Audi, 2012 Audi Q3 Spy Photos

Audi, 2012 Audi Q3 Spy Photos

Premium carmakers are filling the compact crossover market in a hurry, fulfilling the desires of a market that wants an alternative to traditional cars without the weight and fuel-economy penalties of larger vehicles and engines. Audi has chosen this April‘s Shanghai auto show for the unveiling of its latest such offering, the Q3.

The Audi Q3 is based on the Volkswagen Tiguan platform, which is related to the VW Golf, Audi A3, and a vast number of other VW Group models. This means the Q3 will have a unibody structure, with a MacPherson-strut suspension up front and a multilink setup at the rear. Like the Tiguan, the Q3 will come standard with front-wheel drive; all-wheel drive will be an option for the uplevel models. There will be no low-range transfer case or anything of the kind. But higher ground clearance than small hatchbacks’ will make sure Q3 drivers can make it through puddles in the shopping-mall parking lot and surmount severe obstacles—such as toys abandoned in the driveway—unscathed.

The Q3 will be powered by forced-induction four-cylinder engines from VW's and Audi's parts bin. That includes 1.4- and 2.0-liter gasoline engines with outputs ranging from around 140 to 200 hp, as well as diesel engines making between 110 and 170 hp. The power will be transmitted through a six-speed manual, or, depending on the engine, a dry seven-speed or a wet six-speed dual-clutch automatic. At 3500 pounds or more for the top-of-the-line versions, the crossover won't be a poster child for light weight.

Possible High-Po Versions

If buyers ask nicely—and frequently—Audi might even add high-powered derivatives in the future. A possible SQ3 model could be powered by the Audi S3's 272-hp, 2.0-liter turbo four, and even an RSQ3 is conceivable. The turbocharged, 340-hp five-cylinder engine out of the TT RS and the RS3 would fit under the hood.


The Q3's exterior styling makes the most of the Tiguan's proportions. It boasts a short, 103-inch wheelbase and pronounced overhangs. The tailgate wraps around the taillights, as on its big brother, the Audi Q7. The Q3's roofline is less station-wagon-like than the Tiguan’s; if you stretch your imagination, you could call it coupe-like (and we’re sure Audi will do just that). There also is a new taillight design, which Audi will offer with regular bulbs or in a full-LED version; the headlights are halogen or xenon, depending on how far you open your wallet. The interior will raise the bar in the segment, which consists mainly of the BMW X1 and a number of non-premium entries.

The Q3 will be built at SEAT's underutilized production site in Martorell, Spain. It will roll off production lines next to an old relative, the last-gen Audi A4, which has been rebadged as the SEAT Exeo. With SEAT's future in limbo, though, a Spanish derivative of the Q3 is not very likely. Instead, the Q3 could soon get another sister model in the Audi Q1, which would be based on the VW Polo/Audi A1 architecture. The likelihood of U.S. sales, however, is even slimmer for the Q1 than it is for the Q3. American availability of the latter is still being debated.

Audi, 2012 Audi Q3 Sketches Released

Audi, 2012 Audi Q3 Sketches Released

In January, we brought you spy pictures of the Audi Q3 taken on its German home turf; the crossover’s official unveiling is expected to take place at the Shanghai auto show this month. Now Audi has released a number of interior and exterior sketches, and they give a good idea of what to expect from the final product.

The sketches show a sleek, compact crossover—a bit like a shrunken Audi Q5, which is itself a shrunken Q7—and, thankfully, the Q3 is sleeker in appearance than its close relative, the Volkswagen Tiguan. While the Tig and the Q3 are based on a front-wheel-drive platform, the Q3’s main competitor, BMW’s X1, is based on rear-drive underpinnings. We doubt many shoppers will notice the difference, though, and in any case, all-wheel drive will be optional on the Q3.

We can see that the Q3’s front grille resembles the snout of the new A6, and it contributes to an overall elegant look. For those seeking a more aggressive persona for their Q3, there will, of course, be an optional S-line appearance package, as well as optional LED lighting.

We also get our first view of the interior in these sketches, and it appears sporty and upscale, or at least as much as possible via pen strokes. The upper part of the dashboard wraps around the cabin, and the center console is tilted toward the driver. We look forward to seeing the finished vehicle.

Power for the Q3 will come from a range of turbocharged four-cylinder gasoline and diesel engines. An SQ3 with around 270 hp is possible—and probably necessary to counter the BMX X1 xDrive35i, which will make at least 260 hp.

We’re looking forward to seeing the Q3 when it’s fully unveiled at this month’s Shanghai auto show—it’s just a shame that Audi hasn’t yet made up its mind whether or not we’ll see it on these shores.

Audi, 2012 Audi Q3 Official Photos

Audi, 2012 Audi Q3 Official Photos

With this VW Tiguan–based crossover, debuting at the Shanghai auto show, Audi again has raised the bar in terms of styling and refinement in a segment. The swoopy beltline is similar to that of the A5, and the greenhouse, with its coupe-like daylight opening, evokes the 2006 Roadjet concept. The headlights sport a super-clean shape, but the taillights, like those on the new A6, suffer from a severe case of overbite. Needle-like LED internal elements will make Q3s with the optional Xenon Plus package unmistakable on the road, although the standard head- and taillights look somewhat less dramatic.

Four Times Four—And Quattro, Too

Every engine in the lineup is a well-known 2.0-liter, turbocharged four. There are two TFSI gasoline engines with 170 and 211 hp; Audi says the latter will propel the Q3 from standstill to 62 mph in 6.9 seconds and on to a top speed of 143 mph. The diesel lineup consists of 140- and 177-hp fours. A stop-start system will be standard on all engines, and, with the exception of the 140-hp diesel, every engine will be paired with standard all-wheel drive. The future could bring an SQ3 with around 270 hp and a top speed in excess of 150 mph to complement its remarkably clumsy name.

The less-powerful diesel and gasoline engines both will come with a six-speed manual, but a seven-speed dual-clutch automatic will be obligatory on both of the uplevel engines. In addition to its wide ratio spread, this transmission has an interesting fuel-saving trick: If the driver takes his foot off the throttle with the shifter in Efficiency mode, the clutches disengage, allowing the Q3 to freewheel, thereby reducing fuel consumption. Efficiency mode will even take liberties with the air conditioning and cruise control to eke out maximum mpg. Alternatively, Dynamic mode will sharpen the Q3's reflexes considerably. The ESP system includes a function to increase agility with slight brake inputs that Audi swears will be virtually undetectable.

Keep it Light

Nobody likes dancing with a manatee, and Audi has gone to great lengths to keep the Q3's weight at acceptable levels. The hood and the gigantic, Q7-like tailgate are made of aluminum, and the body shell makes use of high-strength steel. The lightest Q3 will weigh about 3300 pounds—not bad in its competitive environment. With all five seats erected, it will hold 16 cubic feet of luggage; with the rears folded, capacity rises to 48 cubes.

The interior focuses clearly on the driver, and Audi will offer five different colors with four types of decor, including aluminum and open-pore larch wood inlays. The options list reads like one for a luxury sedan: LED ambient lighting, a panoramic sunroof, sport seats, and a number of driver-assistance systems. Order navigation, and a seven-inch screen rises from the dashboard. An optional Bose surround-sound system packs 14 speakers, with subwoofers that light up at night—perhaps a touch juvenile for our tastes. And a connectivity package turns the car into a WiFi hotspot.

An S-line package—pictured here—will be available, complete with fake front air intakes and a fake diffuser. If the monochromatic look is not for you, anthracite-gray tack-on fender trim will be available; with the contrasting trim, the Q3 looks slim and sporty even sans the S-line package. Wheels will range in size from 16 to 19 inches.

In Germany, the Q3 starts at €29,900, €100 less than a BMW X1. Audi isn’t saying yet whether or not the Q3 will come to the U.S., but, based on the success of the Q5, it might decide to add the Q3 to our roster after all.

cars, 2014 Mini Cooper Hybrid

cars, 2014 Mini Cooper Hybrid Spy Photos

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

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

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

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

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

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

car, 2012 Mini Inspired by Goodwood

car, 2012 Mini Inspired by Goodwood

Multinational corporate intertwinings make for some creative uses of brands and parts. Within the BMW Group, Rolls-Royce builds its smaller model—the Ghost—using a few pieces of the BMW 760Li. Now Rolls is really downsizing, as it has partnered on a version of BMW’s other iconic Brit, the Mini.

The luxury runabout—to be unveiled at the Shanghai auto show—is officially called the Mini Inspired by Goodwood, Goodwood being the home of Rolls-Royce’s factory. Mini will offer 1000 copies in the spring of 2012. It’s a Mini Cooper S underneath, but with Rolls-specific detailing inside and out. While it has the Cooper S’s turbo four, that model’s scooped hood has been swapped for the Mini Cooper D’s more understated bonnet. The rest of the monochromatic exterior’s trimmings are equally as modest, with some normally optional chrome and “Inspired by Goodwood” fender plaques being the only attention-getting add-ons. Even the 17-inch wheels are standard Mini catalog parts. Rolls-Royce Diamond Black metallic paint is standard while Mini’s Reef Blue metallic will be optional.

Sadly, the Doors are Hinged at the Front

You’ll more clearly see the Goodwood inspiration inside. Rolls designers helped choose the trim and coloring—they call the leather hue Cornsilk—and the walnut pieces are shaped at Rolls-Royce’s Goodwood facility. A stitched black-leather upper dash looks quirky, but expensive.

Few details were overlooked. A Rolls-like woven headliner has been fitted, as have lamb’s-wool floor mats. The doors and center console are covered in leather. The speedo and tachometer faces have been swapped for versions with Rolls-Royce’s font, although, disappointingly, the tach has not been supplanted by a Rolls power-reserve gauge. Many of the controls get a gloss-black finish, including the steering-wheel spokes. We’d have preferred a thin-rimmed wheel to better match that in a Rolls, but using the chunky Cooper S helm is an understandable concession given the fight provided by the turbocharged Mini’s front wheels.

You can think of the Mini Inspired by Goodwood as the smallest Rolls-Royce available, or the only Roller that comes with a manual. (A six-speed automatic transmission is optional.) Standard equipment will include adaptive Xenon headlights, automatic climate control, a Harman/Kardon sound system, and rear parking sensors. A Cooper S spec’d that way before adding the Rolls bits costs about $30K, and we figure the Inspired car will sticker for at least $45K.

No Ugly Duckling

Blasphemy? Some may think so, but BMW was at least able to keep it in the family, and it avoided building a Rolls-branded microcar à la Aston Martin Cygnet. We’re told some portion of the Mini-Royce allotment will be offered to U.S. customers and we have no doubt they’ll go quickly—possibly to Rolls aspirers or current owners, but most likely to Mini fanatics.

Chevrolet, 2012 Chevrolet Camaro ZL1

Chevrolet, 2012 Chevrolet Camaro ZL1

It’s an epic, decades-long battle waged in showrooms, at the race track, at stoplights, and in internet forums. Chevrolet versus Ford, Camaro versus Mustang. Commencing in the mid-’60s, the clash has been marked by tit-for-tat product introductions, as each brand seeks to match its competitor in every conceivable pony-car niche. Currently, the cars face off in the V-6, V-8, and droptop arenas, but the latest Camaro has ceded the high-performance crown to the Mustang and the brutal, 550-horse Shelby GT500. That ends now.

Welcome the reborn Camaro ZL1.

Open Secrets are Hard to Keep

It’s been a bit of an open secret that GM was working on a high-po Camaro to slot above the 426-hp SS model. Spy photos revealed the car’s 6.2-liter supercharged V-8, and most assumed that car would wear the storied Z28 badge. But Chevy’s product planners had something different in mind, and we now know the car will wear the reclaimed ZL1 moniker. (SLP Performance previously held the rights to the historic alphanumerics.)

A quick look back is in order. The 1969 Camaro ZL-1 was one of the ass-kickingest machines to ever roll out of Detroit. Dressed up in nothing fancier than base Camaro trim—including dog-dish hubcaps—that original ZL-1 looked like a measly six-cylinder wimp. Without even an engine-designation badge, its only real giveaway was the factory-installed cowl-induction hood. (Well, until you started it up and brought the aluminum big-block 427 to life.) The car was only available via Central Office Production Order (COPO), which installed the 427 option in the Camaro shell. Just 69 copies were built, and the ZL-1’s official 430-horse output figure was grossly underrated, mainly for insurance purposes. It was a quarter-mile king, and is among the quickest factory-built and street-legal beasts ever created.

Back in the present, the 2012 ZL1 aims to grow the legend, and it comes well prepared with a supercharged LSA V-8, borrowed from the Cadillac CTS-V. Producing an estimated 550 hp—a figure on par with the actual output of the original—and 550 lb-ft of torque from its force-fed 6.2 liters, this burly Camaro is seemingly built to terrorize drag strips rather than road courses, so perhaps ZL1 is more appropriate than Z28. (The Z28 was a racer, after all, competing and winning in Trans-Am.) A short-throw, six-speed Tremec manual is the only transmission.

Aiding driveline longevity and pavement adhesion are a beefed-up driveshaft and differential with asymmetrical half-shafts; the latter twist fat, 305-width ZL1-specific Goodyear Supercar F1 gumballs. The 20-inch forged wheels are 10 inches wide in the front and 11 in the rear, but the overall wheel-and-tire package is 22 pounds lighter than the Camaro SS's narrower 20-inch setup. We (conservatively) estimate the ZL1 will cover the 0-to-60-mph run in four seconds flat, while 0 to 100 mph should be accomplished in 9.9 seconds and the quarter-mile in 12.5. Monstrous two-piece Brembo rotors—measuring 14.6 inches in the front and 14.4 in the rear, and squeezed by six- and four-piston calipers—are the centerpieces of the braking system. The latest adaptive magnetorheological shocks sit at all four corners, and drivers can choose between Tour and Sport settings. The ZL1 also marks the introduction of a new electric power-steering system. Weight is said to be about the same as the Camaro SS's—the stronger driveline added weight, but some was pulled out with stuff like the wheels and hood, so it's roughly a wash—which puts this top-spec Camaro at 3900 pounds or so.

Many More Pieces of Flair

While the sleeper look of the original was awesome, the new ZL1 will be highly differentiated from its lesser kin. Up front, the lower fascia is dotted with brake-cooling ducts and four fog lights, and has a large splitter and a wide-mouth intake. The domed hood is aluminum with a louvered carbon-fiber center section that Chevy says helps downforce, while the rear end gets a larger integrated decklid spoiler and quad exhaust finishers. The exhaust system houses an actuated flap, as on the Corvette, that opens at higher engine speeds to both reduce back pressure and deliver a blood-boiling growl.

The cabin gets a few modest upgrades, including alloy pedal covers, a head-up display, and emblems for the headrests and door sills. Sueded material is applied to the shifter, the new flat-bottomed steering wheel, and the front-seat inserts. The auxiliary console gauges are standard on the ZL1, and feature a boost readout that we wouldn't recommend actually looking at while behind the wheel—keep your eyes on the road, please.

We're told the ZL1 will start around $47K, although Chevy could revise the pricing upward later, and it's unknown if the model will get hit with a gas-guzzler penalty. Unfortunately, we’re going to have to wait to get our hands on this brute, as it doesn't go on sale until February of 2012. So the GT500, which costs $49,495, will gallop on unchallenged for a little longer. And what about the more-racetrack-oriented Mustang Boss 302? Maybe the Z28 will find a place in Chevy’s modern lineup after all . . .

Chevrolet, 2012 Chevrolet Camaro ZL1 / Z28

Chevrolet, 2012 Chevrolet Camaro ZL1 / Z28

Contrary to popular perception, there is not just one higher-performance Chevrolet Camaro on the way, but two thumpers. It is ­perhaps instructive to look, as Chevrolet has, at the current Ford Mustang lineup. In addition to the bread-and-butter V-6, V-8, and convertible versions, the Mustang ­corral includes the ground-pounding supercharged Shelby GT500 and the track-oriented, naturally aspirated Boss 302.

Chevrolet will match Ford move for move, first with what company insiders call the “HP” edition. This is the model that until recently had been assumed to get the Z28 badge. It carries the Cadillac CTS-V’s supercharged LSA V-8 engine making at least 550 horsepower, bolted to a six-speed manual. The CTS-V also donates an updated version of its magnetorheological shocks and asymmetrical half-shafts (differing diameters) to reduce axle hop. From the Corvette comes an active exhaust system with a flap that opens at high engine speeds to reduce back pressure. It’ll carry massive, track-ready, two-piece Brembo rotors and new high-perform­ance Goodyear tires, at 285 mm front and 330 mm rear. It should get to 60 mph in less than four seconds. The monster engine will be covered by a bulged and louvered hood, the center section of which is made of that fastest of materials, carbon fiber. The top-shelf Camaro will also have a higher, trunklid-mounted spoiler and a unique front fascia with a deeper chin. Owing to this car’s overwhelming power, the company decided to change its name to the more historically consistent ZL1 badge, as that model was a big-block bruiser, not a track-tuned road racer like the Z28. The ZL1 will go on sale in February of  2012.

More interested in track days than high-tech dampers? Chevrolet plans to have you, and the Boss 302, covered. Around April of  2012, Chevy will release what so far has been referred to by insiders as the “Track Pack.” This significantly stiffened Camaro will be the hard-core version, with handling as its primary focus. That doesn’t mean it won’t get a power upgrade, though. The “Track Pack,” which might inherit the Z28 moniker, could have an uprated iteration of the standard V-8 or a version of the LS7 7.0-liter V-8 from the Corvette Z06. Both high-performance models will—like all 2012 Camaros—carry revised interiors, too.

Chevrolet, 2012 Chevrolet Camaro Gets 45th Anniversary Edition

Chevrolet, 2012 Chevrolet Camaro Gets 45th Anniversary Edition

The first time we experienced a major oil shock—the Disco-fabulous 1970s—it eviscerated the muscle-car scene, leaving us with neutered behemoths constructed with all the care of aNorth Korean knock-off Benz. In comparison, as today’s crude oil and prices at the pump again head north, muscle-car fans are still coming out winners. Ford’s Mustang Boss 302 is a track-attacking monster. And now Chevy is actuallyincreasing the standard horsepower in its base V-6 2012 Camaro, from 312 to 323, while maintaining a 30-mpg highway rating.

Happy Birthday to You

For the hard-core Camaro community, though, the bigger news is the 45th Anniversary Edition Camaro. While a 45th birthday is less noteworthy than a 50th, who wants to wait another five years? By then, the Camaro will probably be a wheatgrass-electric hybrid. The 45th Anniversary package is available for the top-spec Camaro regardless of engine, and dresses up the car’s exterior with asymmetric hood and trunk-lid stripes, new-design 20-inch rims, a spoiler, and HID headlamps. Inside, the package splatters 45th Anniversary logos all over the place—seats, dash, instrument panel, steering wheel, sill plates—and trims the seats, steering wheel, shift boot, armrests, and center console in red, white, and blue contrast stitching. Disappointingly—but not surprisingly—it offers no performance upgrades. It should, however, look very sharp at the local Sunday-morning car club, alongside owners clad in Camaro hats, T-shirts, and windbreakers, clutching Camaro key chains and Camaro thermoses.

As for that smaller engine, GM’s 3.6-liter V-6 is its workhorse, powering everything from the Cadillac SRX (as of yesterday) to the Buick LaCrosse. The Camaro’s version is now dubbed LFX (in the past it was called LLT), and it makes 323 hp versus last year’s 312. The engine has longer-duration camshafts and an improved head design with larger intake valves. It drops 21 pounds, mostly thanks to a composite (read: plastic) intake manifold and lighter connecting rods, and Chevy says it is still good for 30 mpg on the highway.

2012-Chevrolet-Camaro-45th-Anniversary-Edition-inline-1 - You do not have permission to view this object.
On the dynamic front, engineers went to work on the chassis, sorting the stiff ride of the V-8-poweredCamaro SS. The new suspension features retuned front and rear dampers, and new solid anti-roll bars front and rear. You know the drill though—we’ll believe it when we drive it.

Bye, Bye, Miss Steering-Wheel Pie

General Motors was also kind enough to clean up the Camaro’s interior for 2012. Most notably, the deep-dish steering wheel—the bane of people everywhere who like steering wheels—is gone, replaced with Chevrolet’s corporate tiller. The gauges dump the retro font from last year’s car, and the monolithic slab of cheap plastic that used to span the majority of the dash has been replaced with several smaller panels. (We just hope the quality is better.) To deal with the Camaro’s pillbox-inspired visibility problems, Chevy added a standard rear spoiler. Since there will now be absolutely no rearward visibility, a rearview camera system is available; it displays the image on a screen located in the rearview mirror.

If visibility is the only compromise we have to make with the new Camaro—and Chevrolet seems to be trying hard to provide it all in terms of power and economy—then it’s just another welcome sign that the 2010s will be a lot gentler on the auto industry than were the ’70s.

Audi, 2012 Audi A3 Rendered

Audi, 2012 Audi A3 Rendered

We like the current Audi A3; it's sporty, compact, and stylish. But its fiercest competitor is a close relative, the VW Golf, a car that makes it hard to justify the big price of the little Audi. Since the debut of the current, sixth-generation Golf—essentially a highly successful face lift of the Golf MkV, a.k.a. Rabbit—the A3 looks somewhat dated. The current A3, after all, was launched seven years ago, just like the Golf V. A few minor freshenings have kept the Audi ahead of the now-gone Golf V in terms of style, but the Golf VI is so well executed that Audi needs a new car to keep up.

The next A3, to be launched in 2012, will make a leap forward. It is based on VW’s new “Modularer Querbaukasten” (MQB) architecture, meaning “modular transverse matrix.” As the name suggests, it's the Volkswagen Group's new modular transverse-engine platform, which is slightly longer and wider than the current A3 platform and designed to take further cost out of the many variations offered by Volkswagen and its Audi, SEAT, and Škoda subsidiaries.


Audi will continue to offer the A3 with front-wheel drive and Quattro all-wheel drive. Power will come from a number of direct-injection, turbocharged engines out of the VW Group's vast parts bin. Europe will even get a tiny, entry-level, turbocharged 1.2-liter gasoline engine; there will also be more-powerful 1.4-liter and 2.0-liter TSI engines, as well as several TDI oil-burners. The overly complex turbo- and supercharged 1.4-liter twincharger engine of Euro Golf fame is unlikely to be offered in the A3; on the other hand, we believe that the A3 lineup will be topped by an RS3, powered by the phenomenal 2.5-liter, turbocharged inline-five which makes 340 hp in the TT RS. Even the current A3 could still get an RS3 version, giving it a final and honorable send-off.

Before the new, MQB-based RS3 arrives in 2014 or 2015, there will be an S3 model, powered by a version of the 2.0-liter EA888 engine making close to 300 hp. (Engine-code geeks will note that this engine replaces the current S3's EA113 unit.) The most powerful A3 versions are likely to get dual-clutch (S tronic) transmissions as standard; a six-speed manual will be the standard box for the regular A3, with S tronic as an available option. Europe may still get entry-level versions with a five-speed manual. The smooth but thirsty 3.2-liter VR6, by the way, is history.

The MQB platform allows for a number of alternative-technology powertrains. A compressed-natural-gas version is in the works, and Audi might also offer a plug-in hybrid. Even a fully electric A3 is possible, if demand warrants it.

Audi's premium positioning means that a number of high-tech, luxury-segment gadgets will find their way into this compact car. Please join us in welcoming your favorite radar- and camera-based nannies, such as blind-spot detection, lane-departure warning, traffic-sign recognition (this one is likely for Europe only), and distance-keeping cruise control—just in case you've forgotten everything you learned in driver’s ed., and abandoned all common sense.

The A3 will get the latest iteration of the MMI control system, which directs a state-of-the-art navigation system with high-resolution map graphics, and a powerful stereo. Voice activation will allow you to keep your eyes on the road. We expect the A3 to be as luxurious as compact cars can possibly get, once again giving it a significant advantage over the Golf.

Body styles will again include the five-door "Sportback" that we’re used to over here as well as the slightly shorter three-door hatch and soft-top cabriolet that are offered in Europe. We love the current A3 cabriolet, which is more compact and more elegant than any of its competing folding-metal-top competitors, and we applaud Audi for choosing to stick with the cloth roof. The cabrio will be launched in late 2013, and while there are currently no plans to bring it or the three-door to the U.S., perhaps Audi will reconsider as premium customers go for smaller and more-efficient cars.

The styling of the next A3 will be an evolution of the current model’s, with LED light strips up front and a new grille that looks similar to the smaller A1's. Competitors will include the BMW 1-series and the next-generation Mercedes-Benz A- and B-classes, the latter two of which will be finished with input from Renault and are unlikely to be offered in the U.S. Prospective buyers might also be cross-shopping the Lexus HS sedan and an upcoming compact Cadillac that is closer to the A4 in size but will be priced similar to the A3. Most important, the A3 gets a head start over the next Golf: the seventh generation of Wolfsburg's best-seller will come at least one year later than the A3.

Audi, Audi A3 E-Tron Concept

Audi, Audi A3 E-Tron Concept

A fully electric Audi A3 doesn’t generate much excitement, but such a car, the A3 e-tron concept seen here, can provide valuable insight into the status of EV technology within the VW Group. Based on the current Audi A3, the A3 e-tron is powered by a water-cooled electric motor that puts out 81 hp (up to 134 hp in short bursts) and maximum torque of 199 lb-ft. Audi is proud to point out that the electric motor weighs only 143 pounds.

The lithium-ion batteries, however, tip the scales at a whopping 661 pounds. The batteries are located in three places: in the center tunnel where a Quattro driveshaft would normally reside, under the rear seat, and under the cargo area. The latter raises the cargo floor by about three inches compared to that of the conventional A3 Quattro. The batteries store 26.5 kWh—enough, Audi says, for about 87 miles of range. It takes nine hours to recharge via a German-standard 230-volt socket; no word on charge times using 120- and 240-volt U.S. standards.

Waste heat from the liquid-cooled batteries is used to warm up the interior, an efficiency boosting approach, since running the HVAC system is typically a major range killer. That said, an electric heater is onboard to provide supplemental warmth when necessary. An electrically powered compressor handles cooling duties. Since air conditioning also eats up range, Audi is considering alternate means of adjusting cabin temperatures that include an ethanol-burning unit.

Performance is fine, but less-than-impressive compared to regular cars. The 0-to-62-mph run is said to take a leisurely 11.2 seconds; top speed is governed at 90 mph. For comparison's sake, a 1989 Toyota Corolla we tested took 11.3 to reach 60 mph. Choose the powertrain’s Efficiency mode, however, and output is limited to 67 hp and top speed to 68 mph.

There are also Auto and Dynamic modes; the latter unleashes all the electric motor’s fury and allows maximum HVAC operation, while the former turns down the wick a bit on both. The driver can also adjust the level of energy regeneration among four increasingly aggressive settings selected via the gear selector or the steering-wheel-mounted paddles. The concept features a heated windshield, and there is also—of course—an iPhone app to monitor charge and adjust HVAC settings.

Audi says the five-seat A3 e-tron gives a good indication of future series production models. While a fully electric A3 production version is still uncertain, we know that a plug-in hybrid is a sure thing. And you'll be able to pass an ’89 Corolla in that car, too.

Audi, Audi A5 E-Tron Quattro Concept

Audi, Audi A5 E-Tron Quattro Concept

When Audi’s Quattro all-wheel drive was in its infancy, erstwhile development chief Ferdinand Piëch—now head of Volkswagen AG's supervisory board, and perhaps the closest the auto industry has to a rock star—once said that the system should cost no more than a set of winter tires. That target might still be a way off, but Quattro’s handling merits are undisputed.

Not content with their current system, though, Audi engineers have recently given thought to the "Quattro drive of the future." The result is this A5-based e-tron Quattro concept, a plug-in hybrid with a four-cylinder gasoline engine and two electric motors. Up front is VW’s familiar 211-hp, turbocharged, 2.0-liter four-cylinder, making its usual 258 lb-ft of torque. Just behind it is a 45-hp, 156-lb-ft electric motor. Both send their power to the front wheels through a four-speed automatic transmission. (Yes, a four-speed. Audi wouldn’t say why.) There is another electric motor on the rear axle, this one making 81 hp and 236 lb-ft, which provides the car with all-wheel drive.

The Silent A5

Below 62 mph, the electric motors can power the A5 without any help from the gasoline engine. Combined, their peak output is 110 hp. If you need more, the gas engine fires up, and combined system power is 314 hp—almost on par with the S5 cabrio’s 333-hp supercharged V-6. Take your foot off the gas, and the electric motor at the rear recharges the batteries, which live in the center tunnel. The pack’s total capacity is 9.4 kWh. During deceleration, the system varies how aggressively it harvests energy from each rear wheel in order to maintain stability.

Thanks to extensive use of carbon fiber and aluminum, Audi managed to keep the weight of this concept around 3500 pounds, or barely above what a Euro-spec A5 V-6 weighs. But it's way beefier than the 2.0-liter lightweight concept we drove last year, which tipped the scales at just 2888 pounds.

Audi is seriously pursuing this vision of all-wheel drive, but says we won’t see any production payoff until 2014 at the very earliest. It isn’t the first company to flirt with the idea of all-wheel drive through electric motors—the Lexus RX450h has been doing it for years, and the upcoming Porsche 918 Spyder will drive its rear wheels with a gas V-8 and one electric motor while employing another motor on the front axle. But the A5 e-tron is heavy, and batteries and electric motors are expensive. If this is the future of Quattro, whatever happened to matching the cost of winter tires?

cars, 2012 Dodge Charger SRT8

cars, 2012 Dodge Charger SRT8

Scheduled to go on sale later this year, the 2012 Charger SRT8 adopts the 6.4-liter Hemi V-8 that first debuted in the Challenger SRT8 392, here making an estimated 465 hp and 465 lb-ft of torque. Those numbers are 5 down from the Challenger in each category, but, uh, who cares? The previous Charger SRT8 had “just” 425 hp and 420 lb-ft from its 6.1-liter V-8.

The new Hemi’s intake features active air flaps that vary the ram length based on engine speed, and new variable cam timing increases the duration of the intake-valve opening with the goal of stuffing more air in the cylinder. Fuel economy, for what it’s worth, will be improved over that of the outgoing engine, although no figures have been revealed yet.

We clocked the old SRT8 from 0 to 60 mph in 4.8 seconds, and that’s about where Chrysler pegs this new car’s abilities (in addition to a stated top speed of 175 mph). But we think it will be a little quicker than that: We estimate the car will cover a 0-to-60-mph sprint in 4.6 seconds, reach 100 mph in 11.0 seconds, and blast through the quarter-mile in 13 flat. Not bad for a four-door sedan that should weigh somewhere around 4350 pounds.

The rest of the SRT8 story may not be as mouth-watering as the engine, but it’s still pretty juicy. The five-speed automatic carries over from the last car, but this time it’s equipped with steering-wheel-mounted paddles to augment the side-to-side manumatic function of the gear selector.

The chassis has received plenty of attention, too, with a new pump for the hydraulic steering that Dodge says increases feel, as well as a standard two-mode adaptive suspension. The suspension interprets data such as steering angle and speed, vehicle speed, throttle position, and lateral acceleration to automatically vary shock stiffness. Besides the automatic setting, the driver can also select a Sport mode. Deceleration is handled by four-piston Brembo calipers, squeezing 14.2-inch front and 13.8-inch rear rotors. The brakes also incorporate a collision-anticipation function that tucks the pads snug against the rotors in anticipation of hot car-on-car (or car-on-object) action. A new underbody shield integrates brake ducting to mitigate brake fade.

Looking Pretty Good, Inside and Out

The aggressive new front end incorporates a blacked-out grille and center section, while the Hemi’s hat—the hood—is reshaped with a power bulge, air-exhaust vent, and 6.4-liter badging. There are new side sills, and the rear gets restyled, too, with the new fascia sandwiched by a spoiler up top and robust four-inch exhaust tips below. The fancy-pants, split-spoke 20-inch wheels are forged of aluminum. We think the car looks pretty damn good, and all the angry add-ons work well with the deep body-side scallop, which looks a bit overwrought on lesser Chargers.

The cabin gets its own touches, of course, most notably the flat-bottomed steering wheel—an SRT exclusive piece—and special trim for the IP and shifter surround. The seats, as before, have suede inserts and are aggressively bolstered, but this time around they’re heated and cooled as standard. Rear passengers, while they may not be able to see much out the gun-slit glass, will at least have toasty butts: they get seat heaters, too.

car, 2011 Dodge Charger Mopar ’11

car, 2011 Dodge Charger Mopar ’11

Picking up where the Mopar ’10 Challenger left off, Chrysler’s parts unit is offering a limited run of Chargers based on the new-for-2011 model. Called the Mopar ’11 Charger, the car offers some aesthetic tweaks and performance upgrades over the standard Dodge Charger R/T.

Starting as it does with a Charger R/T, the Mopar ’11 Charger has a 5.7-liter Hemi V-8 making 370 hp and 395 lb-ft of torque. A five-speed automatic is the only transmission available, although, on the bright side, it does have a retro pistol-grip shifter to constantly remind you that there’s no manual. The Charger R/T’s Super Track Pak option group—including a shorter final-drive ratio, a three-stage stability-control system, and a sportier suspension tune—is standard. Chrysler claims the Mopar Charger’s unique engine-control unit and even-shorter 3.91:1 final drive (versus 3.06:1 for normal Track Pack cars) will knock a couple tenths off of the R/T’s 0-to-60-mph time. The Track Pak add-ons also bring heartier brakes, beefier anti-roll bars, and 20-inch Goodyear F1 Supercar rubber, but the Mopar ’11 goes further with front and rear strut-tower braces for increased roll stiffness.

The Mopar ’11 Charger will only be available slathered with Pitch Black paint, and Mopar badges will adorn the grille and trunklid. The special rear spoiler and five-spoke black wheels lend a sinister cop-car feel. Offset stripes race up the hood, over the roof, and onto the trunk; they’re complemented by color-matched stitching on the leather seats and steering wheel. Company reps tell us that buyers will be able to order the stripes in hues other than the standard Mopar Blue; it’s among the first attempts to increase the personalization options offered by the automaker. An identification plaque, Mopar pedal covers, new sill plates, unique floor mats, and a Mopar-ized key fob round out the tweaks. A bundle of stuff including a certificate of authenticity and several Mopar promotional items also will be included with each purchase.

Starting at $39,750 and limited to 1000 examples (900 for the U.S., 100 for Canada), the Mopar ’11 Charger will be available for order the week of April 18, with deliveries commencing in late summer. While the Mopar ’11 commands a not-inconsequential $5K premium over a Charger R/T with the Super Track Pak, this tricked-out Charger offers both the mean looks and the exclusivity that have defined Mopar-tuned Chrysler rides since the 1960s.

cars, Nissan Leaf NISMO RC Concept

cars, Nissan Leaf NISMO RC Concept

No, you’re not crazy. At the 2011 New York auto show, Nissan is showing the Leaf NISMO RC—that’s “RC” as in “Racing Challenge.” Obviously, this is no ordinary Leaf with a rear spoiler, but more like a Leaf that whirred over to the NISMO side of Nissan’s design compound after dark—and stayed. Its wheelbase is shorter by 3.9 inches, and a two-door carbon-fiber body with removable front and rear sections was fitted. The sexy new skin is lower by 13.8 inches than the Leaf as we know it. The fenders are filled with 18-inch wheels wrapped in 225/40-18 Bridgestone racing tires, while a double-wishbone suspension leaves just 2.4 inches between the car and the ground versus regular Leaf’s 6.3 inches. The result is a car that weighs only 2058 pounds, according to Nissan—that’s some 40-percent less than the production version.

The NISMO Leaf’s lithium-ion battery pack and 80-kW AC synchronous motor are shared with the production Leaf, but ride amidships now and direct power to the rear wheels instead of the fronts. With a 0-to-62-mph time of 6.9 seconds, it is much, much quicker than the regular Leaf, which, in our testing, needed 10 seconds to get to 60. Top speed is relatively unchanged, at 93 mph, compared to 92 for the real Leaf. But let’s keep things in perspective here: a V-6 Camry could still blow this thing away.

20-Minute Races, or 30-Minute Pit Stops?

Races involving NISMO Leafs would either be short—Nissan projects that the Leaf NISMO RC’s running time is about 20 minutes under racing condition—or have very long pit stops: the battery can be charged up to 80 percent of its full capacity in 30 minutes using a quick-charging port in the rear, instead of the stock Leaf’s location in the nose. And with no blaring exhaust sounds, any Leaf races also would be eerily quiet.

Next up for the NISMO Leaf is a series of planned appearances at various motorsports venues in 2011. Nissan hints that it is somewhat serious about a zero-emission racing series. That would be a great way for Nissan to add some sex appeal to the Leaf, which needs all the sex appeal it can get. Just don’t bother bringing your earplugs.

KIA, 2012 Kia Soul

KIA, 2012 Kia Soul

Kia’s well-designed, well-equipped, and rather fun Soul has made a lot of friends around here. Now, two years after the boxy hatch’s launch, Kia is showing off a mid-cycle refresh for the 2012 model. Previewed at the 2011 New York auto show, the update includes more content, more power, and a few surprising touches.

First, the fun part: Thanks to direct injection, the base 1.6-liter four-cylinder now puts out 135 hp and 121 lb-ft of torque (up from 122 hp and 115 lb-ft for 2011’s 1.6). Fuel economy also increases, jumping from 26 mpg city/31 highway to 28/34. A six-speed manual replaces last year’s five-cogger as the standard transmission. The available 2.0-liter four also gets a boost, landing at 160 hp and 143 lb-ft of torque (versus 142 hp and 137 lb-ft), with fuel economy rising three ticks on either side of the equation, to 27/33. That consumption applies to both the six-speed manual and the newly available six-speed automatic. It will take more power than that, of course, to make the Soul truly fast, but a bump in output accompanied by an increase in fuel economy is a good start.

Exterior styling updates include new LED taillight clusters for higher-spec trims, along with ritzy LED projector headlights. All Souls get a redesigned hood and new front and rear bumpers, as well as body-color door handles and mirror housings.

The cabin is promised to be quieter, thanks to a thicker insulation panel in the dash, although the driver can offset that by exploring the upper volume ranges of the Infinity audio system now available on fancier trims. Top-spec Souls also offer the option of either navigation or Kia’s UVO voice-controlled infotainment system, although, oddly enough, the two options cannot be ordered in tandem. Other surprisingly upscale options include heated leather seats, automatic climate control, and a push-button starter. If that doesn’t seem particularly unexpected to you, consider that pricing isn’t likely to climb much from the $14K–$20K range of the current model. See now why we like the Soul?

Chevrolet, 2013 Chevrolet Malibu

Chevrolet, 2013 Chevrolet Malibu

The D segment—mid-size, to those of you who aren’t automotive product planners—is the car world’s golden heifer. In annual sales terms, this is among the largest classes of vehicles in the United States. “A” grades in the D class are essential for any brand aspiring to sales dominance.

Feeling Hyundai and Ford heat and anxious to thwack perennial mid-size kings Honda (with its Accord) and Toyota (Camry), Chevrolet has a new Malibu poised on the launch ramp for an early 2012 roll-out. Proving that it’s serious about this assault, Chevy has cleared the Malibu’s passport for international travel. The goal is to sell the classically American sedan with the beachy name in 100 countries spanning six continents. Fittingly, then, the Malibu’s introductory hoopla consists of an HD web broadcast concurrent with an unveiling at the Shanghai auto show. GM’s newest mid-size family sedan also will be Chevy’s star attraction at the New York auto show.

Shorter, Wider, and Roomier

Underpinning the new Malibu is an evolved version of GM’s long-running Epsilon architecture, which is found under the Buick Regal, Opel Insignia, and Saab 9-3. The update brings a stiffer body structure, better suspension systems, and more-inviting interior dimensions. While overall length is down half an inch and the wheelbase has been trimmed by 4.5, a 2.7-inch gain in overall width plus 2.5-inch (front) and 2.0-inch (rear) wider track dimensions bring worthwhile gains in hip and shoulder room. The net result is 2.3 additional cubic feet of passenger space, moving Malibu from the bottom to the middle of the mid-size segment. (Passenger volume rises from 97.7 to 100.0 cubic feet, while trunk room rises from 15.1 to 16.3 cubic feet; compared to a maximum of 106.0 cubic feet for passengers and 14.7 cubic feet for cargo in the Accord.) To minimize the inevitable weight gain associated with a wider, better-equipped Malibu, GM engineers specified high-strength or ultra-high-strength steel for two-thirds of the unibody.

A rubber-isolated front cradle supports the powertrain, electrically assisted rack-and-pinion steering, and the lower portion of the strut-type front suspension. In back is a multilink suspension. Vented front and solid rear disc brakes are standard.

May the Fours Be With ’Bu

The state of powertrain affairs is best described as give and take. Anticipating intense interest in maximum gas mileage, Chevy will offer no V-6. There is an all-new, dual-overhead-cam 2.5-liter Ecotec four-cylinder boasting aluminum-block-and-head construction, direct fuel injection, balance shafts, and variable intake- and exhaust-valve timing. While calibrations aren’t final, Malibu chief engineer Mark Moussa says to expect about 190 hp, 180 lb-ft of torque, sub-eight-second 0-to-60-mph acceleration, and an EPA highway mileage rating comfortably over 30 mpg. A 2013 Malibu Eco using GM's eAssist hybrid system was just announced (with EPA estimates of 26/38 mpg), and Moussa told us that at least one other four-cylinder engine is coming. Our guess is that the Malibu’s upgrade engine will be the Buick Regal’s turbocharged 2.0-liter Ecotec, which produces 220 hp. A six-speed automatic transaxle with engineering changes aimed at quicker shifts, improved efficiency, and superior smoothness is standard.

The new Malibu’s evolutionary exterior is conservatively elegant. A more prominent grille, a subtly creased hood, and the decklid’s neatly integrated spoiler are the main visual attractions. Projector headlights and Camaro-like dual-element LED taillights merge the Malibu into the fashion mainstream. Extensive wind-tunnel work has yielded a drag coefficient near the Volt’s 0.28 figure, according to Chevrolet. Various five-spoke wheels ranging from 17 to 19 inches in diameter will be offered.

First-Class Cabin

Chevy designers emptied their piggy banks for the interior. As before, three trim levels will be offered. Cool-blue direct lighting, contrast-color stitching, and accent upholstery welting set a pleasant mood. Eight airbags are standard and second-row side-impact airbags are optional. The radio’s color touch screen hinges up to reveal a six-inch-deep illuminated storage cubby, and an all-new MyLink infotainment system includes both Pandora and Stitcher SmartRadio. The optional-goodies list includes navigation, lane-departure and forward-collision warning systems, and a rearview camera.

Anxious to flush out the old with new and improved products, GM CEO Dan Akerson cracked his whip to advance the Malibu’s introduction by four months. We never had much of a problem with the old model (we put it on our 10Best list for 2008), but we’re pleased to see GM striving hard to make the grade in this important class.

Dodge, 2012 Dodge Avenger R,T

Dodge, 2012 Dodge Avenger R,T

This is a big year for the Dodge Avenger. Like many vehicles beneath the Chrysler umbrella, it starts 2011 with a wholly redesigned interior, as well as a new V-6. The 3.6-liter Pentastar, as the six-shooter is called, is a vast improvement over its predecessor. Its output of 283 hp is an increase of 20 percent, while the improvements in general power delivery and smoothness are nearly unquantifiable.

For 2012, that engine will power the Avenger R/T that is making its debut at the New York auto show. The R/T sees no uptick in output, nor does the calibration of the six-speed automatic transmission change. But the suspension is stiffened slightly all around. Roll stiffness increases 18 percent, while spring rates increase 17 percent up front and “more than 12 percent” (12.3 percent? 8000 percent?) in the rear. Damping rates increase 15 percent up front and “almost 20” out back. Additionally, the 21-mm rear anti-roll bar is 2 millimeters thicker than the regular car’s.

War and Paint

Aesthetic changes are minimal. The R/T gets a body-color grille, black headlight surrounds, unique 18-inch wheels, and Dodge’s “war paint” hash marks on the front fenders. The trunklid gets a spoiler and an R/T badge. The car gets a bit more of a makeover inside, where the bolstered leather seats have Z-stripe inserts and red stitching, as well as “R/T” embroidered in the front headrests. The driver grips a leather steering wheel with red accent stitching and faces a unique gauge cluster with a tach front and center—very important when driving an automatic.

Dodge isn’t quoting a price yet for the R/T, but figure on it being at the top of the Avenger lineup. Remote start and Dodge’s touch-screen-controlled Boston Acoustics stereo system will be among the standard equipment cribbed from the Lux model that previously sat atop the range. Pricing for that car starts around $24,000, so we expect the R/T to come in somewhere around $26,000 or so. While that’s into base Charger territory, the Avenger R/T will have a lot more personality than a stripped Charger. With 260 lb-ft routed to the front wheels, it also will have a lot more torque steer.

Volkswagen, 2012 Volkswagen New Beetle Rendered

Volkswagen, 2012 Volkswagen New Beetle Rendered

Shockingly, despite a crazy (non-U.S.), VR6-powered RSi version and a midcycle face lift, the hype surrounding the New Beetle certainly died down over the past few years, and the car is due for a redesign. After all, it still uses the two-generations-old Golf IV's PQ34 platform, which will live on only in emerging markets such as China.

In 12 years, VW has built 1.2 million units of the New Beetle, with the U.S. being the single largest—and therefore most important—market. Not bad for a compact car that started out as a designer’s crazy dream. Conceived in 1994 as the Concept 1 by J Mays and his team in VW's California design studio, it drew such enthusiasm that Ferdinand Piëch decided to push for a production version. In 1998, the New Beetle was launched at the Detroit auto show. Its boxy, yellow press kit contained a flower vase, which was to become the trademark of the Beetle's interior. The car was as cheerful as VW's dealers, who finally had a car delivered to their lots that they could sell for way over sticker.

VW has decided to jump-start the faithful and do a second edition. Lovers of the cutesy compact can expect the entirely new, redesigned New Beetle to be launched next spring and appear at dealers in the summer of 2011 as a 2012 model—the U.S. market will be served first. Beetle production will continue to take place at VW's Puebla, Mexico, plant, alongside the 2011 Jetta.

Compared to the outgoing model, the next-gen New Beetle sports somewhat more angular details, and a source who has seen the vehicle describes it as "a sharper, stronger, more substantial car." The front end draws from the horizontal lines that characterize VW's current portfolio—without abandoning the trademark round headlights, of course. The side windows are outlined, and the rear end looks more powerful than that of the current model. Still, the look will be immediately recognizable.

Powertrains for this front-driver will come from VW's vast parts bin, with the naturally aspirated, 115-hp, 2.0-liter four likely serving as the entry-level engine for the U.S. market. More power could come from the 2.5-liter five-cylinder, but VW might also make the switch to the smaller but more powerful turbo- and supercharged 1.4-liter TSI engine, which can make upwards of 170 hp, and the turbocharged, 200- or 210-hp 2.0-liter TSI from the GTI and GLI. This platform's possibilities are virtually limitless: There could be an R version with some 270 hp, a return of a TDI model, all-wheel-drive versions, or a hybrid. While the entry-level Beetle will likely keep its Aisin-designed automatic, the turbocharged models will get VW's dual-clutch automated manual transmissions.

Although engine choices are still in flux, an additional body style is a certainty: a convertible will again appear and is due to be launched a year or so after the hatchback comes to market. Look for the new New Beetle to debut at the New York auto show next April.

car, 2012 Volkswagen Beetle

car, 2012 Volkswagen Beetle

The New Beetle took the design community by storm when it popped into being in 1998, and once it went on sale, buyers immediately took to the car’s cute and friendly look. It was chipper and cheerful, with a flower vase on the dash, but it was utterly lacking in anything that suggested aggression or speed.

This approach nevertheless sparked a cult following, particularly in the U.S., where dealers got away with charging way over sticker price, at least at first. But a mid-term face lift didn't help the model look much more serious, and the overpriced, limited-edition European RSi model with its VR6 engine simply flopped. Nevertheless, the New Beetle stayed in production for an unusually long time, with the final 2010-model-year cars still utilizing the PQ34 platform, the basis for the Golf IV—in case you’ve stopped counting, the Golf VII will arrive in 2013.

Broader Stance, Broader Appeal?

With this new Beetle—note that the car no longer carries the capitalized “New” in its name—VW set out to vastly broaden the model’s appeal. The design brief was simple: Make it look sportier and more purposeful than the New Beetle. So instead of evolving the previous version, Klaus Bischoff's design team went back to the original design conceived in the 1930s. What they came up with is a car that’s six inches longer, 3.3 inches wider, and 0.5 inch lower than the New Beetle, and one that truly looks more aggressive. The new proportions imply motion, whereas the previous one always looked like it was standing still. There is some pronounced angularity around the daylight opening and the hood and bumper, and the taillights are wider. From some angles, the Beetle looks almost-sort-of Porsche-like. Daytime running lamps rendered in LEDs underscore the round shape of the headlights, making them resemble a glitzy Chopard watch.


The interior reflects the changed mood of the exterior. The press photos show a black and carbon-look treatment with burgundy seating surfaces, which combine to impart a very sporty, outta-the-’70s look. A less-menacing painted dashboard is available as well. The optional auxiliary instruments on top of the dashboard look right at home in this purposeful environment, and we think they might help define this Beetle's interior as much as the flower vase did its predecessor’s. There’s no longer a vast swath of plastic between the steering wheel and windshield base, and that piece of glass is now more upright than before. There are edges to the cabin design, a departure from the soft styling from before. Two trim levels, Design and Sport, are available and the trunk swallows 10.9 cubic feet of stuff.

Familiar Engines, Familiar Rear Suspensions

A three-engine lineup provides the power. The smooth 2.5-liter five-cylinder is the base engine. It produces 170 hp and 177 lb-ft of torque; output is routed through a five-speed manual or a six-speed slushbox. It’s here that we’ll note that the Beetle is based on the latest Jetta, and as such, the base Bug will have that car’s simple and inexpensive twist-beam rear suspension. We will say that, in the Jetta, the setup performs well enough in all but the most aggressive driving. If more-sophisticated mechanicals are your bag, though, you’re better off with the Beetle 2.0 TSI, which gets 200 hp and 207 lb-ft of torque from its 2.0-liter turbo four. It comes with a six-speed manual or a six-speed dual-clutch-transmission, and the rear suspension is upgraded to a multilink arrangement (likely very similar to the forthcoming Jetta GLI’s). The TSI is visually distinguished by a rear spoiler and red brake calipers, and it also gets VW's XDS, a brake-based system that approximates a limited-slip differential.

Between those two gasoline-powered models in terms of sportiness, but far superior in terms of economy, is the excellent 2.0-liter TDI diesel. With 140 hp and 236 lb-ft of torque, VW says it will return 33 mpg combined. Transmission choices are identical to the 2.0 TSI’s, but the rear suspension is the base model's.

Options include a large panoramic roof, wheels up to 19 inches in diameter, a navigation system, an upgraded Fender audio setup, bi-xenon headlamps, keyless entry and start, and “performance-handling packages.” Personalization options similar to those offered by Mini (which would seem to be the Beetle's natural target) will ensure huge profit margins for the Mexico-built and Jetta-based car. VW also marked the Beetle’s arrival by announcing it will be producing annual theme models; we’ll let your imagination run wild.

The new Beetle will be at U.S. dealerships in September or October at prices starting around $20,000, with sales in Europe and Asia to follow. While this version isn’t the design breakthrough its predecessor was, it’s also not an unabashed chick car. Consider the Beetle’s appeal broadened.

Chrysler, 2012 Chrysler 300 S / 300C Executive Series

Chrysler, 2012 Chrysler 300 S / 300C Executive Series

The redesigned 2011 Chrysler 300 has hardly cooled from the heat of the lights at this year’s Detroit show, but Chrysler is pushing onward, adding several new models to the 300 lineup at the New York affair. There, we’re being introduced to the fire-breathing 2012 300C SRT8, plus these new 300 S and 300C Executive Series offerings; they join the V-6 300 and the Hemi V-8–equipped 300C and 300C AWD. What it all means: Whether you’re looking for a 300 with big wheels and a bangin’ stereo, one fueled by righteous and furious anger, or one with fine leather and premium wood trim, Chrysler probably has a model for you.

300 S

While the slick design of the 300 should appeal to customers of all ages, we can see where some might view the sedan as being fit for, well, an older crowd. Chrysler has a solution to decisively broaden the appeal with the new 2012 300 S. The S models are stripped of bright chrome and wood, those elements being replaced with body-colored accents on the fascia and mirrors, a black-chrome grille, black headlight surrounds, and polished aluminum wheels with black accents. Inside, the interior can be finished in black or Radar Red leather, with piano black and matte carbon trim replacing the wood. The standard 8.4-inch infotainment display is the control center for a 10-speaker, 522-watt Beats Audio system supposedly developed by Dr. Dre in conjunction with Jimmy Iovine, chairman of Interscope-Geffen-A&M Records.

The 300 S will be offered in several varieties, and it marks the return of the V-6/AWD pairing to the 300, as S customers can opt to have all four wheels powered by either the 292-hp six or the 363-hp Hemi V-8. When ordered with AWD, the S comes with 19-inch wheels and 235/55-19 all-season rubber. Rear-drive S sedans also can be spec’d with either the V-6 or V-8, and either option gets 20-inch rollers. V-6 models will come with the new ZF-sourced eight-speed automatic transmission with steering-wheel-mounted paddle shifters, a transmission we expect will be attached to all 2012 V-6 300s. V-8 buyers are stuck with the old five-speed auto for now, but do get the new paddle shifters. The S models will go on sale this fall.

300C Executive Series

Looking to inject some extra lavishness into the 300C, Chrysler has created the Executive Series. Available with rear- or all-wheel drive, the Hemi-only Executive aims to offer the exotic materials of Italian luxury cars, says Chrysler. Beginning with a 300C fitted with most of the trimmings, the car is then treated to either Mochachino or Black Poltrona Frau “Foligno” leather on the instrument panel and cluster brow, center-console side panels, and upper door panels. The seats are stitched with Nappa leather in a two-tone color combo of your choice, and the upscale accouterments are finished off by hand-sanded brown or gray wood that displays its natural pores. On the outside, the chrome trim is replaced with clearly superior “platinum” chrome, and the car gets unique polished 20s. No word yet on pricing, but we expect the top-spec AWD Executive Series to hit at least $50K when it and its rear-drive sibling go on sale at the same time as the S models.

cars, Volvo Concept Universe

cars, Volvo Concept Universe

Let's get the complaining out of the way. The Volvo Concept Universe unveiled at the Shanghai auto show is styled with all the innovation of a Top 40 pop song. To some, the front end looks like a Swedish take on the 2002 Lincoln Continental concept’s; others see hints of Jaguar XJ in the rear end.

Getting past the shape, the Concept Universe communicates two important messages. First, it underscores that by universe, Volvo really means China. The company's new owner, after all, is China-based Zhejiang Geely Holding Group. Volvo's Chinese sales are fairly strong, and the management is desperate to grow its sales in the hot luxo-car market there. That's why Volvo CEO Stefan Jacoby says of the Concept Universe, “We will listen very carefully to what the Chinese car buyers think of the design. Later, we will also show the Concept Universe in other parts of the world.” Gee, thanks.

Of greater relevance for those of us not residing in the People's Republic of China, is the new platform underpinning the Concept Universe. Volvo calls it Scalable Platform Architecture, and we should see it again beneath several—if not all—upcoming Volvo models. Volvo is mum on such trivialities as possible application, size range, and engineering details for the time being; we'll have to be satisfied with the promise of the concept’s designer, Jonathan Disley, that the interior is more spacious than that of the S80 on sale now.

Jacoby has previously said that his company needs to move away from pitching cars as “premium” models, because this language is too heavy on the marketing fluff. So it was with great relief that we found the press materials for the Concept Universe entirely devoid of that word, instead harping on “luxury.” Although Volvo has a history of successfully flogging its models as the ultimate luxury cars in Communist countries—the North Koreans still tool around in 240s, and East German elites in the 1980s lived in a gated community jokingly referred to as Volvograd—China's shoppers are increasingly demanding. The next-gen Volvos that will grow from this Concept Universe have to live up to the marketing, whether they're called premium, luxurious, or something else.

Subaru, 2012 Subaru Impreza Shown Ahead

Subaru, 2012 Subaru Impreza Shown Ahead of NY Debut, 36 mpg Highway Claimed

Two weeks ahead of the 2012 Subaru Impreza sedan’s full reveal at the New York auto show, the company has released this profile shot. From what we can see here, the production car will carry over many of the styling cues previewed by the concept version shown at last fall’s Los Angeles auto show. This includes the sleeker profile, prominent fender bulges, and chiseled front and rear corners, all of which are cool by us—we just hope the overall impression of “Mazda Cruze” is less pronounced when we see more angles.

Subaru also announced its highway fuel-economy estimate for the four-door: 36 mpg, an impressive figure for something with standard all-wheel drive. Subie didn’t specify, however, whether that number will correspond to Imprezas equipped with a manual or automatic (likely continuously variable) transmission. Either way, figure on somewhat less-impressive city mileage, as the engine will be forced to spin up the all-wheel-drive hardware more often in urban situations where vehicle speeds are more varied.

The huge jump expected in mileage—from 26 and 27 mpg highway for today’s manual and automatic Imprezas—comes courtesy of the company’s new flat-four engine. (Check out our full write-up of the engine.) While a 2.5-liter variant of that mill already has found a home in the Forester, we expect that the Impreza will receive a 2.0-liter. Engines in this new family don’t add much (if any) power compared to the units they replace, but they do employ numerous friction-reducing measures and improved breathing and cooling.

Should the EPA confirm Subaru’s 36-mpg estimate, the company brags that the Impreza will be the most fuel-efficient all-wheel-drive automobile on the market—at least until a dozen automakers roll out gas-up-front, electric-in-the-back all-wheel-drive compact hybrids in the next few years. For now, you can bet your best, most broken-in Birkenstocks that Subaru will be beating that particular drum pretty heavily once 2012 Impreza marketing and sales start later this year.

Subaru, 2012 Subaru Impreza

Subaru, 2012 Subaru Impreza

One of the more important debuts at this year’s New York auto show is the 2012 Subaru Impreza, shown in both sedan and five-door body styles. But the 2012 Impreza is more than just another transportation appliance; if you read Car and Driver with any regularity, you know that the Impreza is nothing but a WRX or an STI waiting to spread its turbocharged wings.

Does this Car Make Me Look Fast?

Subaru previewed the 2012 Impreza last fall at the Los Angeles auto show with the sinister-looking Impreza concept. Alas, the production version is predictably tamer, though it does have a more-protuberant chin, more-defined “hawk-eye” headlamps, and bulging fenders. Interesting details include a sharply raked windshield that starts nearly eight inches further forward on the hood than the glass on today’s model. Similarly, the beltline is considerably lower, and the windows are enlarged for improved visibility. Near-vertical body sides with squared-off bumper caps help reduce drag, à la Toyota Prius. Especially from the rear three-quarter angle, the 2012 Impreza is more than a little busy, but we’ll take busy over outright ugly any day.

While the 2012 Impreza looks bigger than the 2011 model, the only dimension that actually grew was its wheelbase, which increases from 103.2 inches to 104.1. Both hatchback and sedan models retain their 68.5-inch width and their overall lengths. Still, cargo space for the five-door manages to increase by 3.4 cubic feet with the rear seats up and by 5.3 with them folded. Best of all, the Impreza actually lost about 160 pounds, weight savings we hope will also apply to the forthcoming WRX and STI.

Subaru will offer the car in base, Premium, and Limited trim levels, but all Imprezas offer the same level of safety equipment, which now includes a knee airbag for the driver and the stability control that is government-mandated on all vehicles for 2013. What the Impreza seems to lack, however, is stirring interior design. Even in cushy Limited form, the interior wow factor is about nil.

Smaller Motor, Less Power, Way More mpg

The 2012 Impreza gets an all-new engine, but it takes a big step backwards in output. Last year’s 170-hp, 170-lb-ft 2.5-liter flat-four is replaced by a new 2.0-liter boxer making 148 hp and 145 lb-ft. Subaru says the new car is quicker than the outgoing car despite the power drop, but we'll know for sure once we get a chance to test the 2012 model. Either way, the redesigned Impreza boasts a huge, 30-percent jump in fuel economy. When equipped with its newly available paddle-“shifted” CVT, the 2012 Impreza is estimated to cover 27 miles in the city and 36 miles on the highway on a gallon of gas. The stick-shift model’s fuel economy improves, too, to 25 mpg in the city, 34 on the highway compared to the previous 20/27. It might have been even better, though, if Subaru had upgraded the Impreza’s five-speed manual transmission to a more competitive six-speed. The Impreza is still suspended by struts up front and a multilink setup out back, but the 2012 model gets a stiffened front cradle and rear subframe.

Less powerful but lighter, better-looking, and way more fuel-efficient, the Impreza does seem to be well-positioned for today’s market—and it could help make the future WRX and STI stronger and more tune-able, too.

cars, Subaru XV Concept

cars, Subaru XV Concept

Subaru has invented a word to describe the XV concept debuting at the Shanghai auto show: “protren,” a combination of “professional tool” and “trendy design.” Such clunky wordsmithing was unnecessary, though, since this is simply a tarted-up version of the next Impreza hatchback. (Our choice would have been “hatchcon,” but that’s at once infinitely more clear and evocative of an annual gathering of incubator enthusiasts.)

Although there’s no specific mention of the Impreza—Subaru describes the XV as a new generation of crossover vehicle—the concept matches the 2012 Impreza in styling. Specifically, the matte-electrogreen XV gives a peek at what a new Impreza Outback Sport would look like, a vehicle that is in its present form simply an Impreza five-door with two-tone paint.

The current Outback Sport has an awkward delineation where the front fascia meets the fenders. That’s thankfully absent here. Instead, the front is body color, and black-metallic-painted fender flares and rockers provide the machismo; a production model likely would trade the metal-look parts for plain, dark plastic pieces.

The XV concept is powered by a 2.0-liter boxer-four hooked to a continuously variable transmission, a powertrain that’s guaranteed for the new Impreza. Subaru also provides wheelbase (103.7 inches), length (175.2), width (70.9), and height (63.8) measurements that should match a new Outback Sport’s.

The Impreza sedan and hatch are being shown in New York for the first time in production form concurrent with this concept’s display in China. If the Outback Sport does return to the Impreza lineup, it will be sometime after the four- and five-doors go on sale here later this year.

Ford, 2013 Ford Taurus, Taurus SHO

Ford, 2013 Ford Taurus, Taurus SHO

On the eve of the New York auto show, Ford has unveiled the 2013 version of its full-size Taurus sedan, with tweaked styling, a new four-cylinder turbo engine option and a host of other improvements.

You might ask, as we did: Didn’t Ford just introduce the new Taurus for 2010? What’s with the face lift now? According to Ford’s head product man, Derrick Kuzak, it’s because Ford is “not just a carmaker, we’re also a technology company and continuous improvement is part of our culture.” Oh. Okay. Surely, though, it’s no coincidence that Ford’s cross-town competitors recently began shipping re-worked Chrysler 300s and Dodge Chargers to its dealers.

An Engine Technology Company

The biggest news for the ’13 Taurus is the addition of an optional turbocharged, direct-injection—alright, EcoBoost—2.0-liter four-cylinder. We’ll first see the four-cylinder this fall when it becomes available in the Explorer and Edge SUVs. In the Taurus, the four-banger will make 237 hp and 250 lb-ft of torque. Bolted to a six-speed automatic, it should return at least 31 mpg on the highway, by Ford’s guess. As in the Explorer and Edge, buyers will have to pay a yet-unspecified premium for the little turbo compared to the base 3.5-liter V-6.

The fuel-economy benefit had better measure up to Ford’s predictions, as the addition of variable valve timing on both its intake and exhaust cams brings the 3.5 an additional 27 hp for 2013. It now produces a class-competitive 290 hp and 255 lb-ft. Again, a six-speed automatic is the only available transmission. The SHO’s 365-hp twin-turbo V-6 will be unchanged for 2013.

Other mechanical changes for all 2013 Taurus models include a function that uses the brakes to provide an effect similar to a limited-slip differential, an electric-assist steering system with a quicker ratio, a larger brake master cylinder—as well as revised booster tuning to improve brake-pedal feel—and a sportier suspension tune. The interior will use more soft-touch materials and benefit from a more comprehensive sound-deadening package.

Ford also will upgrade the Taurus with the company’s full array of electro-wizardry, including the not-universally-loved MyFord Touch infotainment system and Curve Control, a sort of predictive stability control that slows the car should the driver enter a corner too quickly. As is the fashion these days, Ford is adding LED taillights.

Looks Like a Bull, Smells Like a Bull

Visual differences are slight, just a re-worked face, including a trapezoidal grille and a lumpier hood. Stung by criticism that the high-performance SHO was virtually indistinguishable from the standard models, however, Ford will give the speedy Taurus some unique trim for 2013. It starts with a blacked-out mesh grille that gives the SHO’s nose at least a passing resemblance to the Shelby GT500, and includes black side-mirror housings, (optional) black-and-silver 20-inch wheels, and a trunk-mounted spoiler. In addition to the upsized brake master cylinder from the standard ’13 Taurus, the SHO adds larger front rotors, and the rear discs are now vented—welcome news, as we noted significant brake fade in the last SHO we tested.

Cadillac, 2012 Cadillac CTS Sedan, Coupe, Sport Wagon

Cadillac, 2012 Cadillac CTS Sedan, Coupe, Sport Wagon

That which is great can still be improved upon, and so it is with the 2012 Cadillac CTS, which gets 14 additional horsepower from its top-spec V-6 and some small styling and equipment changes.

The revised direct-injection 3.6-liter V-6 now puts out 318 hp and 275 lb-ft of torque, thanks mostly to intake changes, including larger valves, revised ports, and a tweaked camshaft that keeps the intake valves open longer. (The same engine makes 323 hp in the updated 2012 Chevrolet Camaro.) Compared to last year’s 3.6-liter V-6, this year’s iteration is nearly 21 pounds lighter; 13 pounds were saved by integrating the heads and exhaust manifolds, 2 pounds from a lighter-weight front accessory-drive cover and new connecting rods, and 5.5 came out from using a plastic intake manifold in place of last year’s aluminum piece. The base 270-hp, 3.0-liter V-6 carries over unchanged, and can still be mated to both a six-speed automatic and six-speed manual. The manual is no longer available with the 3.6-liter, however.

The 2012 CTS’s standard-equipment list sees Bluetooth added to all models and a blind-spot monitoring system to the coupe (good thing, because the two-door’s rakish roofline and wide C-pillars make for huge blind spots). A new Touring package is available with either engine and with any body style, and adds a dark-finish grille, metal pedal covers, dark wood trim, and V-style suede stuff covering the steering wheel, shift knob, and seat inserts. Polished 19-inch wheels and Recaro seats—disliked by most of us for feeling overstuffed and for rocking back and forth under braking and acceleration—come with 3.6-liter Touring models, while 3.0-liter examples get pearl-nickel-finished 18s and the regular seats, albeit now sueded. Sedan and wagon buyers who spec the pack get an extra-special bonus: chrome exterior door handles.

The line-wide cosmetic changes are less extensive. The grille sees new finishes and a revised Caddy wreath with “sharper colors,” and its mesh insert is flusher with the frame. That’s it.

Infiniti, 2013 Infiniti JX Concept Sketch

Infiniti, 2013 Infiniti JX Concept Sketch

We appreciate Infiniti’s forthrightness in announcing a sixth model for the American market. The company is using the occasion of the New York auto show to tease us with a sketch of the seven-passenger JX crossover, while a concept will appear at the Pebble Beach Concours d’Elegance in August and the production version will bow at the L.A. auto show this November. Glad that’s out of the way. The rest of the details, however, are still murky.

To wit, the watercolors-meet-blur-tool rendering shows a metal-trimmed sidelight opening that sweeps back into a kinked D-pillar, a treatment very similar to the one on Infiniti’s recent Etherea concept. (That same kinky look was also used on Infiniti’s too-hot-for-production Essence concept.) Muscular fenders and flowing body lines match the rest of Infiniti’s current lineup, save for the more blocky QX56. Fortunately for the JX, by way of its two-box shape, it doesn’t appear to suffer from the which-way-is-it-heading problem the Etherea did.

There’s no official word on what will motivate the JX, but trademark filings we uncovered last summer provide some hints. Infiniti has secured the rights to the JX20, JX25, JX25h, and JX30 badges, suggesting a lineup that could include four-cylinders, V-6s, and a hybrid. It’s doubtful that all four would be offered, with the more likely explanation being Infiniti’s desire to safeguard the alphanumerics for possible future use. The hybrid, however, is almost a guarantee, if not from the start.

An all-wheel-drive option also is a given, although the JX may be the first Infiniti in a long while to be based on a front-drive architecture instead of a rear-drive platform. If that is in fact the case, we won’t be surprised if Nissan gets its own version of the large crossover.

We also won’t be surprised when the expected concept looks nearly production-ready. If we don’t know much about the JX, at least we know exactly when we’ll know more. Look for more details at Pebble this summer.