Porsche, 2012 Porsche Panamera S Hybrid

Porsche, 2012 Porsche Panamera S Hybrid

Volkswagen's corporate parts bin is a great resource, and it's something from which all of its brands get to pluck. This includes Porsche, which took the easy route of adding a gas-electric version to the Panamera lineup by performing a little hybrid-system transplant surgery. The result, the 2012 Panamera S hybrid, makes its debut at the 2011 Geneva show.

The combination of a supercharged, direct-injected 3.0-liter V-6 and an electric motor is not only used in the Cayenne, but also in the Volkswagen Touareg hybrid; the 333-hp gasoline engine is an Audi unit that, in different states of tune, can also be found sans hybrid tech in the S4, S5 convertible, A6, and Q7. With the assistance of a 47-hp electric motor, total power reaches 380 hp, channeled here only to the rear wheels through an eight-speed automatic transmission. All other Panameras sold in the U.S. come with a ZF-supplied seven-speed PDK dual-clutch transmission, while Europeans also can choose a six-speed manual.

Porsche believes the Panamera hybrid's performance is good enough to justify adding the "S" badge. In reality, however, its performance may be closer to that of the standard, V-6–powered Panamera. With the hybrid, Porsche claims a 0-to-60-mph time of 5.7 seconds; top speed is 168 mph. The last 300-hp base Panamera we tested, equipped with the PDK and aided by all-wheel drive, hit 60 mph in 5.0 seconds and went on to a top speed of 160 mph. The corresponding data for the 400-hp, V-8–powered Panamera S: 4.7 seconds and 174 mph. That said, Porsche tends to conservatively estimate performance, but the lack of the fast-acting PDK transmission and all-wheel drive likely will hamper the hybrid’s launch.

Despite all of the power, the hybrid should shine in terms of fuel consumption, at least in the city. The regular Panamera S is rated for 16 mpg city/24 highway, and we (conservatively) estimate that the hybrid will return 21 mpg in the city and 25 highway. We'll have to wait for the EPA to rate the car for official figures.

What's a hybrid without the option to drive in full-electric mode? Maybe not as satisfying, as buyers of the Mercedes-Benz S400 hybrid are experiencing (or, rather, not experiencing). But the Panamera won't disappoint: Drivers can accelerate up to 50 mph on electricity alone, although the range in this mode is just 1.3 miles. Additionally, when the driver lifts off the accelerator at higher speeds, the gas engine will shut off and then be declutched from the drivetrain. Porsche calls this "sailing"; we'd call it coasting, and with the function active up to 103 mph, the cops will sometimes call it speeding.

The Panamera hybrid competes in principle with other hybrid luxury sedans such as the aforementioned 295-hp Mercedes S400 hybrid, the 455-hp BMW ActiveHybrid 750i/Li, and the 438-hp Lexus LS600hL. While the Porsche shares its six-cylinder approach with the less-expensive Mercedes, the capacity to drive on electric power alone puts it on a par with the Lexus. All of these luxury cars have one thing in common: In Europe, their fuel economy is bested by their available diesel counterparts. Should Porsche opt to add a diesel to the Panamera lineup, the hybrid is sure to lose its position as the most efficient Porsche sedan.

For now, however, it wears the politically correct crown—and to flaunt it, there are hybrid badges placed prominently on the rear, as well as on the front doors. The Panamera S hybrid will start at $95,975, which is about $5000 more than the faster Panamera S, but it is also better equipped, as the normally optional adaptive air suspension and speed-sensitive steering are standard here. Look for the Panamera S hybrid at dealerships this summer.

Porsche, 2012 Porsche Panamera Turbo S

Porsche, 2012 Porsche Panamera Turbo S

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

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

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

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

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

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

2014 Mini Cooper Hybrid

2014 Mini Cooper Hybrid

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.

Subaru, 2011 Subaru Legacy 2.5GT Limited

Subaru, 2011 Subaru Legacy 2.5GT Limited

Testing Subaru’s Legacy 2.5GT Limited has proven frustrating. And expensive. In its initial acceleration runs, our first GT sheared a half-shaft. Once repaired, the car made a second appearance, and a second half-shaft was bifurcated.

As another GT arrived, so, too, did the season’s first blizzard, an Arctic apocalypse that would have cowed  Admiral Peary and easily overwhelmed the Legacy’s 18-inch summer-spec Bridgestones. What luck, huh?

The 2.5GT Limited, starting at $32,120, represents the sportiest of Legacy sedans. Its turbocharged 2.5-liter four produces 265 horsepower—95 horses beyond what the base 2.5i can muster, and nine more than the 3.6R’s 3.6-liter flat-six.

With half-shafts finally spinning instead of flailing, the 2.5GT tackled 60 mph in an aggressive 5.4 seconds, and the quarter-mile was dispatched in 14.1 seconds at 100 mph. By contrast, the base Legacy, fitted with a CVT, required 8.7 seconds to attain 60 mph. And the flat-six, with standard five-speed automatic, performed the task in 6.4.

The 2.5GT Limited comes with a six-speed manual only, and ours was gussied up with a short-throw kit, part of an unnecessary $1154 option pack that includes a boost gauge that looks like a geothermal event bulging up through the dash. Clutch feel is dandy, but the shifter’s gates are resistant and overall effort is high. At step-off, moreover, clutch slipping is sometimes necessary to coax  the all-wheel drive’s many cogs, pinwheels, and whirligigs into motion.

The GT’s suspension is buttoned down, with body motions conscientiously controlled, and the ride remains settled and ­supple. The steering is oddly heavy and somewhat leaden at low speeds but sharpens acceptably as digits accrue. Funny that Subaru  has spent tens of millions to acquire a legitimate rally heritage, yet this car is ­fitted with no hand brake.

Just north of 2500 rpm, the engine climbs on boost, summoning a butt-wallop that many of us last experienced in grade school. It’s a sudden kick in the pants that reliably illuminates traction-control warnings if the road is damp.

Unfortunately, peaky powerplants also have the habit of snapping heads. The 2.5GT is fun, but it’s a car that proves tricky to drive smoothly. Which had us yearning for the refinement and more-than-adequate perform­ance of the 3.6R, which fetches $6400 less than the 2.5GT Limited and thus earns our nomination as the Legacy for discriminating adults.

Subaru, 2011 Subaru Impreza WRX Sedan

Subaru, 2011 Subaru Impreza WRX Sedan

In the years since its 2002 U.S. introduction, the rally-inspired Subaru Impreza WRX evolved aesthetically like Barry Bonds, morphing from the scrawny-looking yet scrappy original to this version, the beefed-up and muscular 2011 model. Yes, there were a few stylistic missteps along the way, 2006’s funky nose and the softer look of the 2008 chief among them, but we’ve never loved the WRX for its looks. This vehicle has always been a blast to drive, and it got even better for 2009 when Subaru poured on 41 more hp, for a total of 265, and stirred in a raft of chassis revisions. The result was a 0-to-60-mph run of 4.7 seconds and more poise than ever; the only remaining issues were a tendency to understeer and styling too much like a regular Impreza’s. You may now consider these concerns rectified.

Updated Inside, Out, and Underneath

This year, the WRX sedan and hatchback receive the aggressive, wide-body design of the more powerful STI, including its quad-tipped exhaust. Track increases of 1.3 inches in front and 1.5 inches in the rear—coming in part from the lighter, wider 17-inch wheels (eight inches wide versus seven)—ensure that the newly flared fenders are filled. As expected given the wheel widening, the Dunlop SP Sport 01 skins increase in width from 225 millimeters to 235. The chassis changes are rounded out by stiffer rear subframe bushings.

Inside, new carbon-colored trim accents the top of the dash. We like the color, but among the dash, center stack, and console, there are three different silver/gray hues, which together look a bit chintzy. A revised audio system includes Bluetooth and iPod connectivity as standard; it’s the only other major interior change for 2011.

Now with More Fun!

The small alterations to the footprint improve the WRX’s ride and handling as much as the burlier styling enhances its look. Previously, the WRX pushed when approaching the limit—although a four-wheel drift was (and is) always a throttle-lift away—but the newly widened stance has made it absolutely neutral. It’s not apparent in the test data (skidpad grip was up a touch to 0.89 g from the 0.87 g posted by the last WRX tested on these Dunlops), but toss the “Rex” into a corner and now neither front nor rear will let go without the other unless your inputs are overly aggressive. This composure at the limit vastly increases driver confidence, which is further enhanced by reduced body roll and steering that feels sharper and more responsive than the previous car’s. In short, the WRX finally feels at home on a track. As a bonus, getting there is more enjoyable, thanks to an incredibly refined ride.

Although we’d prefer better initial brake bite and a shifter that doesn’t feel so rubbery—a very good short-throw shifter is
available as an accessory—we can’t ask for much more than the punch delivered from the carry-over turbocharged 2.5-liter. The old-school, turbo-lagged initial delivery of its 265 hp and 244 lb-ft of torque isn’t exactly linear, but the shove and the wild flat-four bellow above 4000 rpm are quite exhilarating. This test car reached 60 mph in five seconds flat and covered the quarter-mile in 13.7 at 100 mph. Although the former number doesn’t match the 4.7-second pace of the 2009 model, it’s in the same neighborhood, and we’d be more than happy to trade a little straight-line performance for the improved handling.

A True Performance Bargain

A base WRX sedan starts at $26,220—$530 more than in 2010—and the car tested here came equipped with the Premium package ($2500) and navigation ($2000) for an as-tested price of $30,720. The Premium package adds fog lights, a sunroof, a rear spoiler, and heating elements for the front seats, mirrors, and windshield-wiper rest. If it were our coin, we’d skip the pricey extras and just add the short-throw shifter for $355.

The WRX has changed quite a bit in the years since its introduction, and the 2011 enhancements have produced the greatest-driving iteration yet. Perhaps best of all, it remains among the few standout enthusiast machines available for less than $30,000, proving that when a car makes big strides, the sticker price doesn’t have to follow suit.

Subaru Boxer, Subaru Boxer-Powered

Subaru Boxer, Subaru Boxer-Powered, RWD Sports Car Architecture

We’ve waited a while for our first look at Subaru’s rear-wheel-drive sports car, which was teased ahead of its debut in Geneva, and it seems the wait will be a bit longer. What Subaru has given us is more of a look through the car: the vehicle on display here has no body panels, seats, or even a steering wheel. Hopefully the cars being tested in development are a little more complete.

Our round of spy photos suggests that’s the case. This rolling chassis does, however, fill in some blanks about the car. For the first time, we get some details on who did what in this Subaru-Toyota project, at least in a top-level sense: Subaru is supplying the engine, and Toyota contributed its performance-car and RWD technologies. Allow us to elaborate.

Boxer Power

In the absence of all-wheel drive—yes, this car will only feature rear-wheel drive—a horizontally opposed engine is what makes a Subaru a Subaru. But the Toyota will use the same engine and the cars will be “architecturally the same,” so styling will really be the key differentiator between this car and its Toyota FT-86 cousin. At launch, the as-yet-unnamed RWD coupes will feature a naturally aspirated version of Subaru’s latest 2.0-liter boxer four. Subaru wouldn’t outright confirm a power rating, but we’re told 200 hp is a good bet. It’s possible that direct injection will be added to the engine to get to that number.

The engine is set lower and farther back than in Subaru’s other models—4.7 inches lower and 9.4 inches rearward compared to the current AWD architecture—providing a lower center of gravity. The car will use a shallower oil pan in order to get the engine sufficiently snuggled into the chassis. The engine’s position all but completely negates any chance of an all-wheel-drive version using the platform. Subaru also wouldn’t give specifics on transmissions or suppliers thereof, saying only that some sort of automatic and a manual are likely and that the gearboxes wouldn't come from its own stable.

Underneath it All

The front suspension is a strut type similar but not identical to the setup on the Impreza. The rear subframe in the architecture concept appears as if it could have been lifted from an Impreza WRX, although Subaru says its dimensions differ here. It’s the same type of multilink suspension, anyway, and the differential that sits in the middle also looks familiar from the high-power Imprezas. Whether that will change once the two companies are comfortable revealing more about the cars, we don’t know. The concept’s 101.2-inch wheelbase is slightly shorter than the Impreza’s (103.3 inches), and the rear-wheel-driver is 13.6 inches shorter overall than an Impreza sedan. The coupe will use a 2+2 seating layout.

A benchmark? The engineers used the Porsche Cayman. Yep. And as for weight, we weren’t given an exact figure (again), but were told to expect the final product to be about 20 percent lighter than an STI—figure on about 2800 pounds. Needless to say, if those two promises come true, this car has some real potential.

Hurry Up and Wait

It’s been a long time coming—the Subaru-Toyota project was officially announced what seems like eons ago—and we’re not out of the woods yet. The new sports car won’t go into production at a Subaru factory until spring 2012, more than a year from now. We’re still waiting for the car to take shape and be named, of course, which will happen at the Tokyo show later this year; Toyota’s production version, which could be badged as a Scion here, will debut there as well. And then there’s the matter of a quicker, turbocharged version; Subaru tells us that its “always possible for the future.” So you can basically count on that happening, just not right away.

Subaru, Subaru Impreza Concept

Subaru, Subaru Impreza Concept

Subaru calls this L.A show car a concept, but it's clear that—minus a bit of the flash—this is basically the next-generation Impreza.

The mug and fender flares on this concept Impreza definitely remind us of the current Legacy, which means that when the production car launches, it could be the first time in more than a decade that Subaru's cars actually show some heavy family resemblance. The Legacy's amoeba-shaped headlights are among the styling details not carried over to this concept, replaced instead with racier units that look like the Acura TL’s. Below those sit gaping air intakes, horizontally bisected by wing-shaped LED fog lights—an upscale design touch, and one we hope survives the concept-to-production transition. Ikuo Mori, the CEO of Subaru’s parent company, Fuji Heavy Industries, recently said that the company is happy with the size of its products as they are now, so don't expect the next-gen Impreza to grow much from the current car's dimensions.

The Impreza concept features stereo cameras integrated into the A-pillars as part of Subaru's EyeSight system, a safety feature that determines the distance of cars and obstacles ahead and applies the brakes if you’re going to ram into them. EyeSight already is available on Japanese-market Legacys and is a part of the firm's dynamic cruise-control system, but we read the inclusion on the Impreza concept as an indication that EyeSight may be coming to American Subarus.

Peek under the Impreza concept's hood and you'll find a 2.0-liter, direct-injection version of Subaru's newest four-cylinder boxer engine, which debuted in non-DI, 2.5-liter form in the 2011 Forester. Although the new engine isn't substantially more powerful than the outgoing generation, it was significantly revised in other ways: the timing belt was replaced with a timing chain, which now drives two sets of dual overhead cams rather than the last gen's singles. It's paired with a CVT in the Impreza concept, and while we're generally not ecstatic about these rubber-band transmissions, almost anything’s preferable to the four-speed automatics that Subaru is still peddling in some of its current vehicles.

An Impreza you can buy will appear in mid-2011, we’re told, and it will boast Subaru’s first use of direct injection. While we're naturally most excited for the next Impreza WRX—and we think this styling will translate well to that hotted-up variant—from the look of this concept car, even the bread-and-butter models will have a lot to offer.

2012 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.

Chrysler, 2012 Chrysler 300 S / 300C

Chrysler, 2012 Chrysler 300 S / 300C

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.

Chrysler, 2012 Chrysler 300C SRT8

Chrysler, 2012 Chrysler 300C SRT8

The Chrysler 300C SRT8 has now been caught completely free of camo, which makes a New York auto show debut in a couple of weeks likely. The theme here is menace, backed up by a blacked-out grille, blacked-out headlight surrounds, a black-chrome grille frame, black-chrome wheels (hiding Brembo-emblazoned brake calipers), and a black rear "diffuser." The exhaust tips are now fully round cannons instead of the regular 300C's oval exits, and there is less chrome slathered around the exterior; the front bumper adornments and taillights are among the de-zooted pieces. The interior has been shot, too, and the photo reveals the flat-bottomed steering wheel from the Charger SRT8, confirmation of wheel-mounted shift paddles, and trim that may or may not be actual carbon fiber. Read on for more of what we already know about the car; we'll bring you official photos and full info just as soon as they become available.

Original story: Chrysler’s second-generation 300 sedan is mostly a reskin of the original, rather than a completely new car. While an entirely new car is often the better solution, the latest 300 was changed where change was needed—the interior, specifically—while the competent chassis was largely left alone. But there’s another way to effect notable change: adding power. Enter the SRT8 version, caught here out for a drive wearing its winter coat.

We got a good preview of the mechanical bits destined for this car with the unveiling of the 2012 Dodge Charger SRT8. The two cars have historically been nearly identical underneath, and that won’t change. That means the 2012 300C SRT8 will pack Chrysler’s new 6.4-liter Hemi V-8, making around 465 hp and 465 lb-ft of torque, the figures from the Charger. The last 300C SRT8 we tested, which had 425 horses from its 6.1-liter Hemi, hit 60 mph in 4.7 seconds, so figure a tenth or two off of that time for the 2012 model.

The five-speed automatic returns, and, like the Charger SRT8, should come with steering-wheel-mounted shift paddles; later, an eight-speed auto will replace it throughout the 300 lineup. Where the SRT8 Charger and 300C have differed in the past is in their suspension tuning; the Charger was a bit stiffer and should continue to be. And since the new Charger SRT8 will offer a two-mode adaptive suspension, we predict a similar setup for the 300C.

As is the case with the current car, this SRT8 will not look markedly different from the regular-strength 300C. Although hidden behind the white mesh here, a different grille treatment is a given, as is a more aggressive lower front fascia. We’d be okay if the designers toned down some of the 300C’s chrome—the fact that this car wears body-colored door handles as opposed to the C’s shiny pieces has us hopeful. Updated 20-inch wheels are expected, and a diffuser-like insert in the rear provides plenty of space for some big chrome exhaust tips. Other than those small details, though, it should be 300C business as usual.

Did we know this car was coming? Sure we did. Does that make it any less cool? Not a bit. The 300C SRT8 should bow at a major American auto show later this year, i.e. in New York this spring or Los Angeles in the fall. It will hit dealers toward the end of the year, along with the Charger SRT8, as a 2012 model.

Audi, 2011 Audi Q5 2.0T Quattro

Audi, 2011 Audi Q5 2.0T Quattro

Although nearly every automaker has talked big about downsizing—in essence, replacing larger engines with smaller-displacement, forced-induction powerplants to deliver similar performance and allegedly better fuel economy—Audi is among the few really going all-in with the strategy. Among the German company’s recent moves: dropping the V-6 options from its A3, TT, and A4 and installing a supercharged six in the latest S4 rather than carrying over the previous model’s honkin’ V-8. Now, for 2011, the Q5 crossover is available with the company’s excellent 211-hp, 2.0-liter turbocharged four. The 270-hp, 3.2-liter V-6 will continue to be offered for at least the next couple of years, but Audi tells us that it expects some 60 percent of Q5 buyers to stick with the base four.

Those customers won’t give up much in the way of real-world performance. The test sheet reveals that the four-cylinder is a mere 0.5 second behind the V-6 in the sprint to 60 mph and 0.4 behind in the quarter-mile, at 7.0 and 15.5 seconds. Yes, the 3.2 blasts past 100 and 120 mph 2.5 and 7.6 seconds more quickly, but nowhere in the U.S. are such speeds relevant—and who’s gonna drop the hammer all the way to triple digits in a compact luxe-UV often enough to care? Beyond the engine room, the Q5 2.0T marginally improves on the 3.2’s 70-to-0-mph braking and impressive skidpad numbers, likely due to its 250-pound weight advantage over the V-6 model.

Downsizing Fuel Economy, Too?

Contrary to the downsizing hype, however, Q5 2.0T buyers may end up with no real mpg benefit compared with the V-6, especially if their right feet are as heavy as ours. Although the respective EPA ratings for the four and V-6 are 20/27 mpg and 18/23, we got only 19 mpg with the 2.0T versus 21 with the 3.2. The cold weather during our 2.0T test surely affected our number, as did our tendency to lean on the gas pedal during the couple of beats it takes for the turbo to spool. We’ve seen similarly deflated real-world fuel economy from Ford’s EcoBoost V-6, and this test provides further evidence that the power and efficiency claims of engine downsizing are generally realized exclusive of each other.

Great to Drive, Nifty Eight-Speed Auto

But if the fuel economy fails to impress, the rest of the Q5 experience does not. As we’ve already mentioned, the 2.0T’s acceleration is more than acceptable. The brakes offer good feel, as does the steering. The Q5 turns in with eagerness and never complains when you feel like hustling, with any understeer easily sorted out by a touch less throttle and the Quattro all-wheel-drive system. The ride is firm but never harsh—our kind of setup. The interior is a triumph of material selection, aesthetics, and build quality, and the front seats are supremely comfortable. Our only complaint is that the steering is a touch too slow just off-center.

Like the 2.0-liter turbo four, the eight-speed automatic transmission also is new to the Q5 for 2011. It’s the same basic box of gears found in the BMW 7-series, Rolls-Royce Ghost, and Audi A8 and A5, among others. It upshifts with a swiftness and confidence that remind of Audi’s S tronic dual-clutch automatic, particularly with the throttle matted. Nonsequential up- or downshifts—even eight to two—can be executed manually, although you have to be a little deliberate about it, with more of a whap whap whap than a whapwhapwhap.

Functionally, the Q5 is a dandy, with 29.1 cubic feet of storage behind the rear seats. With those seats folded, which can be accomplished with a single touch, the Q5 can swallow 57.3 cubes; it could take a few more if the second row folded completely flat, but at least the seats can be locked down. The cargo floor’s height makes loading items easy—although it’s not yet as manageable as a station wagon’s—and there’s a handy storage bin below the cargo floor.

Our Q5 was a lightly optioned example, and we didn’t really miss any of the high-end zooty stuff like navigation or the unnecessary Audi “drive select” chassis-adjustment system. The add-ons totaled $1925 and included $475 paint, a $700 Bluetooth and HomeLink package, $450 heated front seats, and a $300 iPod interface. The as-tested price was an even $38,000, which is pretty reasonable for the segment, especially when you consider that the Q5 and many of its competitors can stray well into the $50,000s with all the fixin’s.

Best Rival: Audi’s Own A4 Avant

Downsizing to the 2.0T makes sense in the Q5, given its comparable performance to the 3.2-liter V-6, but if it were our money, we might be tempted to downsize again—by an entire vehicle class. Indeed, although this Audi has many impressive rivals—the best are BMW’s X3, which has been redesigned since placing second to the Q5 3.2 in a seven-vehicle comparo, and Volvo’s XC60—perhaps the best argument against the 2.0T sits across the showroom floor in the A4 Avant, which uses the same engine to better effect. The Q5 is a very good vehicle, and it makes sense if you need a higher seating position, a burlier aesthetic, more ground clearance, and a few extra cubes of storage capacity, but spring for the wagon, which costs but $700 more, and you’ll enjoy not only more handsome sheetmetal but also quicker acceleration and even more athletic reflexes. That’s the sort of downsizing we can really get behind.

Diesel Audi, Diesel Audi A8, A6

Diesel Audi, Diesel Audi A8, A6, and Q5 in the U.S. in 24 to 30 Months, Next-Gen A4 TDI in 2014

Audi will launch diesel engine options for the A8, A6, and Q5 in the U.S. within the next 24 to 30 months, according to an announcement made today by Johan de Nysschen, the president of Audi’s American division.

We expect that the A8 and A6—both recently redesigned—will be powered by Audi’s excellent 3.0-liter turbo-diesel V-6, which produces 225 hp and 406 lb-ft in the Q7 TDI. Audi does offer an eight-cylinder diesel engine in the A8 in Europe, but it’s unlikely that engine will make the journey here. Sales stats show that Americans prefer diesel engines oriented towards fuel economy—like the engines found in the Q7 TDI, BMW X5 diesel, and Mercedes-Benz ML350 BlueTec—rather than those tuned for brute performance, as in the BMW 335d or the last-gen VW Touareg V-10 TDI. Installing a V-6 TDI in the A8 also will allow Audi to go head-to-head with Mercedes-Benz’s recently unveiled S350 BlueTec, which also uses a six-cylinder diesel.

Audi’s compact crossover, the Q5, would be well-suited to receive the company’s 2.0-liter diesel four. In America, that engine also does duty in the A3 and the Volkswagen Jetta and Golf TDI; in those applications it makes 140 hp and 236 lb-ft. It’s also possible that the company would opt for the 170-hp, 258-lb-ft version of that motor, which currently is offered in a plethora of European-market VW Group models.

Unfortunately, Audi’s boss explains, because the current-gen Audi A4 wasn’t designed to offer a diesel engine in the U.S. from the outset, the cost and time required to federalize a diesel A4 would take until the end of the car’s life cycle. De Nysschen does say, however, that diesel power is part of the powertrain strategy for the next-gen U.S.-market A4. That car is already well under development, and we expect it to go on sale in late 2014.

Audi, Audi SQ5 Being Considered

Audi, Audi SQ5 Being Considered, Other S and RS SUV Models Possible

Audi could bring a sporty version of the Q5 to market, according to an insider. The company is evaluating a 300-plus-hp version of its crossover model, powered by a twin-turbocharged 3.0-liter TDI V-6. More impressive than the power rating will be the massive torque, which we estimate to be in the neighborhood of 450 to 500 lb-ft. Combine that with the sharp handling and aggressive steering of the Q5, and you have a winner—especially without any BMW X3 M, Mercedes-Benz GLK AMG, or Lexus RX F in sight. Perhaps Porsche can counter with a similarly powerful and torquey Cajun? The SQ5 moniker is reserved for this vehicle—cross your fingers.

Beyond SQ5, Audi has secured the SQ1, SQ3, and SQ7, as well as the RSQ3, RSQ5, and RSQ7 names in Germany (with U.S. trademarks filed for SQ3, SQ5, and SQ7). Is this only to keep other carmakers from snatching them up for their own products? Anyway, it’s fun to speculate about the possibilities. The upcoming Q3, which shares its platform with the VW Golf and Audi A3, could be powered by the 272-hp, 2.0-liter turbo of the Golf R and S3, and by the 2.5-liter, five-cylinder turbo of the TT RS and RS3. A smaller Q1 on the Polo and A1 platform is a likely addition to Audi’s crossover range, and an SQ1 version could be fitted with the turbo- and supercharged 1.4-liter “Twincharger” engine. And while the Q7 is not available with anything beyond V-6 engines at the moment—at least in the U.S.—a turbocharged 4.0-liter V-8 would be befitting of a top model crowning the next generation of the three-row SUV.

2012 Audi Q3

2012 Audi Q3

Audi has announced it will build a small Q3 crossover at a SEAT plant in Martorell, Spain, part of which is being retooled for the 2011 launch of the new model. While struggling SEAT gets a much needed boost in production capacity—and 1200 jobs are saved—Audi has postponed the decision on a U.S. production facility until a later date. The German automaker had been considering its own U.S. plant for a while, and potentially could share the Volkswagen Group's new factory in Chattanooga, Tennessee, which is scheduled to produce VW’s New Mid-Size Sedan (NMS) and a VW-badged crossover vehicle from 2010 on. However, "there is currently no urgent need to select additional sites," says Audi CEO Rupert Stadler.

The Q3 will join Audi's portfolio of crossover SUVs, which includes the new Q5 and the updated-for-2010 Q7. But while the Q5 and the Q7 both have longitudinal engines, the Q3 is based on a layout with a transverse mounted powerplant. In fact, its platform is shared with a number of VW models, as well as the Audi A3. While the Q5 shares its architecture with the A4 (and the next-generation A6), think of the Q3 as the sister model of the VW Tiguan. But unlike the Tiguan, off-road capability was not on the list of Audi's engineering targets for the Q3. Sportiness was, though, making the company’s move to offer Quattro all-wheel drive as standard a sound decision.

Details are sketchy, but a gasoline-fueled 2.0-liter TFSI four-cylinder and a 2.0-liter TDI turbo-diesel, both tuned to about 200 hp, will be the obvious choices for the U.S. market. Audi will make a six-speed manual transmission available in Europe, but a six-speed dual-clutch automated manual (S tronic) or conventional automatic likely will be the sole gearbox offered in the U.S.

The Q3 should look a lot like the Cross Coupe Quattro concept unveiled at the 2007 Shanghai auto show, but with many of the details—such as the grille, lighting units, and air intakes—toned down for production. It is almost identical in size to the A3, but will be far taller. Audi says the Q3 also will have a "coupe-like appearance," but we’re not convinced. In our opinion, the concept appears less coupe-like than the BMW X6 or the Acura ZDX, with a more upright rear window than those bigger entries. Figure at least $30,000 for the Q3, with primary competition coming from BMW’s upcoming X1 crossover.

2010 Audi Q3

2010 Audi Q3

Audi is poised to introduce two crossover sport-utility vehicles in the next two years. Late in 2008, the mid-size Q5 is expected to debut on the same architecture as the '08 A5 coupe and next-generation A4 sedan. A year after the Q5 goes on sale, Audi will follow up with the smaller and sportier Q3 previewed by the Cross Coupe Quattro concept shown at the Shanghai auto show. Built on the same platform as the '09 Volkswagen Tiguan, the Q3 will have a transversely mounted engine and all-wheel drive provided by an electronically controlled center clutch pack. Additionally, an electronically controlled locking rear differential similar to that of Saab's XWD system may find its way into the Q3. To distance the Q3 from its Volkswagen brother, the Audi will offer on-road performance, won't have a speck of off-road ability, and will be firmly entrenched in the $30,000 range.

Surprisingly, the Q3 will be packed with several features that Audi generally reserves for its sportiest cars, the RS 4 and R8. Those options will include ceramic composite brakes like those of the R8, cross-linked dampers similar to the system on the RS 4, and driver-selectable suspension settings. In addition, a so-called drive-select program will give the choice of three different modes (sport, efficiency, and dynamic) that affect suspension tuning, throttle response, transmission shifts, and steering effort. As one would expect, in efficiency mode the Q3 will work toward maximizing fuel economy: The engine will shut off when idling and minimize the use of the air conditioning. Audi claims efficiency mode will boost fuel economy by 20 percent.

A new 2.0-liter turbocharged diesel four-cylinder will power the Q3. This engine will be introduced in the redesigned A4. Expected to meet emissions standards in all 50 states, the new engine will produce about 200 horsepower and 295 pound-feet of torque. Coupled to Audi's S tronic dual-clutch gearbox, the powertrain is purported to be able to return 40 mpg. In addition to the diesel, the 200-hp gas-powered turbo four from the Audi A3 will be offered.

At 172.4 inches long, the Q3 doesn't promise Chevy Suburban levels of interior room, but Audi claims that pushing the wheels toward the corners will maximize interior volume. Other differences from the Tiguan will be a more aggressive exterior design with a large Audi-style grille, large wheels, and Q7 styling cues. One problem that remains is the name. Infiniti unleashed its legal office on Audi for using the letter "Q" for the Q7. Audi settled with Infiniti and the Japanese automaker agreed to let Audi have the Q7 and Q5 names, but the future of the Q3 name remains in limbo.

Audi Q3, 2012 Audi Q3 Photos

Audi Q3, 2012 Audi Q3 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.

Audi Q3, 2012 Audi Q3 Sketches Released

Audi Q3, 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.

2014 BMW i8

2014 BMW i8

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

BMW i8

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

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

2014 BMW i3

2014 BMW i3

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

BMW i3

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

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

BMW, 2012 BMW 650i Coupe

BMW, 2012 BMW 650i Coupe

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

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

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

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

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

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

BMW, 2014 BMW 3-series GT

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

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

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

Act Now, Before They’re Gone Forever!

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

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

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

BMW, 2012 BMW M5 Concept

BMW, 2012 BMW M5 Concept

When the first BMW M5 arrived on our shores in 1987, it was the quintessential Q-ship, an innocent-looking 5-series powered by the engine of the legendary M1 supercar. Previewed by this concept, the upcoming, fifth-generation of the ultimate 5-series doesn't look quite so innocent anymore.

It’s safe to assume that the production car will look pretty much exactly like this “concept.” The front fascia is dominated by the fighter-jet-inspired central air intake, which is flanked by—what else?—two more gaping intakes. Unlike the regular 5-series, there are no fog lights on the M5, as M still doesn't put those on its cars. The hood is identical to that of the regular 5-series, and a fender vent is the only giveaway on the side that this is no ordinary 5-series. Get up close, though, and you’ll notice higher numbers stamped into the tire sidewalls, 265/35-20 up front and 295/30-20 out back. With four exhaust pipes and a diffuser, the rear is impressive, if nothing surprising. A small lip spoiler on the trunk increases downforce.

Getting Me Down

And downforce it needs: The M5’s governed 155-mph top speed is only the beginning. At least in Germany, BMW will loosen the limiter to 190 mph as part of an option package that will include a driver-training course. Note that even 190 will be an artificial ceiling: Without the governor, BMW says the M5 could exceed 200 mph.

The capability to reach that speed comes from a twin-turbocharged 4.4-liter V-8. It's basically the same engine used by the X5 M and X6 M, in which it makes 555 hp. In the M5, that total is likely to increase. This engine will make the M5, after the two M SUVs and the 1-series M coupe, the fourth car to deviate from the former and now-obsolete M gospel of high-revving naturally aspirated engines. As consolation, M GmbH development chief Albert Biermann hints that the turbo V-8 will rev beyond 7000 rpm, and BMW promises a 25-percent increase in fuel economy over the 8200-rpm V-10 in the previous M5.

Power is transmitted to the rear wheels through a seven-speed dual-clutch transmission and an electrically controlled active differential developed especially for the M5. The suspension and brakes also are exclusive to the M5. The American interest in an honest-to-clutch-pedals manual transmission forced BMW to build the last-gen M5 with a stick, and this time around, we will be the only market to get the option of a six-speed manual.

Sadly, no market will get the M5 Touring station wagon that was available in previous generations of the car. Blame us, as the U.S. is BMW's most important market for this vehicle, and, well, we’re just not smart enough to buy station wagons. In fact, we will get no wagon versions of the current 5-series at all. It’s a bit disappointing, but an M5 sedan with more than 550 hp is a fine consolation prize.

Mercedes-Benz, 2012 Mercedes-Benz CLS-class

Mercedes-Benz, 2012 Mercedes-Benz CLS-class

Born in 2004, the Mercedes-Benz CLS defines sleek, its elegant body seemingly drawn entirely from the simple sweep of the body-side crease. In the car business, falling in love with a design is dangerous, but we did. As previous spy shots (and one frightening concept said to lend cues to upcoming Benzes) trickled out, we feared the next-generation CLS might be headed in the direction of a Hollywood plastic-surgery disaster.

Although slightly obscured, the most recent photos captured by our spies prove the 2012 CLS will thankfully do without the superfluous forms of the F800 Style concept, although the shape won’t be quite as dramatic as the CLS-shaped sculpture Mercedes trucked to Detroit. The new look does little to quell the debate in our office about whether or not the upcoming car will be an improvement on the last generation.

Our past peek at a car wearing tight-fitting vinyl camouflage had already exposed the modifications to the new design. The nose is reshaped with a larger grille, more sculpting to the front bumper, and bigger headlights. The grille has to grow to match up with the taller hood, raised to provide more space between sheetmetal and hard bits in accordance with stringent new European pedestrian-protection standards. (Relatively speaking, sheetmetal is softer than engine components, and more space between hood and engine ostensibly means less-severe injuries in car/human collisions.) The most controversial aspect of the new shape will likely be the buff new E-class–style rear haunches, which are decidedly outside the standard of conservative elegance established by the first CLS. Like the rest of the Mercedes-Benz lineup, the 2012 car is going in a more muscular, angular direction.

That muscularity will extend under the hood as well, with “CLS350 CGI” trunk badging suggesting that the car captured here sports the new 3.5-liter V-6, the first member of Mercedes-Benz’s forthcoming engine family we’ll see in the U.S. The rest of the CLS’s U.S. engine choices will be drawn from this family—indeed, that family will replace the current engines across the Mercedes board—including a twin-turbocharged 429-hp, 4.6-liter V-8 and an even more powerful, 536-hp, turbocharged 5.5-liter eight for AMG models.

The—at this point—almost fully uncovered CLS will make its official debut later this year, with sales beginning shortly thereafter elsewhere in the world, but likely not before 2011 in the U.S.

Mercedes-Benz, 2012 Mercedes-Benz CLS

Mercedes-Benz, 2012 Mercedes-Benz CLS

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

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

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

Powerrrrr!

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

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

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

Mercedes-Benz, 2012 Mercedes-Benz CLS550

Mercedes-Benz, 2012 Mercedes-Benz CLS550

When it went on sale in the United States in 2005, the E-class–based CLS popularized the “four-door coupe” shape via a plunging roofline and a slim greenhouse, and would earn 40,000 sales in the U.S. over the next five years. It also spawned a number of copycat designs such as the Audi A7, the Volkswagen CC, and the Jaguar XF.

The second-generation CLS, which goes on sale here early next summer as a 2012 model, isn’t as pretty as the first one. The new body is a mixture of unimpeachable proportions and jarring design details. The overall envelope is elegant, but Mercedes embroiders it with brash details such as aggressive air scoops around the front bumper and sharp creases along the flanks.

As with virtually every car that comes to market these days, the CLS is bigger than the vehicle it replaces. The wheelbase has grown from 112.4 inches to 113.2, and the overall length is now 194.5 inches, up from 193.6. The car is slightly taller and wider, at 55.8 and 74.1 inches, respectively. The running gear comes from the new E-class sedan, but the CLS has a slightly wider track in front and back.

Although it’s still a striking car, the CLS places equal emphasis on its bevy of safety features. There are nine standard airbags and no fewer than 12 assistance systems. New among these are three active systems to help with parking, staying in the appropriate lane, and monitoring blind spots. The ­latter doesn’t merely alert a driver to a car in a blind spot; it uses the brakes to tug the CLS away from an approaching vehicle.

More important to enthusiasts, Mercedes is using its new 4.7-liter, direct-injection twin-turbo V-8 in place of a naturally aspirated 5.5-liter engine. (It seems that Mercedes’ naming conventions have followed BMW’s lead, in that they tell you ­absolutely nothing about what’s underhood.) This engine made its debut in the CL550, where it was rated at 429 horsepower. In the CLS, the power is down to 402, although that’s still 20 more horses than in the previous CLS550. The old engine made 391 pound-feet of torque, which grows here to 443, available from 1600 rpm.

Mercedes claims the twin-turbo engine is 10 to 15 percent more fuel efficient, thanks to the smaller displacement, direct injection, and a stop-start system that will not come to the U.S. on this engine, instead waiting to appear on the upcoming AMG model. The engine is mated to a seven-speed automatic transmission, and all-wheel drive will be available later. Performance should remain similar to that of the previous model; the last CLS550 we tested managed the 0-to-60-mph sprint in 4.7 seconds. But by  the middle of next year when the car launches here, it’s likely that Mercedes also will introduce the CLS63 with a twin-turbo 5.5-liter V-8 making about 550 horsepower.

Compared with the previous model, the new CLS interior provides a little more shoulder room (up by 0.9 and 0.5 inch, front and rear), thanks to slimmer door trim. The interior quality is also better, with actual metal rather than plastic on some of the switches, real wood panels, and gorgeous, thick leather. The old, fiddly COMAND ­system used to access the navigation, audio, and telematics is gone, replaced by an iDrive-style controller. Overall, the quality and ambience come close to those of the S-class.

Over the road, the CLS550 provides something similar to the E550 experience—which is to say, biased toward luxury rather than sport. The engine sounds good, but it’s very muted, and under full throttle the V-8 growl fades beneath a blanket of turbo whoosh. The power delivery is sensational, though, with no perceptible turbo lag.

The air suspension and continuously variable damping combine for a plush highway ride. Ultimately, however, it lacks a convincing degree of athleticism: Though precise and linear, the new electric power steering provides far more feedback than does the chassis, which is pretty inert.

The CLS is still an expressive machine, and it remains a stylish alternative to an E550 sedan. We just wish it had a little more fire. Perhaps the upcoming CLS63 AMG will satisfy  that desire.

Mercedes-Benz, 2012 Mercedes-Benz CLS63 AMG

Mercedes-Benz, 2012 Mercedes-Benz CLS63 AMG

When it comes to what’s under the hood, the 2012 Mercedes-Benz CLS63 AMG launches with a name that is now more misleading than ever. AMG’s “63” moniker, after all, never was entirely correct: At 6208 cc, the last-gen CLS63’s naturally aspirated M156 engine missed the 6.3-liter mark by less than a 10th of a liter. And now, most AMG “63” cars are having their 6.2 replaced by a twin-turbocharged 5.5-liter V-8 dubbed M157.

The smaller, turbocharged engine manages far better fuel economy than its predecessor (Mercedes expects EPA ratings for the 2012 CLS63 to be 16 mpg in the city and 21 on the highway, up from 12/18 for its predecessor) with, conveniently, more power. This CLS63 chalks up an 11-hp increase over the old car, from 507 to 518. Torque, meanwhile, gets a kick upward of 51 lb-ft, from 465 to 516. If that’s not enough, the optional Performance package cranks boost from 14.5 psi to 18.8, ratcheting power up to 550 horses and torque to 590 lb-ft.

CLS: Charges like a Supercar

Aided by a seven-speed automatic—the same transmission found in other V-8 AMG cars, it has a multiplate wet clutch replacing the torque converter—the CLS63 charges forward like a supercar and pulls relentlessly way beyond the 100-mph barrier. Top speed is governed at 155 mph, or 186 with the Performance pack, which also drops Mercedes’ estimated 0-to-60-mph time from 4.4 seconds to 4.3. As we clocked a previous-generation CLS63 to 60 in 4.1 seconds, we’ll call those estimates conservative. Turbocharging does squelch some of the bawdy V-8 roar that contributes so much to our enjoyment of the M156, but we’d say the extra power and torque are an adequate salve for that disappointment.

The AMG brand is often associated with straight-line performance more than balanced cornering. For some vehicles in its vast portfolio, which includes literal heavyweights such as the S-class and G-wagen, that is accurate; but the CLS defies that stereotype. The steering—controlled by a fat, somewhat oversized, Alcantara-wrapped wheel—is a touch too light but very precise, and the adjustable suspension allows only minimal body roll, behaving predictably up to the limits of adhesion. Try to surpass those limits, and the traction-control system intervenes sharply. It can be turned off entirely, but doing so is only recommended for trained professionals. The brakes feel a bit too aggressive around town but are perfect on the open road.

Civil Pretender

If you drive the CLS63 AMG with civility (good luck with that), it is actually quite comfortable. And it’s even green (sort of): The engine automatically shuts off when the car is stationary, and a prominent “eco” light illuminates in the instrument cluster whenever the driver isn’t sucking too much fuel. Okay, so that’s not really green at all. Any effort at political correctness is thoroughly negated by AMG’s design team. The grille, with its single horizontal crossbar, quotes Mercedes’ traditional sporty motif like the grille on the gullwing SLS does. From the gigantic front air intakes, venomous-looking LED headlights, and wide fenders to the quadruple exhaust tips, the CLS63 AMG is a hostile take on the already extroverted second-generation CLS, and it has us in equal parts scared and seduced.

Audi A3, Audi A3 Concept

Audi A3, Audi A3 Concept

If compact performance sedans rock your socks, prepare your feet for some wicked sweet riffs. The Geneva auto show will host a four-door sedan concept that hints strongly at the upcoming third-generation Audi A3, which will be the first VW Group car based on the company’s latest modular transverse platform. (It will also underpin the next Golf.)

The Audi A3 concept takes Audi's current styling language a step further, borrowing many design elements from the new A6 and stuffing them into a more compact and vibrant package. The new grille shape, as seen on the A1, A6, and A8, carries over to the new A3. We like the shape of the LED taillights, and the construction and layering of their assemblies are mirrored in the headlights, which are also LED units. The futuristic door handles and side mirrors look great, but they probably won't make it into series production. Dimensionally, the A3 concept is longer (at 174.8 inches versus 168.9), wider (72.4 versus 69.5), and lower (54.7 versus 56.0) than the current A3 hatchback.

If you find the lower front air intakes on the A3 concept a bit menacing, there’s a good reason: Behind the aggressive snout lurks Audi's wonderful 2.5-liter turbocharged inline-five, which the company says makes 408 hp here. It sends power to all four wheels through a seven-speed dual-clutch S tronic automatic. This is the same engine that powers the Quattro concept; it’s also found in the current TT RS and RS3, but it makes “just” 340 hp in those models.

We hope this engine makes it to the next-gen A3’s powertrain portfolio more quickly than it did the current car’s; the RS3 wasn’t offered until the final year of production. Still, before such a second-generation RS model can come to market, Audi must release a flurry of less exciting—if capable—powerplants. In Europe, there will be a number of four-cylinder gasoline and diesel engines, ranging in output from just over 100 hp to 300 hp, the latter number reserved for the S3. Audi will offer six-speed manuals, plus six- and seven-speed dual-clutch automatics. The A3 lineup could also gain hybrid and fully electric versions. Front-wheel drive will be standard, but Quattro all-wheel drive will remain available on the more powerful diesel and gasoline models.

The next A3 will be lighter than the current model, and it will be available with a vast array of nanny systems, including radar-based cruise control, parking assist, and traffic-sign recognition, although, as usual, not all of them will make it to the States.

In Europe, the three-door A3 hatchback will be launched in mid-2012, with the five-door Sportback following in 2013. Shortly thereafter, the four-door sedan previewed by this A3 concept will appear, and it will have its crosshairs trained directly on a new, front-wheel-drive Mercedes-Benz sedan that is based on the next A- and B-class and touted as the "compact CLS." An A3 cabriolet could be added later. For the U.S. market, the Sportback and the sedan likely will be the only choices, and we may have to wait until late 2013 for their arrival.

2013 Mercedes-Benz

2013 Mercedes-Benz FWD A- and B-class Rendered

Mercedes lovers wince when the conversation turns to the tallish, compact A- and B-class cars that litter European cities. They are a far cry from anything the brand stood for in the past, and frumpy looking to boot. Mercedes is setting out to change that with a new family of front-drive vehicles that will be far more stylish and powerful than the current A and B.

Whaddup, Shorty?

The primary difference between the current and upcoming vehicles is that the next-gen cars will sit much lower. The controversial stance of today’s little Benzes comes from the “sandwich floor” design, a leftover from their initial development as electric cars. The batteries were to sit beneath the floor, but when the EV project was scrapped, the lofty height forced by the design remained.

The A-class will remain the backbone of the family. It will likely be complemented by a two-door coupe, which should be low and sleek—very much unlike the three-door "coupe" version of the current A-class, which was prematurely killed a few months ago. Of the bunch, the B-class will be closest in concept to the current model, remaining a compact minivan. And the Continental’s October 8 educated guess has been confirmed: The A- and B-class will be complemented by a crossover and a conventionally styled four-door sedan.

It is rumored that the tough-looking crossover will go by the name GLC (remember the Mazda of the same name?), and the four-door model could be called CLC. The latter name is currently used by a Europe-only hatchback Mercedes, which is based on the last-gen C-class and won’t survive much longer. The four-door will supposedly evoke the CLS, but we’ll have to see whether the styling team under Gorden Wagener gets the proportions right. There are easier tasks than designing a truly sporty-looking, front-wheel-drive compact sedan.

2013 Mercedes-Benz GLC-class (artist's rendering)
AMG Power a Possibility

Front-wheel drive will be standard throughout the compact lineup, and all-wheel drive will be an option. Power will come from turbocharged three- and four-cylinder engines, with transmission options being a series of traditional manuals or a seven-speed dual-clutch automated manual. If new AMG head Ola Källenius and his team get their hands on the A-class coupe or the CLC, power ratings approaching 300 hp are entirely possible.

Ironically, Mercedes is ditching the previous two generations' sandwich concept just at the moment electric cars are becoming fashionable and perhaps even feasible. But the new, lower platform will do miracles for the looks and the handling of these cars. If the U.S. market matures to appreciate the fuel-efficient, compact premium cars that dominate cities in Europe and Asia, Mercedes might actually bring them here. That’s a big “if,” but our aggressive fuel-economy legislation will push us in that direction. And if the next small Mercedes-Benzes look like those shown here, that’s a nudge we’d be happy to receive.