legroom.

On the road, the Regal has an impressively solid and refined feel and is exceptionally quiet at speed. However, all of its polish is no doubt enabled by its substantial 3681-pound curb weight, a sticking point on many of GM’s recently overhauled vehicles. That’s more than 200 pounds heftier than the TSX and comparable to an Audi A4 laden with an iron-block engine and all-wheel drive.

Which brings us to even more bad news: The Regal’s excellent though heavy chassis is let down by its base powertrain. The 182-hp, 2.4-liter direct-injection four-cylinder falls 19 horses short of the TSX’s port-injected 2.4—granted, that one takes premium fuel— and 18 short of Hyundai’s DI 2.4-liter, which doesn’t. Plus the Regal’s torque peak sits at an elevated 4900 rpm, making the most potent part of the power band the narrow zone between that point and its 6500-rpm redline. A redline, you’ll notice, that is actually 200 rpm below the engine’s power peak (the fuel cutoff doesn’t come in until 7000 rpm, however, but the transmission shifts well shy of that any­way). Plus, it’s not nearly as engaging as the honking Acura engine, and during steep uphill sections of the Nürburgring, or even at high­way speeds, acceleration is discerned more by engine racket than actual thrust. And the transmission, while smooth, could be more prompt, particularly during wide-open-throttle upshifts and while using the manu­matic function. Use of the lat­ter becomes necessary during enthusiastic driving because, otherwise, upshifts happen the instant the driver backs off the throttle.

When pressed about this, Buick types tend to mention “responsible performance.” We have another term for the Regal’s ordinary horsepower and substantial heft: slow. Accelerating to 60 mph in 8.7 seconds puts the Regal at the plodding end of the four-cyl­inder family-sedan crowd and well off the luxury pace. Even fuel-economy ratings— 19 mpg city and 30 highway— are clobbered by the similarly sized Sonata (22 city and 35 highway) and bettered by the larger and 58-hp stronger BMW 528i, too. Spending the extra $2500 for the optional 220-hp, 2.0-liter turbo, which is also available paired to a decent six-speed manual, should hasten the Regal to base TSX ter­ritory. An even higher state of tune for that powerplant will accom­pany a future performance variant, the Regal GS.

By Buick’s math, before the Regal came along, the nameplate’s lineup of two rather large sedans and one behemoth ute competed in segments that comprised just 14 percent of the U.S. market, sales-wise. Come 2012, after a Chevy Cruze–based compact sedan and a small crossover are added, that figure will leap to 46 percent.

Even so, last year Buick astonishingly outsold Audi, Infiniti, and Lincoln in the U.S. To date, which includes no significant sales of the appealing Regal, Buick’s numbers are trending higher than all those, plus Acura. Surprising? You bet. Deserved? More than ever.

2012 Buick LaCrosse eAssist

2012 Buick LaCrosse eAssist


It’s been a very short time since the revamped Buick LaCrosse debuted, but it has already seen plenty of changes, including a reordered engine lineup and major suspension upgrades. For its third model year, the LaCrosse’s base engine—a 2.4-liter four-cylinder—will get some help from an upgraded transmission and an electric motor. Combined with the car’s aero-enhancing tweaks, GM says the electric motor could boost EPA-estimated fuel economy from 19 mpg city and 30 highway to 25/37. Oh, and did we mention it’ll be standard equipment?

Not Hybrid, eAssist

A few years ago, GM sold mild hybrid versions of the Chevrolet Malibu and Saturn Aura that essentially replaced the alternator with an electric motor. This arrangement allowed the engine to turn off at stops—while keeping the accessories running—but couldn’t propel the car on electricity alone. The new setup, called eAssist, is fundamentally the same thing, but heavily upgraded. It uses a lithium-ion battery pack in place of the old nickel-metal hydride unit and delivers up to 15 hp of electrical assist, three times more than before. The boost in power should make eAssist more useful than the previous system. GM says it can cut fuel to the engine during deceleration, as opposed to the mild-hybrid setup that only cut fuel and shut the engine down when the car was stopped. Like the old system, the electric motor starts the gas engine when the driver takes his foot off the brake, but cannot propel the vehicle on its own.

The battery pack is located behind the rear seats and cooled by an electric fan that draws air from the cabin. The gas en
gine charges it, as does a regenerative-braking system that also has a function to keep the car from rolling back on inclines while the engine is off. The battery pack weighs about 65 pounds and reduces trunk space by 2.4 cubic feet, to 10.9, although it sits to one side and still allows for part of the rear seat to fold. Engineers say that the overall weight of the LaCrosse 2.4 will remain the same, as they have compensated for the added pounds in other areas, primarily by swapping the spare tire for an inflation kit.


Aero Enhancements and More

The aforementioned aerodynamic tweaks also will help the LaCrosse reach those lofty fuel-economy estimates. The LaCrosse eAssist gets new aero-optimized underbody trays and active flaps behind the front fascia. These flaps close at higher speeds, reducing drag by forcing air to flow around the vehicle rather than get caught up in the engine compartment. Furthermore, eAssist will debut a new generation of the six-speed automatic transmission, with reduced internal friction and quicker shifts. Buick says that the additional power of the electric motor will reduce the need for downshifts, which we hope holds true—the busy transmission was our main complaint during our first drive of the four-cylinder LaCrosse. Finally, low-rolling-resistance Michelin tires will make their way onto the car. Inside, the only change will be the addition of an Eco gauge in the cluster.

Buick hasn’t given final pricing for the 2012 LaCrosse eAssist, saying only that the car will cost around $30,000. For reference, the 2011 2.4-liter started at $27,745. If GM’s fuel-economy claims prove true, Buick could have a cost-effective fuel-sipping hybrid-fighter on its hands when the eAssist goes on sale in the middle of next year.

2012 Buick Verano

2012 Buick Verano


Buick executives have to be pretty happy with 2010. The brand had its highest sales since 2007, even outselling Cadillac. Now, executives think the brand is ready for a small car, and dealers who no longer have Pontiacs to peddle seemingly are clamoring for such a vehicle. Enter the 2012 Verano, which is debuting at the 2011 Detroit auto show and will slot below the Regal in the Buick lineup.

Cruzin’ for a Reusin’

Based on the Chevy Cruze, the Verano is longer (by 2.9 inches), slightly taller (0.3), and a bit wider (0.8) than that car. The styling differences between the two are more dramatic. The Verano's look borrows from other Buicks, with a front end very much like the Regal's. On the side, a crease follows the rocker panel before sweeping up ahead of the rear wheel arch—it's essentially a reverse of a similar line on the Regal—and is a very sophisticated and eye-catching complement to the profile. The rear of the Verano, where taillights are topped with chrome "eyebrows,” is its least-attractive angle. It is reminiscent of many small sedans sold in China, and that's not an accident. This car was designed largely with that market in mind, and has already been on sale there for nearly a year, badged as the Excelle GT.


More differentiation between the Buick and the Chevy come from what GM says it has done to make the Verano a luxury car, including increased sound-deadening measures and a total interior makeover. Buick is hot to trot for the fit and finish in this little car—rightfully so from what we experienced at a brief preview. The optional leather seats are wrapped in high-quality hides similar to those in the LaCrosse, the wood trim is real and looks it, and the interior panels fit together nicely. We’ll make a more definitive judgment when the car actually goes on sale here and we can slide behind the wheel.

The materials needed for these refinements, as well as the extra kit that the Verano will carry—more on that in a moment—add up to a curb weight that Buick estimates will be 100 to 200 pounds more than the 3206 of the Cruze LTZ we recently tested.

To motivate that added mass, the Verano gets GM’s direct-injected 2.4-liter four-cylinder, which also serves in the base versions of the Regal and LaCrosse. Although it makes 182 hp and 172 lb-ft of torque in the bigger cars, GM estimates the four will make 177 hp and 170 lb-ft of torque in the Verano. The engine isn’t available in the Cruze, which instead offers 1.8-liter naturally aspirated and 1.4-liter turbocharged fours; both make 138 hp. Routing its power through a six-speed automatic and to the front wheels, Buick says the Verano’s four needs about eight seconds to accelerate the car to 60 mph, and will return an EPA-estimated 31 mpg on the highway. Those figures are a bit disappointing, as the much bigger and slightly heavier four-cylinder Chevy Malibu delivers a similar 8.6-second 0-to-60-mph run and an EPA-rated 33 mpg on the highway.


In case you want a Verano but don’t fancy being dusted by a Mazda 3 in a straight line, Buick promises a hotter GS version will launch in late 2011, with a turbocharged 2.0-liter engine—evolved from the 220-hp 2.0-liter turbo in the Regal Turbo—and an available six-speed manual transmission. Such a powertrain seems like a natural fit for the on-again, off-again Cruze SS, but GM’s lips are sealed on that matter.

A Slate of Luxe Features

Buick says the Verano is aimed at cars like the Audi A3, Volvo S40, and Lexus IS250—the latter being the only one of the three with even slightly impressive sales numbers. In accordance with this mission, a full slate of luxury features will be available. Buyers will be able to opt for heated seats in the front and rear, a heated steering wheel, a touch-screen navigation system, dual-zone climate control, and keyless ignition.

The new baby Buick is set to reach dealers in the fall of 2011. Although pricing hasn’t been announced, we’re expecting a base-price range of roughly $22,000 to $27,000. (The Cruze starts at just under $17K for a base model and ranges up to $27K fully loaded.) With those prices, it’s going to face tremendous competition on all sides: Although the Verano’s sticker should undercut the IS250’s by thousands, the Lexus touts a prestigious badge and generously subsidized leases. Expect Verano buyers also to be tempted by the showroom-sharing Regal, as well as bigger, more-powerful, and decently equipped mainstream models like the Hyundai Sonata and Honda Accord. But if 2010 showed us anything about Buick, it’s that the brand is no longer afraid of asserting itself.

David E. Davis, Jr.: When Better Buicks are Built, Opel Will Engineer Them

David E. Davis, Jr.: When Better Buicks are Built, Opel Will Engineer Them


My wife’s nephew Harvey Briggs has been very publicly shopping for a new car via his own blog and, by extension, the “Laughing Man” e-mail alerts. Harvey is both a car and motorcycle enthusiast, and one of the best automotive-advertising guys in the country. He’s been listing cars he’s considering, as well as those he refuses to consider. Buick comes up loud and clear as an “Absolutely Will Not Consider,” because, he says, he doesn’t wear hats and he never drives for miles with the turn signal on. Had he spent the last week with me, putting almost 700 miles on a new Opel-based Buick Regal, he might be forced to eat one of those hats he never wears. This new Regal is a Buick that harks back to a time when Buicks had dash and style and were available in performance versions that took a back seat to nobody.

An acquaintance who was both a neighbor and a high-school classmate in the late ’40s drove a series of spectacularly cool cars, and he would occasionally drive me to school when Michigan froze solid in January. First there was a jewel-box–perfect 1932 Chevy two-door: black and pearl gray two-tone with red wire wheels, twin fender-mounted spare tires, and chrome doors on the sides of the hood, just like the ’32 ­Cadillacs. Then there was a lovely 1938 Buick Century Sport Coupe—the smaller, lighter Buick Special platform with the biggest and best Buick straight-eight engine. It was metallic green with fender skirts. It was immaculate, and overwhelmingly desirable, and it ran through the nighttime Midwest countryside like an express train.


1938 Buick Century Sport Coupe
One summer day, he cruised past me in a 1938 Buick Century Convertible Phaeton: black with a white canvas top, red-leather upholstery, and the then-new ’48 Cadillac deep-dish, full-coverage wheel covers. It became the going-to-the-beach car for a half-dozen pals during my senior summer.

It was about 20 years later that I encountered him at a concours d’élégance and learned that he’d stolen all of those cars and accessories—and wound up doing some serious time inside for the theft of a black Jaguar XK120 fixed-head coupe.


Buicks were hot stuff. The 1941 Century fastback two-door (sedanette) remains a particular favorite. When the 1963 Buick Riviera appeared, I went nuts. Some time later, after my pal Joe Parkhurst made a bunch of money publishing karting and motorcycle magazines, he bought one of those lovely Rivieras and had a complete restoration done on it. I hope he still had it when he died.

The Buick Gran Sport was, in many ways, the nicest of the muscle cars—a damned good muscle car with Buick manners and Buick self-assurance. It shared a special corner of that market with another performance paragon, the Olds 442.


1971 Buick Gran Sport 455
When the Buick Grand National came out in 1986, we at Automobile Magazine put P.J. O’Rourke into the driver’s seat and turned him loose. He broke the laws of several states, counties, and local municipalities and very nearly took out 30 or 40 yards of fence (with posts) when it turned out that the road would not be wide enough for him to complete the maneuver he had in mind. Mind you, all this in a car supposedly designed for geriatrics.


1987 Buick Regal Grand National
The new Buick Regal is comfortable and quite handsome. The 2.4-liter, twin-cam Ecotec four-cylinder engine is mated to a very likable six-speed automatic transmission with the currently fashionable manumatic shift option, which this driver sternly ignored. Really, if they’ve gone to all that trouble to engineer a world-class automatic transmission, why screw it up by doing your own shifting? If you want a manual gearbox, order your Regal with a manual gearbox, which will soon be available on the turbo model. Many readers, like my wife’s nephew, will snicker at the notion of Buick ownership, but this is a Buick that makes serious drivers grin like the Cheshire cat.

As our own Mr. Mark Gillies pointed out on C/D’s website, the Regal was slated to be a Saturn until Saturn died from the same blight that killed all the elm trees. This was good news indeed for Buick, which was doing fine in China but steadily becoming more and more beside the point here in God’s Own U.S. of A. The Regal has a better future as a Buick than it could ever have ­realized as a Saturn (GM’s redheaded stepchild). These German-engineered Buicks may well be just what the doctor ordered for General Motors as it snorts and wheezes and limps back into the limelight. Gillies pointed out that the Regal is quite comfortable as a head-to-head competitor for a variety of Audis and Acuras. And with a sticker price of $31,225 with options, I would add that it’s an absolute standout in a field of contemporary American sedans.

2012 Buick Regal GS

2012 Buick Regal GS


What it is: A higher-performance version of the recently introduced 2011 Regal. A handsome body kit, 20-inch wheels, and larger brakes increase the GS’s sportiness quotient.

Why it matters: GM needs to continue to revitalize Buick, which has been the General’s grandpa division. With Pontiac out of the picture, Buick has the freedom to build sportier cars to compete with import-luxury brands.

Platform: It rides on the latest version of the Epsilon front-drive hardware. The Regal is a barely disguised Opel Insignia.

Powertrain: While Europeans will get an Insignia OPC with a 325-hp, turbocharged V-6, the GS gets a higher-output version of the 2.0-liter turbo four found in the Regal. In this case, it’s rated at 255 horsepower, up from 220. All-wheel drive will be standard. Look for either a six-speed manual or a six-speed automatic transmission.

Competition: Acura TSX, Audi A4, BMW 328i, Infiniti G37, Lincoln MKZ.

What might go wrong: Buick may struggle to get import buyers into its showrooms. Abandoned Pontiac loyalists may not feel inclined to switch their devotion to another GM brand.

Estimated arrival and price: Sporty GS launches in 2011. We predict a base price near $36,000.

2012 Buick Regal Wagon

2012 Buick Regal Wagon


According to Bob Lutz, GM planned all along to offer a Buick Regal wagon alongside the sedan in the United States. But GM’s bankruptcy saw funds for the program diverted to more pressing priorities, and such a hauler was put on the back burner. It appears plans may be back on track, judging by these spy shots.

The photos show an Opel Insignia Sports Tourer—the Regal sedan is a rebadged Insignia four-door—that’s undergone extensive Buick-fication, including the installation of a chrome multi-slat grille and Buick emblems and wheels. Not all things Opel are gone, however, as the rear hatch still wears an “Insignia” badge. More interesting, however, is the “Turbo X” stuck to its rump; it’s a piece of jewelry we last saw—in a different font—on a limited run of 2008 Saab 9-3s, and its presence likely indicates that this particular example sports all-wheel drive (perhaps of the torque-vectoring variety, as on the Saabs) and a 2.0-liter turbo four. The 220-hp 2.0-liter is the only turbocharged engine offered in the U.S. Regal sedan, and testing any of the Europe-only engines over here wouldn’t make much sense. The Regal’s other engine is a 182-hp, naturally aspirated 2.4-liter four.

The Regal wagon would compete with the Acura TSX Sport Wagon and Audi A4 Avant. Like those cars—as well as GM’s own Cadillac CTS Sport Wagon—expect an Americanized Regal wagon to get a consumer-friendly name in an attempt to coddle U.S. consumers, most of whom are ninnies and won’t buy anything labeled solely as a wagon. Regal Sport Wagon is a possibility, as is carrying over the Sports Tourer designation.

Of course, what we really want is a high-performance variant. It could use the 255-hp, 2.0-liter turbo four found in the Regal GS sedan concept or the 325-hp V-6 from the Opel Insignia OPC Sports Tourer, possibly paired with all-wheel drive. It seems unlikely, but the existence of the Cadillac CTS-V wagon shows that somebody somewhere in GM appreciates go-fast wagons. Make it so, General.

2012 Buick Regal eAssist

2012 Buick Regal eAssist


Buick has announced a second eAssist vehicle for 2012, with this Regal joining the previously announced LaCrosse version. eAssist is essentially a (very) mild hybrid system, in that it can’t propel the car by itself. The Regal eAssist has a belt-driven, liquid-cooled electric motor/generator in place of the usual alternator; it kicks in with 15 hp (11 kW) and 79 lb-ft of assistance for the 2.4-liter four-cylinder engine during hard acceleration and when driving up steep grades. But the light kick in the pants is almost beside the point—saving fuel is the thing

Buick says the system swells the car’s fuel economy to an impressive 26 mpg city and 37 highway; for comparison, the 2011 Regal posts EPA ratings of 18/30 with the same 2.4-liter four sans eAssist. It’s worth mentioning, though, that Buick attaches the same 37-mpg highway number to the bigger, heavier LaCrosse eAssist, which also is estimated to achieve 25 mpg city—just 1 fewer than the assisted Regal. Still, there aren’t many vehicles the size of either Buick that are as efficient, so we’ll take it.

The energy fueling the motor-generator is stored in a 0.5-kWh lithium-ion battery pack located in a compartment behind the rear seat, and is generated through regenerative braking and recapture during deceleration. The 65-pound battery pack eats into cargo capacity a bit, leeching 3.2 cubic feet from the non-eAssist Regal’s 14.3-cube trunk. One half of the rear seat still folds, though, preserving at least some of the practicality of the regular car.

The eAssist is a regular Regal in nearly every other regard. There are no sheetmetal changes that accompany the optional system—it's standard on 2.4-liter LaCrosses—and the interior is largely identical save for some eco-minded instrumentation and driver-coaching readouts. There also are lighter 17-inch wheels wrapped in low-rolling-resistance rubber and some aerodynamic tweaks performed to the underbody.

As mentioned, the eAssist has the same 182-hp, 172-lb-ft direct-injection 2.4-liter as the base model (a 2.0-liter turbo four is optional in other Regals, but not the eAssist), and it also carries over the six-speed Hydra-Matic automatic transmission found in other 2.4-liter models, albeit with some internal tweaks and revised gearing. Like more robust hybrids, this car has an engine stop/start system and fuel cut-off during deceleration.

We haven’t yet driven any eAssist vehicles, but we weren’t enamored of a similar system (that used nickel-metal hydride batteries) that was installed a few years ago in the Chevrolet Malibu, Saturn Aura, and Saturn Vue. But this is the de facto next generation of that system, and the efficiency gains are much more impressive here—we look forward to evaluating the system’s overall evolution.

2011 Buick Regal CXL Turbo Manual

2011 Buick Regal CXL Turbo Manual


The basic question here is analogous to one we’ve all encountered in the course of the dating game, to wit: If the package is exceptionally attractive, is the disappointment proportionally greater when substance fails to match appearance? Buick’s recent offerings have been striking, with sexy sheetmetal implying hot performance. The Regal certainly registers well on the eyeballs, its skin stretched tight and smooth over the underlying hardware, suggesting adventure, maybe even love.

And what do we see inside the handsome cabin of this turbocharged Buick? Could that be a manual-transmission shifter protruding from the center console? Yes it could, and it directs a six-speed gearbox of GM's own design. A shift-it-yourself Buick—imagine that.

Hold the Excitement

The promising powertrain combo—GM’s 2.0-liter direct-injection turbo four spins the gears in that six-speed with 220 hp and 258 lb-ft of torque—had us anticipating a little more gratification than we distilled from the turbo automatic, which finished third of three in a recent comparison test.

Our expectations made the actual driving disappointment that much keener. True, the manual's numbers best those we recorded with the automatic version: The 0-to-60 mph run took 6.8 seconds versus 7.5, and the quarter-mile was dispatched in 15.4 seconds at 93 mph, which is 0.3 second quicker and 2 mph faster. But the experience wasn't commensurately improved.


The manual’s gear ratios don’t seem well matched to the engine’s power band. There’s a substantial spread between the 2000-rpm torque peak and max horsepower, which comes on at 5300 rpm. Careful rowing is required to keep the four-banger from feeling as if it were lugging. That would be more tolerable if the rowing were a source of pleasure, but it’s not. The six-speed is vague, notchy, and resistant to any suggestion of haste. Its general reluctance is suggestive of a gearbox from another era.

Sure-Footed

Although the powertrain leaves something to be desired, the rest of the Regal’s dynamic score card seems to be at least acceptable in the edge-of-luxury sport-sedan market it aspires to.

In a class where high chassis rigidity is a minimum for entry, the Regal’s unibody has an exceptionally solid feel—which may account for its hefty curb weight—and transient responses are brisk and free of drama. The low-effort steering could provide a bit more tactile info, but with a little experience, the driver can attack corners with confidence.

Ride quality is pleasant on all surfaces, and body motion is minimal; there’s a strong similarity to the BMW school of suspension tuning here. The suspension does a good job of filtering out road noise. There’s also plenty of grip—the Regal manual pulled 0.84 g on the skidpad—and good braking performance to go with it, with the car stopping from 70 mph in 170 feet.

MPG, dBA, and MSRP

The Regal does a good job of damping road noise, but the engine is more audible than one might wish for—and not in a good way. It’s a bit rough around the edges for a car in this class. It was also thirsty in our testing. The EPA rates this version of the Regal at 20 mpg city and 32 mpg highway, compared with 18/28 in the automatic. Our automatic comparo car averaged 27 mpg in a trek that stuck mostly to the highways. We averaged just over 21 mpg with the stick, although that included more suburban and urban driving than in the previous test, as well as perhaps more time near the redline.

And then there’s the money. The base price for this Regal is $29,495, which undercuts cars like the Acura TSX V-6 and Volkswagen CC 2.0T R-Line, the Buick’s comparison-test opponents. But with $5690 in options, including a sunroof, two-mode suspension, 19-inch aluminum alloy wheels, HID headlights, and premium audio with navigation, the Regal rolls onto BMW 3-series and Audi A4 turf and loses some appeal—appeal, we must add, that is not enhanced by the manual transmission. No one wants to keep manual transmissions on options lists more than we do, but this one needs some work.

2012 Buick LaCrosse eAssist

2012 Buick LaCrosse eAssist


The GM engineers assigned to the LaCrosse eAssist project don’t want you to be able to tell they’ve done anything to the car. The goal of the eAssist was to create a more-fuel-efficient version of the four-cylinder LaCrosse using an evolution of the mild hybrid system from the old Chevrolet Malibu hybrid and Saturn Aura Green Line. Their benchmark? Last year’s nonhybrid LaCrosse, so the system had to be more economical and undetectable. Talk about a thankless task.

The one place they want you to notice a difference, however, is on your gas bill. If the engineers have done their job, fuel economy will rise by about 25 percent, from 19 mpg city/30 highway for a four-cylinder 2011 LaCrosse to 25/37. That’s a better highway number, Buick notes, than that of smaller luxury hybrids like the Lincoln MKZ and Lexus HS250h. Incidentally, all four-cylinder LaCrosses will be eAssist-equipped beginning in 2012. We drove a development car to see and feel—or not—the differences.

eAssist? What eAssist?

The LaCrosse’s 2.4-liter four-cylinder is largely unchanged, save for a belt-driven electric motor/generator hanging off the front instead of an alternator. It can apply 15 hp and 79 lb-ft of torque to complement the engine’s 182 hp and 172 lb-ft. A 0.5-kWh battery feeds—and is fed by, during regenerative braking—the motor/generator and sits in a lump at the front of the trunk, obscuring 40 percent of the seatback and blocking part of the pass-through on the other 60 percent. (The Malibu and the Aura used a motor with 5 hp of assist attached to a nickel-metal hydride battery.) We’re told to expect a 0.2-second improvement in 0-to-60-mph times compared with the four-cylinder LaCrosse.

As the car comes to a stop, fuel flow is cut, and the electric motor takes over, guiding the car to a stop and capturing brake energy through regen. There’s a hint of nonlinearity in the first bit of brake-pedal travel as the vehicle slows without the expected pressure buildup in the pedal. Once you get past that brief oddity, braking feels normal as the regen tapers off, giving way to mechanical operation. With a tender right foot on the pedal minimizing waste heat through the binders, the system can capture up to 15 kW of power during regeneration. The engine shuts off when the car is stopped and fires back up once the driver’s foot leaves the brake pedal, one of the only hints a buyer will have that all is not conventional in his or her LaCrosse.

Buick messed with the transmission as well. The eAssist LaCrosse will be the first model to use GM’s next-generation six-speed automatic, which we’re told improves on the old transmission by reducing friction losses and improving shift response. The eAssist car can get away with a numerically lower final-drive ratio—2.64:1 versus the 2011 four-cylinder’s 3.23:1. The electric assist means the transmission can hold a higher gear in steady-state situations and has to swap gears less often, with electric boost taking the place of some downshifts. Indeed, this was one of our biggest complaints with the four-cylinder LaCrosse, and the eAssist development vehicle we drove did seem to hunt for gears less, especially on inclines.

This electric give-and-take is happening all the time in the background, but if you want to cheat and peek behind the curtain, there’s a screen in the color display between the gauges that shows what the system is doing—sort of. It doesn’t report each and every time the boost is activated (denoted by a “hybrid power” message and an animated graphic) because the motor cycles so frequently and briefly at times that the displays would have to flash on and off—no need to throw the driver into an epileptic seizure. When the juice is providing substantial assistance, though, you’ll get the message, and there’s also a “battery charging” graphic that displays during deceleration and braking.

Other Economy Tricks

A switch to new low-rolling-resistance tires also helps save fuel, and the engineers claim the rubber doesn’t sacrifice any lateral grip compared with that of the current car. A smaller gas tank is fitted—15.7 gallons versus 18.4—which reduces the curb weight by limiting the maximum amount of fuel, but the eAssist car’s range is still said to be greater than the 2011’s. Electronically controlled shutters in the lower grille, borrowed from the Chevy Cruze Eco, can open or close to balance cooling needs with aerodynamics. Three underbody panels further improve the car’s slipperiness. Smoother airflow means better regeneration, since drag that would normally be eaten by air resistance can now be captured through the wheels. We asked why these aero tweaks weren’t being applied to the V-6 LaCrosse and were told that, without regenerative braking to recapture that energy, the economy improvement wouldn’t be significant.

Even with all of these changes, curb weight only increases a claimed six pounds. In addition to the smaller gas tank, Buick offset the weight of the hybrid components by replacing the spare tire with a tire-inflation kit and using aluminum for the rear-suspension knuckles instead of the usual steel.

The price, on the other hand, will increase more noticeably. Buick isn’t giving exact numbers yet, only saying the eAssist LaCrosse will cost about $30,000, up from about $28,000 for the current, unassisted car. That same base price will be applied to the V-6 LaCrosse, with both models getting more content for 2012. It seems Buick is taking a page from Lincoln, which charges the same for an MKZ V-6 or MKZ hybrid with matching levels of equipment—never mind that the MKZ is a full hybrid and the LaCrosse is not. Buick will offer eAssist on the 2012 Regal, although the base unassisted four-cylinder model will remain in that car’s lineup.

Engineers say eAssist can be applied to a variety of powertrains and platforms since the electric assist doesn’t have to scale directly with vehicle size and weight. Our short drive showed the system has come a long way since its days in the Malibu and Aura, so our next step is verifying the economy claims. Buick won’t capture the hybrid proud with this one—there are no external badges or differentiators calling attention to the fuel-saving tech—but it might succeed in winning buyers based on the economy numbers alone, whether or not those customers know or care how the car is achieving them.

Buick Getting a Version of the Opel Astra GTC, May Get Astra-Based Convertible

Buick Getting a Version of the Opel Astra GTC, May Get Astra-Based Convertible


We recently reported on the next Opel Astra GTC, a three-door Astra derivate that should compete with the Hyundai Veloster and the Europe-only Volkswagen Scirocco. You may recall that the GTC’s somewhat-pedestrian predecessor was sold in the U.S. as the Saturn Astra hatchback. The new car is wider and sleeker than that failed experiment, and we now have confirmation that it, too, will be sold here—as a Buick. The tri-shield brand may offer a convertible Astra on our shores, as well.

We’ve Seen this Movie Before

It must be the success of the Regal (a rebadged Opel Insignia) and interest in the new Verano (itself basically a sedan version of the Astra) that have convinced GM to bring the decidedly sporty GTC to the U.S. market as well. The new Buick will get a yet-to-be-disclosed model designation, and engine options are still being debated. In Europe, the GTC will be offered with a number of four-cylinder diesel and gasoline engines, with power ranging from around 100 hp to something like 300 hp for a high-powered, latecomer OPC derivative. For the U.S. market, the most likely propositions are the Verano's engines: a naturally aspirated 2.4-liter four with an estimated 177 hp and a turbocharged 2.0-liter four that makes around 220 hp. Six-speed automatic and manual transmissions are likely.

It is unlikely that Buick will repeat the mistakes that hampered the Saturn Astra’s success in the U.S.—specifically, the car’s poor ergonomics and its being offered only with a buzzy entry-level engine, the latter a decision made when GM realized that it would lose money on the imported econobox. The U.S.-market Astra did not come close to the refinement of the uplevel European versions. Under the Buick brand, GM can offer the level of power and equipment that was deemed over-the-top for Saturn.

A Droptop Baby Buick?

Beyond the GTC, which definitely will be offered in the States, Buick's lineup could be graced with another Opel model that is currently under development. Replacing the folding-hardtop Astra Twin Top in Europe will be a new model that won't be badged Astra, but will be based on the car’s Delta platform and remain close to the current model's dimensions. The new convertible will keep its pronounced trunk and shed its clumsy hardtop in favor of a softtop, which should increase luggage space and make for a far cleaner look. Opel believes the softtop will create a more premium image. The new convertible will be powered by the same engines that drive the GTC, excluding the ultra-high-performance OPC engines. The car’s European-market launch is planned for late 2012. Should Buick offer it, the brand could have a credible competitor to the Lexus IS convertible—albeit a front-drive one—and its first droptop since the Reatta.

If Buick is lucky, the convertible will get a better reception than the lukewarm one of the Reatta, and the GTC-based car will fare better than GM’s last U.S. Astra endeavor. Smaller, cheaper cars are one way to target a younger demographic, but it remains to be seen if the kids can get past the badge on the front.

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.

2011 Jeep Wrangler / Wrangler Unlimited

2011 Jeep Wrangler / Wrangler Unlimited


The Jeep Wrangler and its four-door sibling, the Wrangler Unlimited, are Jeep’s best-selling models despite remaining practically unchanged for years. The Wrangler’s pure, unfiltered charm and off-road prowess are the reasons it sells so well. For 2011, Jeep has addressed one of the SUV’s biggest letdowns by revamping the interior. The new trappings look much sharper and take cues from the new Grand Cherokee.

The overall layout is the same, with exposed screw heads and a passenger-side grab handle—now bearing a “Jeep, Since 1941” plaque—but the materials have been thoroughly modernized. The clunky center stack now has a smoother, cleaner layout with chrome-ringed vents and up-to-date climate-control knobs. There’s a new three-spoke steering wheel that incorporates cruise and audio controls, and a refreshed instrument cluster. Soft-touch materials appear on the center console (now lockable) and redesigned armrests. Two-tone interiors are now on offer, too, a welcome change from the monotone plastic setup that graced earlier Wranglers.

Additional features include a 110-volt power outlet, optional heated power mirrors, and Bluetooth phone and USB audio connectivity with the upgraded sound system. Jeep says it has added more sound-deadening to keep the interior quieter. The cabin upgrades make the Wrangler’s cockpit much more appealing, although traditionalists may decry the dilution of the Jeep’s rugged spirit.

Outside, buyers can choose from five additional paint colors: Detonator Yellow, Deep Cherry Red, Sahara Tan, Cosmos Blue, and Bright White. The optional hardtop for Sahara trim levels is now body-colored, for a more cohesive exterior look. It makes the two-door Wrangler look like a Dodge Nitro and the four-door Unlimited model resemble a Mercedes G-class.

The vehicles are mechanically unchanged from 2010, with a 3.8-liter V-6 engine and six-speed manual or four-speed automatic transmissions. Four-wheel-drive is standard on all but Unlimited models equipped with the automatic. Production of the 2011 Wranglers began earlier this week, so they’ll be in dealerships soon. Pricing hasn’t been announced yet, but we don’t expect a drastic increase over the current sticker, which starts at $21,915 for a two-door model.

Jeep, 2011 Jeep Wrangler Unlimited Sahara 4x4

Jeep, 2011 Jeep Wrangler Unlimited Sahara 4x4


What Is It?

It’s the fanciest damn Jeep Wrangler you’ve ever seen. For 2011, all Wranglers get a new, more upscale interior in place of the previous assemblage of Playskool-grade plastics, and the optional hardtop can be painted body color on Sahara editions like our test vehicle. Available new features include heated seats, heated power mirrors, automatic climate control, and a steering wheel with buttons for the radio, cruise control, and Bluetooth phone connection. Stability control is now standard, there are more power outlets in the cabin, and the rear windows have been enlarged, too. It seems the Wrangler is all growed up.

How Does It Drive?

Well, maybe not all growed up. Driving a Wrangler on the road still feels a bit like sprinting down a cobblestone street while wearing wooden clogs, so the Jeep isn’t very competitive if you’re looking at it from a purely dynamics standpoint. (Previous four-door Wranglers we’ve tested have turned in appalling 0.61-g skidpad and 217-foot 70-to-0-mph braking figures.) But piloting a Wrangler has always had a charm all its own, and this 2011 is no different, offering more of a man-and-machine connection than about anything else on sale today. Although the new interior duds make comparisons to less-hard-core SUVs—the ones people drive to Starbucks and never take off-road—more relevant than ever, this remains a one-of-a-kind vehicle that’s fun in almost any weather and over almost any terrain, category five hurricanes and lava fields (just barely) excluded.

Increased sound deadening means less noise than before makes it to occupants, which is a good thing, because the groaning coming from the weak-sauce 202-hp, 3.8-liter V-6 is extremely unpleasant. The optional four-speed automatic in our Wrangler is an abomination, too—better to stick with the six-speed manual, which is at least more entertaining. A much better powertrain—namely, Chrysler’s new corporate V-6, likely available with a six-speed automatic—will arrive next year, and it should cure the Wrangler’s glacially slow acceleration.

How Does It Stack Up?

Against more on-road-centric competition—so, everything else—the Wrangler is less civilized and not as dynamically capable. As we said, the interior invites such comparisons more than ever, but if you’re after a grocery getter, the Wrangler still isn’t for you. This is a vehicle for people with adventure on their minds, even if it’s not on their agenda; it’s just that those folks now get to enjoy more modern amenities and quality interior materials. The soft-touch surfaces and attractive design are great, and we particularly like the brand touchstones sprinkled throughout the cabin, including the Jeep grille logo on the windshield above the rearview mirror and the “Since 1941” insert for the front passenger’s dash-mounted grab handle. Plus, with the painted hardtop and fender flares, the Sahara Unlimited sort of—sort of—looks like a Mercedes-Benz G-wagen. From the back. If you squint.

What’s the Cost?

In the case of our test vehicle, pretty high. The Unlimited Sahara starts at $30,695, and ours had an additional $5800 worth of options, including the $385 Connectivity Group (USB port, voice control), a $490 set of front side airbags, the $825 automatic transmission—charging that much for a four-speed seems criminal—and automatic climate control, which costs $895. In addition, the heated front seats run $250, remote start is $200, and the painted hardtop is $1715. Finally, we had a chance to experience Chrysler’s new nav system as part of the $1035 Media Center pack, which includes a 6.5-inch touchscreen and a hard-drive-based music storage setup. The nav is powered by Garmin software and works very well; it’s as easy to use as Garmin’s aftermarket units.

The final tally was $36,490, which is a lot of moola in Wrangler-land. The same money can buy any number of more civilized options, but if customers decide a Wrangler is exactly what they want, then the amount is far less obscene. After all, where else are they going to get all-terrain invincibility, buckets of personality, four-door rooflessness, and an interior this well done? Nowhere but this Jeep.