Lexus LF-Gh Hybrid Concept

Lexus LF-Gh Hybrid Concept

The Lexus GS sedan can be considered the Jan Brady of luxury sedans. Capable, but generally unremarkable and hardly a segment-smasher. Evidently, Lexus’s middle child is ready to shake things up, and will strut its stuff as the LF-Gh hybrid concept on the show stand at the 2011 New York auto show.

Lexus claims to have started with a clean sheet of paper, but from the side it looks a lot like a scaled-up version of the IS sedan, while the body-side contouring appears virtually identical to that of the big LS. The LF-Gh measures 192.5 inches long by 73.6 inches wide, making it about 2.5 inches longer and almost two inches wider than today’s GS450h. However derivative of its production siblings the car may be, it should be noted that the LF-Gh’s more-conventional sedan shape represents a shift from the fast profile of GS generation three. But don’t rule out the introduction of a sexy five-door fastback to the GS lineup, to counter the likes of the Audi A7; it’s possible that the Japanese company could jump on that German-led bandwagon.

Among the immediately noticeable stylistic elements are LED headlamps rendered in funky bubbled glass; an attractive rear end with razor-sharp taillamps that wrap around the side; and of course, the massive, pinched “spindle-shaped” grille, which shows there’s a pulse at the Lexus design studio—it’s bound to stir up some controversy. Also worth noting are the separate L-shaped banks of LED running lamps up front and the sharp sheetmetal-to-bumper cutline at the rear. Lexus says that the LF-Gh concept “explores a minimization of traditional features such as side mirrors and door handles,” the result of which looks pretty cool here but definitely won’t make production.

The company was short on details regarding the interior other than to mention it will be driver-oriented—a sharp departure from the current GS—and will feature a clock with a three-dimensional face. (So, uh, a regular clock?) Lexus also declined to say much about what’s under the skin of the concept, other than to mention the 20-inch wheels are turned by one of its hybrid powertrains; presumably, this means a V-6/electric combo that will beat the current GS450h’s 292 hp, 267 lb-ft of torque, and EPA city/highway ratings of 22/25 mpg. Production models will certainly also have six- and possibly eight-cylinder gas-only options.

Oh, and get used to that grille—it previews the faces of Lexuses to come.

2014 Audi S4 and S5 Massively Lighter, To Use Turbo Fours

2014 Audi S4 and S5 Massively Lighter, To Use Turbo Fours

The current Audi S5 coupe is gorgeous, fast, and luxurious, but at over 3800 pounds, it’s not dainty. And the upcoming 2010 S5 cabriolet will weigh about 4300 pounds—more than a lot of mid-size SUVs—so forgive us for thinking Audi product planners were being intentionally ironic when they spoke at the car’s launch about their green philosophy and success in downsizing. They conveniently neglected to mention weight and focused on their powertrain strategy: a far more efficient supercharged 3.0-liter V-6 replaces the naturally aspirated 4.2-liter V-8 in the S5 cabriolet and S4 sedan for 2010, with the S5 coupe getting the new engine for 2011. These cars are claimed to achieve the same acceleration as the V-8 models while using 20 percent less fuel.

Still, any idiot knows you can only get so far with engine downsizing in a performance car that weighs more than two tons. So we sat down with Michael Dick, Audi's global head of product engineering, and asked him about how he squares the company’s stated smaller-is-better credo with the reality of its hefty cars.

Crash Dieting

We expected to hear some mumbo-jumbo about how safety standards and consumer expectations for features and refinement dictate ever-growing curb weights, but Dick's response shocked us: Audi is currently testing a prototype of the next-generation S5 that weighs 880 pounds less than the current car. He outlined the ongoing increase in the use of aluminum, magnesium, and high-strength steel as a main reason behind the mass reduction. The current TT's chassis is 69 percent aluminum, and the next-generation A6 (probably due in 2011 or 2012) will have an even higher proportion, Dick says. The amount for the next A4/A5/S4/S5 will be higher still when they debut, likely as 2014 models.

Dick also said that the supercharged 3.0-liter V-6 is an "intermediate step" for Audi. The next S4 and S5 will have lighter turbocharged four-cylinder engines. We can look at the TT lineup for direction: the base TT in the U.S. has a 2.0-liter turbo four that makes 200 hp. The TT S has the same basic engine, but makes 265 hp with beefed up internals and a bigger turbo. Future S4 and S5 models will have about 20 percent less weight and up to 30 percent less engine displacement than the current S5, making combined fuel economy in the mid to high 20-mpg range likely.

Good Looks, Lofty Goals

Although Dick told us the existing S5 prototype uses the current car's styling, we were able to get insight into the next car’s design from another company source, namely the Sportback concept shown this year at the Detroit auto show. This "concept" isn't a concept at all—it's the Audi A7 that will debut later this year in production form. Company insiders tell us that while the car's overall proportions won't be used on other models, its sinister headlights, more-defined single-frame grille, and blade-like taillights will be defining graphic elements on the next generation of Audis.

So it will look good, and Dick claims that even with all the safety and luxury features of today's car, it will weigh only 3000 pounds. He goes so far as to claim it laps Germany's famed Nürburgring Nordschleife eight seconds faster than the current S5. Skeptical? So are we. Industry sources tell us Audi hasn't yet taken enough weight out of the car's structure to achieve the stated goals, and we get the impression that Dick is telling us about the project to force his development team to make good on the claims. If you assume a car's engineering must be completed three years before it goes into production, they only have a couple of years to achieve these aggressive targets. We wish them the best of luck.

2011 Audi A5 Sportback Not for U.S

2011 Audi A5 Sportback Not for U.S

A few months back, our spy shooters nabbed a few pics of the saucy A5 Sportback. Admittedly, we got a little giddy at the thought of the sexy slant-back scouting our streets. Alas, Audi has officially stated that it has no current plans to sell the new model in the U.S.

Along with an official teaser image, the German automaker released a short statement discussing its record worldwide sales and profitability and record levels of U.S. market share, and reiterated its goal to become the leading premium brand by 2015. It sees the U.S. market as “vital” to the success of the company, but is content with its current and planned future offerings. The larger A7 Sportback concept, which debuted at the 2009 Detroit auto show, is expected to be a strong candidate to arrive in the U.S. market, where it would compete against the Mercedes-Benz CLS.

Globally, Audi still intends to grow its current range to 42 models. It says some of those new products will come to the U.S., but it feels it must keep a proper balance here between its core products, such as the A4 and Q5, and model derivatives like the A5 Sportback. We are disappointed but not surprised at this announcement; recent years have seen us denied the latest fire-breathing, 580-hp RS 6 sedan and Avant, as well as many other powertrain combos that are offered elsewhere around the world. In any event, here’s to hoping the grass doesn’t always stay greener on the other side.

2012 Audi A7 3.0T Quattro

2012 Audi A7 3.0T Quattro

As a stylistic distinction, the term “four-door coupe” has edged perilously close to cliché territory, and we’re grateful that Audi has managed to avoid reveling in it in connection with the new A7, although the company does still use the terminology.

Still, the descriptor—it first appeared in the automotive lexicon nearly eight years ago, when the Mercedes CLS-class concept dazzled sedandom—is more relevant here than in many applications that have come along since, with far less justification. (The Acura ZDX comes to mind.) After all, the A7 has the same styling that distinguished the original CLS—a flowing roofline that swoops down at the rear, disguising the presence of that second set of doors.

In fact, it can be argued that Audi’s take on the FDC genre is the best yet. The design preserves sedan proportions, but as a hatchback/wagon, it doesn’t have to make any compromises to accommodate a formal trunk. At any rate, regardless of whether you go along with this car’s solution, we think this description is beyond dispute: wunderbar.

A6 in Disguise

The foundations for this dramatic sedan are new but will soon see service in support of the next generation of Audi’s A6 sedan, due to go on sale here this fall. But compared with the forthcoming A6, the A7 is longer, lower, and wider—a design mantra that originated in the 1950s and still works today. Overall length is up 2.1 inches to 195.6, the roof—55.9 inches at its apogee—is 1.4 inches lower, and width is up by 1.4 inches—all contributing to the dramatic appearance.

Consistent with other Audis and, indeed, with nearly all German chassis, the A7 architecture seems as stiff as the royal wedding, a fundamental prerequisite of handling certainty. Audi literature makes much of the A7’s aluminum content, which includes 20 percent of the bodywork, and the company claims that its glamorous hatchback weighs some 15 percent less than comparable steel-bodied cars. Maybe so, but “lightweight” is not a term that comes to mind in connection with the A7. Our test car tipped the scales at a hefty 4260 pounds.

Mass vs. Muscle

Mass is always the enemy in vehicle dynamics, but the A7 seems to handle its two tons with better-than-average aplomb. Power, supplied by Audi’s supercharged and intercooled aluminum V-6—3.0 liters, DOHC, direct injection, 310 hp, 325 lb-ft of torque—and delivered to all four wheels via a seamless eight-speed Tiptronic automatic, deals surprisingly well with that A7 heft.

This is basically the same setup offered as the standard powertrain in the Q7 SUV. Compared with that one, the A7’s curb weight makes it a veritable wraith, and the supercharged six propels the new hatchback to 60 mph in 5.4 seconds, to 100 mph in 13.5, and through the quarter-mile in 13.9 at 101 mph.

Acceleration is a little deliberate right out of the blocks—it’s hard to think of the A7 as quick—but comes on strong as momentum gathers. As an index, we recorded passing times—30 to 50 mph and 50 to 70—of 2.8 and 3.6 seconds, respectively. These are very good numbers and an aspect of performance that’s much appreciated when you’re exploiting a marginal passing window on a two-lane highway.

Fuel economy is another area where the A7 does well in spite of its curb weight. The EPA forecasts 18 mpg city/28 highway. We averaged 23 mpg in 873 miles of driving, much of it spirited.

Pretty, Yes, but Does She Dance?

Overassisted at low speeds, the steering comes to life above about 40 mph, delivering a more comprehensive menu of tactile information, as well as more weight. It’s gratifyingly quick at 2.7 turns lock-to-lock, and if the A7’s responses to inputs are a little deliberate, they’re decisive once they happen, and free of quirks.

The car’s mass is most apparent in a series of quick directional changes—autocross-level transient response isn’t its strong suit. And as we expected, the combination of curb weight, all-wheel drive, and a forward weight bias adds up to progressive understeer. However, we should mention that Audi has been working hard to correct its chronic nose-heaviness. The A7’s fore-to-aft weight distribution is 54/46 percent, which is approaching the split in some rear-drive cars.

We also were impressed with the A7’s grip, which came in at 0.91 g, delivered by a set of 265/35 Yokohama Advan Sport tires on 20-inch aluminum wheels. That’s not a lot of contact patch for a fast two-ton sedan, but the tires inspired confidence, and the car was at its best on sweeping turns at some eye-widening speeds.

There’s more. Braking performance was consistent and strong—157 feet from 70 mph. And ride quality was simply outstanding, particularly in view of those low-profile Yokes. Even on stretches of rural Michigan pavement resembling asphalt quilts, the A7 was composed and comfortable, damping the hard edges of the nastiest lumps and ironing out the rest.

The Inner Car

In our first-drive report, we noted that the A7 “oozes opulence and simplicity.” The word “stunning” also appeared, and these descriptors seem all the more accurate now that we’ve had more seat time.

The preview catalogued the A7’s garden of electronic systems—the touchpad that can recognize fingertip longhand script (except, perhaps, from doctors); blind-spot monitoring; lane-keeping assist; and adaptive cruise control that’s capable of bringing the car to a complete stop.

We also mentioned the head-up display, and with more experience, we’ve developed some ambivalence about this feature. The speedo repeater is helpful, especially in busy areas where glancing down at the actual gauge can be dicey. But the proximity warning that flashes when the car’s radar decides you’re too close to the car ahead gets to be pretty annoying when you’re dissecting traffic. “Mother, please! I know how to do this! Stow it!”

Speaking of stowing it, there’s a lot of stowage space under that rear hatch—24.5 cubic feet—and, as with all hatches, the cargo well is easier to get at than a conventional trunk’s.

Our test car did indeed ooze opulence. There are superb front seats with lots of adjustability, excellent audio, electronics galore, and rear seats with plenty of leg and headroom, the latter a pleasant surprise given the sloping roofline. We were particularly smitten with the optional, nearly matte oak interior trim. Score another victory for Audi interior design.

The Price of Prestige

Opulence, as you’d expect, doesn’t come cheap. We originally forecast a base price of $55,000. Wrong. Try $60,125.

That includes the Quattro all-wheel-drive system and supercharged V-6—the standard (and only) setup for U.S. versions of the A7—as well as a good array of features: heated leather seats, a power liftgate, a power sunroof, automatic climate control, and xenon headlights, among plenty of other kit.

But there are tempting options packages—Sport (20-inch wheels, firmer suspension); Innovation (LED headlights, adaptive cruise, head-up display, night-vision assist); Prestige (S-line trim, power-adjustable steering column, ventilated front seats, ambient interior lighting); and Bang & Olufsen sound (15 speakers).

Check all those boxes, and you’re looking at $81,530, or exactly the amount on our test car’s Monroney. At that point, you might be tempted to look at some other choices: The A8 starts at $78,925, after all, and the Mercedes CLS550 offers nearly 100 more hp for $72,125. You might also begin wondering what sort of price tag we’ll be seeing when autumn ushers in the new A6.

But A6 or something completely different, it’s clear there are few cars that will be able to upstage the satisfying A7 in sheer curbside wattage.

2011 Audi A7 Sportback

2011 Audi A7 Sportback

With many automakers expanding their lineups to satisfy every niche in the market, some previously thin segments have exploded with entries. One of the most notable is the four-door coupe. The Mercedes-Benz CLS-class kicked off the trend, of course, and the segment now includes stuff as varied as the Volkswagen CC and the Aston Martin Rapide. Heck, we wouldn’t call you crazy if you argued that the idea influenced the design of the latest Hyundai Sonata. The idea behind all of them: Combine sultry styling with four-door practicality, and, in some cases, hatchback versatility. The latest from Audi, this sexy A7 Sportback, is one that hits all three notes.

An Elegant Shape

The A7 actually is the second recent Audi to play this tune, but it will be the only one sold in the U.S.; the 2010 A5 Sportback will remain forbidden fruit. But we don’t mind that we had to wait for such a four-ringer, as we feel the swoopy styling looks even more fantastic stretched over the A7’s longer, 114.6-inch wheelbase. You might notice that figure puts the A7 size-wise in between the latest 2011 A8 (117.8-inch wheelbase) and the current A6 (111.9), which could lead to some confusion over this car’s origins. Let’s put that to rest: The A7’s underpinnings are more closely related to the A6’s, specifically those of the next­-generation A6, which is due out for 2012.

Up front, the A7 wears the latest interpretation of Audi’s trapezoidal grille, as well as the brand’s now-signature LED running lights. Two lower intakes mirror the shape of the headlight housings, but they don’t house fog lights; those are integrated into the standard xenon headlights themselves. Eighteen-bulb, full-LED headlamps like those available on the A8 and R8 5.2 are an option on the A7.

The side and rear views are the most memorable to our eyes. What Audi dubs a “tornado line” gently arches from the upper corner of the headlight, flattening out as it moves rearward to the LED-lit taillight. This sharp crease defines the A7’s shoulders, and serves as a nice complement to the graceful roofline. The power-operated hatch’s large rear backlight flows into a hidden, automatically deploying spoiler that rises above 81 mph and retracts below 50. Eighteen-, 19-, or 20-inch wheels sit below subtle flares that contribute to an overall look of understated elegance, an impression further enhanced by the fact that the car is just 55.9 inches high. For reference, the A6 is 57.4 inches tall.

Elegant Inside, Too

Just as the exterior stays true to that of the A7 concept shown at the 2009 Detroit auto show, so does the interior. The upper section of the dash resembles the new A8’s, but the center stack in the A7 features upright climate controls and other buttons repositioned around the shift lever. Drivers will grip a four-spoke steering wheel that sits in front of a gauge cluster housing either a five-inch text display or a full-color seven-inch screen. An additional 6.5-inch screen in the center console hosts the MMI system. The entry-level version of MMI controls the stereo and other basic functions, with navigation available at additional cost. There’s also the top-dog MMI Navigation Plus setup, which adds an eight-inch monitor in the center console (in place of a 6.5-inch unit) and a nifty touchpad that can read inputs drawn with a fingertip. Internet connectivity is available on the A7, too.

As you’d expect from Audi, the interior is a study in luxury. Available trims include two types of aluminum, three types of wood grain (including the sweet-looking Laden wood trim from the concept), and an optional leather package that covers the center console, door pulls, and armrests. Leather seating is standard for all four occupants, and the fronts can be swapped for seats featuring 20-way adjustment with ventilation and massage or sport seats with heavier bolsters and 14-way adjustment. (Audi hasn’t yet confirmed if we’ll end up getting all three seat options.) The rear seats fold forward to expand the cargo volume from 19 cubic feet to 49. A Bose stereo is standard, but as with most Audis of late, a Bang & Olufsen unit is optional; the one available here pumps out 1300 watts through 15 speakers.

Engines and Tech

While the look of the A7 is new, the powerplants are not. In Europe, the A7 initially will be available with four V-6s—two gas-fired and two diesels—but the only engine offered to Americans at first is the 300-hp, 3.0-liter supercharged V-6. It’s the same one currently available in the A6, but the A7’s version gains 15 lb-ft of torque for a total of 325. In the U.S. it hooks exclusively to an eight-speed automatic transmission and the latest Quattro all-wheel-drive system from the RS5. The other choices available to our Euro friends are a 204-hp, 2.8-liter gasoline-burner or a 3.0-liter TDI diesel in 204- or 245-hp strengths. Front-wheel drive and a seven-speed S tronic dual-clutch gearbox also are available across the Atlantic (the eight-speed automatic is on offer, too), as is an engine stop/start system that won't initially be offered in the U.S. We may get more choices down the line: Audi hints at a high-performance engine option for America, and an A7 TDI isn't out of the question.

Making its debut on the Sportback is a new head-up display that can be customized through the MMI system to show info like speed and navigation prompts. The A7 also will be the first Audi with a new active parallel-parking system (it’s not planned for the U.S., though), as well as an adjustable active cruise-control system that reacts to traffic more or less aggressively based on one of three modes. As is the case with most high-end versions of this technology these days, the active cruise can be used in low-speed or stop-and-go traffic and as part of the collision-mitigation system that brakes harder if the vehicle senses the driver isn’t slowing quickly enough.

The A7 also features active lane assist, Audi’s Drive Select adjustable chassis system, an optional torque-vectoring Sport differential, night vision, and exterior S line body trim. An available Sport suspension lowers ride height by about 0.4 inch, and those seeking a plusher ride can choose an air suspension (in Europe, anyway) that adjusts ride height based on vehicle speed.

When it goes on sale this fall, the A7 Sportback likely will start below the 2011 A8’s $80,000 estimated base price, and its closest competitor will be the Porsche Panamera V-6. We’re looking forward to sliding behind the wheel. We shall see if the stunning A7 drives as well as it looks.

2012 Audi A7 Sportback 3.0 TFSI

2012 Audi A7 Sportback 3.0 TFSI

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

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

Calm and Collected

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

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

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


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

Opulence and Simplicity

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

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

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

2012 Audi S7 Spy Photos

2012 Audi S7 Spy Photos

Luscious sheetmetal is the must-have in the four-door-coupe arena, but power doesn’t rate far behind, at least in the U.S. The Mercedes-Benz CLS-class is available here exclusively with V-8 engines, the same goes for the rakish Jaguar XF, and even the BMW 5-series GT—admittedly a bit of an outlier to the segment—is available with a twin-turbo V-8. And so for the Audi A7, a V-8 option seems indispensable. Enter the top-spec A7, the S7 spied here.

To be sure, we like the A7’s responsive and gutsy, 300-hp supercharged V-6, but its muted snarl just can’t deliver the aural satisfaction and hearty growl of a V-8. In addition, the 333 hp the engine produces in the S4 is likely near its maximum output. So we’re not entirely surprised that Audi has chosen to add an entirely new engine to its arsenal for the S7 (as well as the next S8): a turbocharged and direct-injected 4.0-liter V-8 good for at least 400 hp.

Loosely based on the old naturally aspirated 4.2-liter V-8, the 4.0 will launch in the S7 next year, and will also serve as the base engine for the redesigned 2011 Bentley Continental GT. The fact that the power addicts at Bentley deem this powerplant fit to move their portly luxo-cruiser with sufficient authority can be taken as a strong indicator of its capabilities. We expect it to be equipped with a single turbocharger in the S7 and with twin turbos in the S8, where it could make around 450 hp. We hear rumblings that the S7 will scoot to 60 mph in fewer than five seconds; top speed will be a governed 155 mph. Power will be channeled to a rear-biased Quattro all-wheel-drive system through Audi’s seven-speed dual-clutch automated manual, which will surely be programmed to deliver all sorts of sweet-sounding, rev-matched downshifts.

The prototypes caught by our photographer are running on the same parallel-spoke 18-inch “S-Design” wheels that are standard on the Europe-only S5 Sportback. They will certainly be the smallest available on the S7; count on Audi to offer optional 19- and 20-inchers to visually offset the S7’s considerable size. The exterior of this prototype is rather low-key, and in fact virtually identical to the A7 with the optional S-line package that we sampled during the A7’s launch in Sardinia earlier this month. The gaping, rectangular air intakes do little to improve the look of the base model, and we hope—probably in vain—that the S7 will come to market with a somewhat more sophisticated front bumper. The four exhaust pipes out back, on the other hand, look just fine to us.

The suspension will naturally be upgraded to deliver sportier responses, and Audi will offer a number of assistance systems, such as the torque-vectoring “sports differential” and active steering. Inside, the S7 will receive specific trim and décor.

The S7 won’t arrive at U.S. dealers before the 2012 model year. By then, Mercedes will have unveiled its 550-plus-hp CLS63 AMG, which begs the question: How about an RS7?

2011 Bentley Continental GT

2011 Bentley Continental GT

If you think this 2011 Bentley Continental GT is just a face-lifted version of the predecessor, you are forgiven. It’s the same thought we had when we watched the car driving towards us in a hidden courtyard at Bentley's Crewe headquarters in England. Indeed, the Continental GT is Bentley's most successful model ever, and when the company asked current owners what they would like the company to change about it, the overwhelming response was, "Nothing." And so whether Bentley liked it or not, the brand was stuck with the unenviable task of reworking what’s arguably become an icon—at least among the wealthy, some of the world's most critical customers.

All-New Metal

Under the direction of chief designer Dirk van Braeckel, Bentley changed every single body panel and glass surface of the new Continental GT, but the proportions are very similar to those of the first generation. Upon closer inspection, the differences become somewhat obvious. Up front, the inboard lights are now much larger than the outer lighting units, similar to the Mulsanne’s. A circle of LEDs further emphasizes the family resemblance, and a crease above the headlights is continued into the side windows. The grille is bigger and extends farther down, and the lower front air intakes have grown vastly, giving a more accurate idea of this autobahn-stormer's potential.

The side view is now more streamlined, with the windows stretching farther toward the rear. Viewed from the back, the Continental GT appears sleeker as well, with a horizontal line stretching above a new, stylized diffuser. The trunklid swells with the hint of a spoiler, and the taillights are wider with cleaner graphics. While the taillights now stretch slightly onto the body sides, they no longer butt up against a panel gap, and this helps to create the impression of a hand-built, bespoke body. Altogether, the car looks more muscular and slim, as if the original design has been carefully sandblasted to reveal its essence.

Fabulously Trimmed Interior—As If It Wouldn’t Be

Of course, the interior has been heavily reworked as well, and there it’s somewhat easier to spot the differences quickly. The symmetrical dashboard now flows a bit more from the center stack, which makes for a sportier look than in the predecessor. One improvement: It's harder to spot parts shared with the Volkswagen Phaeton than on the first GT. The HVAC controls and terrible nav system get an overhaul on the center stack. One of our favorite details has survived in the traditional air-vent knobs, which are similar to those that regulate the airflow to an organ pipe. The ashtray is now a movable aluminum cup, which we find a bit odd—isn't a beautifully executed, integrated butt can a hallmark of a British luxury car? What if it gets left outside the car and Edward Penfold Chesterfieldington VI is forced to extinguish his Cohiba Behike on the glove-box door? Heavens!

In a nod to sportiness, the shift paddles for the ZF six-speed automatic transmission remain fixed on the steering column (compelling the driver to shift for himself only when the car is pointed straight), unlike on the Mulsanne where they have moved to the steering wheel. The gearbox has now gained the ability to downshift by two gears, and downshifts are of the throttle-blipped variety, too. The design of the (supremely comfortable) seats is surprisingly sporty, with a muscular look—Bentley calls them "Cobra" seats—that says new-money Lamborghini more than old-money Rolls-Royce. A Breitling-branded clock sits between the center vents.

Same Platform, New Base Engine

Under the skin resides the predecessor's platform, complete with the slightly upgraded twin-turbocharged W-12 engine. (Bentley claims the W-12 car is some 140 pounds lighter than before.) The twelve-cylinder engine still displaces 6.0 liters—unlike its naturally aspirated 6.3-liter sibling in the new Audi A8—but this time makes 567 hp and 516 lb-ft of torque, improvements of 15 hp and 37 lb-ft. This car’s version also won’t receive direct injection, but in what’s becoming Bentley fashion, it can run on E85 biofuel. (Way to be green, Bentley!) The Continental GT will continue to be ungoverned up to its top speed, which is 198 mph, and the company claims a 0-to-60-mph time of 4.4 seconds. In Europe, you can even set the cruise control at the top speed, but the option to do so will be disabled for the U.S. market in case you were going to try. The standard all-wheel-drive system now features a 40/60 front-to-rear torque split versus the old car's 50/50 setup, and the change should help mitigate some of the progressive understeer.

Big news is a new entry-level V-8, which will be launched next year and perhaps mated to an eight-speed automatic. Bentley is mum on the exact specifications, but we do know that it will be a turbocharged, direct-injected 4.0-liter, and we suspect it will be closely related to the upcoming Audi S6/S7/S8 engine. It should produce around 400 hp and push the car comfortably beyond the voluntary 155-mph limit that most of the lesser premium brands have already started to ignore. Fuel economy is expected to be significantly better than the W-12's. Bentley won’t comment on the expected production split between the two powertrains.

The brand will again extend the Continental lineup with GTC convertible and Flying Spur sedan versions, as well as higher-powered variations in the spirit of the Speed and Supersports models. The current Supersports remains in the portfolio for the time being, though, allowing a direct comparison between the old and the new model in Bentley showrooms. All Bentleys continue to be assembled in the Crewe factory; the batch of completed Flying Spurs spit out by VW's Dresden factory (alongside the Phaeton) a few years ago was an exception, not a precedent.

It won't take long to get used to the new Continental GT's evolutionary styling, but the improvements should be significant enough to convince current buyers to upgrade. And the V-8 model should make the brand a bit more accessible, although it won't be cheap by any means. Our first look at the car was just a static preview, but we expect to slide behind the wheel of the updated Continental soon.

2012 Bentley Continental GT

2012 Bentley Continental GT

What Bentley is asking you to do with the 2012 Continental GT is block out all the pink-over-white-quilted-leather GTCs you’ve seen on TMZ and all the murdered-out, 24-inch-rim-wearing Supersports at the SEMA show and instead think of its coupe as a timeless icon of ultra-refined performance. In its bid for immortality, the Continental GT changes very little for its first full makeover in seven years, as its bodywork—a bit crisper, a bit wider, and a bit more wide-eyed—evolves at a decidedly Porsche 911–like crawl.

Where’s the Wolfsburg?

Beneath the Conti GT’s louche associations was always a car that hewed to Bentley tradition, with hand-stitched leathers, book-matched veneers, and a roguish sportiness. And beneath that car was always a Volkswagen Phaeton. Although the Continental’s Phaeton platform carries over, all outward evidence of German involvement is gone, as a new center stack replaces the outgoing car’s Wolfsburgian HVAC buttons and much maligned, mildly reskinned VW infotainment system. Central to the interior is a new eight-inch touchscreen that fluidly guides you through Google Maps, a 30-gig hard drive, and the $7015 optional 11-speaker Naim stereo that is to sonic clarity what Ronald Reagan was to capitalism—defender, protector, and deshackler.

Around the screen are subtle improvements to the hide- and millwork. The biggest change inside is the more comfortable fluted- or quilted-leather seats, which are 77 pounds lighter in total than those of the old car. Overall, the GT shaves a commendable 143 pounds off the outgoing model’s weight, but it’s still very heavy at 5115 pounds. “This is our market position,” says Bentley chairman and CEO Franz-Josef Paefgen. “Let others build light cars.”

Continental Divide? Not Really

Does it drive differently? Hardly. It is still the same werewolf in a tuxedo, the same savage and powerful brute who dotes on his thimble collection. Its inscrutable combination of muscle and finesse bears evidence of endless tweaking. As in the Supersports, the final and enduring version of the old Conti GT, the Torsen-based AWD system has a 40/60 torque split that helps to dial out some of the GT’s fun-killing understeer. Also as in the Supersports, its ESP system will prevent itself from throttling back if it senses you’re serious about an upcoming corner. But the car is still grossly nose-heavy with the big twin-turbo W-12 hanging over the front axle.

Look under the hood, and you’ll marvel that the Conti GT turns at all. Yet turn it does, even if it is better suited to long sweepers than tight first-gear corners. The steering comes off-center predictably but weights up dramatically toward full lock. Slowing for a curve, the car dives forward and the brakes reveal a grabby spot in the middle of their travel. Grab a downshift from the column-mounted paddles, and all is forgiven: The six-speed ZF trans will let you plunge two gears in an instant to put you in the middle of the flex-fuel 6.0-liter W-12’s power band, an expletive-rife zone that begins at 1500 rpm and doesn’t let up until the horizon. This engine didn’t need any more power, but it gets some: 15 more hp, for a total of 567; and 37 more lb-ft, pegging the total at 516. Bentley expects the 0-to-60-mph sprint to take 4.4 seconds.

Entry V-8 on the Way

There’s a V-8 version coming later this year, with a 4.0-liter direct-injection engine shared with the Audi A8 mated to an eight-speed transmission. It will bring the Continental GT experience to a lower price point that is yet to be revealed, but perhaps it will be closer to the $150,000 mark than our test car’s optioned-up $226,975 (from a base price of $192,495). We hope it will be cheap enough to ward off any remaining Hollywood types.

2011 Audi Q7

2011 Audi Q7

Just as it followed the VW Touareg and Porsche Cayenne into the marketplace, the Audi Q7 now will be following their lead on engine downsizing. While its recently updated exterior remains unchanged, the 2011 Q7 loses both of its current gasoline engines, the 280-hp, 3.6-liter V-6 and the 350-hp, 4.2-liter V-8. They get replaced by two variations of the supercharged TFSI 3.0-liter V-6 found in the A6, S4, and S5.

In the Q7, the entry-level 3.0 TFSI makes 272 hp and produces 295 lb-ft of torque—down eight horses but up 29 lb-ft from the 3.6-liter's 266. The stronger Q7’s 3.0 makes 333 hp and produces 325 lb-ft of torque, a 17-hp deficit compared to the outgoing V-8 but matching it in the torque column. Top speed with the new engines is 140 and 152 mph, respectively.

While we don't have U.S. fuel-economy figures yet, Q7’s mileage will improve markedly. In Europe, the entry-level model improves by 12 percent, and the stronger motor tops the V-8 by 16 percent. That's partly thanks to the new engines and partly thanks to the eight-speed automatic that replaces the current six-speed box across the board.

Clean-Diesel Madness

The 3.0-liter TDI turbo-diesel is back and also will benefit from the eight-speed transmission. While it will be the U.S.’s only diesel option, Europeans who find its 225 hp and 406 lb-ft inadequate will still be able to choose the 340-hp, 4.2 V-8 TDI and the absolutely insane 500-hp, 6.0-liter V-12 TDI, which punishes its four wheels with 738 lb-ft of pulverizing twist.

The Q7's new engines will be available here by mid-2010 for the 2011 model year. If you must have a V-8, now is the time to try getting a deal on one. But if it's efficiency you’re looking for, our experience in other cars suggests the supercharged engines will be well worth the wait.

If customers clamor sufficiently, more options could materialize. The Q7's engine compartment would hold the full gas-electric system of the Cayenne and Touareg hybrids, which use an Audi TFSI engine anyway. And an upcoming, 400-hp-plus turbocharged 4.0-liter V-8 would fit beautifully. Wait some more, perhaps?

2012 Audi A6 Rendered

2012 Audi A6 Rendered

We surely can't say Audi has been lazy recently. The Bavarian carmaker has been churning out one new product after another, from the R8 supercar to the 10Best-winning S4, and the upcoming A1, a technology-laden premium city car.

But we haven't heard much lately from the comfy and powerful executive sedan that’s the backbone of the brand, the A6. And that’s because the current model is just about ready to retire. Its successor's design was locked in a year ago, and we expect the next car to be unveiled at any of this fall's upcoming auto shows, likely in Paris or Los Angeles.

Internally called C7, the next-generation A6 will be built on Audi's modular-longitudinal platform. This means its front axle moves further to the front, and the nose-heavy look of the current C6 will disappear. The front end, in fact, will look a lot like the Sportback concept, which is essentially the upcoming A7, which is due to launch this summer and is closely related to the A6.

Unlike the fully aluminum A8, but exactly like the A7, the next A6 will keep a body mostly made of steel. Audi had considered an all-aluminum body for the A6 (C5) in the mid-‘90s but abandoned the idea because of the huge cost involved. LED light strips are a given for the front end, and so are fuel-efficient and somewhat downsized powertrains.

There is a strong chance that the next A6 will be available with an entry-level 2.0-liter TFSI four-cylinder, which will make north of 200 hp. The next engines likely will be two variations of the supercharged 3.0-liter V-6, just like in the 2011 Q7. Above that, we are entering S territory: The next S6 will be powered by the same 400-hp, 4.0-liter turbocharged V-8 that will move the S7 and the next S8, but with slightly more power. The Euro-only RS6 will have a successor as well, and we believe the current 580-hp turbocharged V-10 will give way to a turbo V-8 with a very similar power rating. We’ll just ask Audi now: Can you bring it back to our shores, please?

U.S. models will be equipped with an eight-speed automatic transmission, while the lower-powered versions should see a seven-speed dual-clutch gear box. Hybrids won't come immediately, but Audi has systems in the making which would require little more than a hand in the corporate parts bin.

Should wagon fever ever catch on here, we might see the next-generation A6 Avant, but we aren’t betting on it. Look for that to be launched at the Geneva auto show next spring. A long-wheelbase sedan will continue as an exclusive for the Chinese market, where people enjoy being chauffeured around.

2012 Audi A6

2012 Audi A6

About a decade ago, when Mercedes-Benz was plagued with quality problems and BMW was about to launch its curiously styled E60 5-series, the Audi A6’s rise to European executive-sedan favorite began. Behind its trademark grille lurked powerful engines (with 580 hp eventually available in the RS6); all-wheel drive was standard in many versions, and the fit and finish and attention to detail—especially in the interior—was enough to make the competition weep.

Stylish Shoes to Fill

While we’re not so sure the wild, pseudo-sporty styling of the latest Mercedes E-class was a step forward, BMW has washed away a lot of sins with the current F10 5-series. Audi, therefore, needed to raise the aesthetic bar again with the next-generation A6—hopes were high, considering the beautiful A5 and A7 models by which the car would be bracketed. Audi has proven time after time its styling leadership among premium brands. Was the boxy and conservative design of the new A8 a singular aberration?

We are afraid not. Laying eyes on the A6 in a hidden studio near Audi's headquarters in Ingolstadt, Germany, we couldn't help but feel disappointed. But let's describe it in more detail first: The front end is dominated by Audi's new corporate grille, and it serves up a new headlamp treatment, one similar to that seen on the Sportback concept but not on the production A7 Sportback. The hood bulges slightly, as on the A4, and the longer wheelbase provided by a front axle that’s been pushed forward gives the new model a more muscular stance than its predecessor's. Order the radar-based cruise-control/distance-keeping system, and you get two black orbs where you expect the fog lights.

The side view is dominated by Audi's typical arcing greenhouse, a sharply folded upper character line, and a sloping trunk. The unobtrusively styled door handles of the predecessor have given way to bulkier units. The rear quarter is characterized by lighting units similar in shape to the A8’s, and a trunklid with the suggestion of a rear spoiler. It's an altogether pleasant shape, but a very conservative one as well, and it seems to us like someone chipped away at the A8’s boxy lines to reveal a bloated A4 underneath.

"The A6 never was a radical car," we are told by Audi, but that's not true; just look at the extremely aerodynamic Audi 5000 C3 (a direct A6 predecessor), or the Claus Potthoff–styled C5-generation Audi A6, with its almost TT-like trunk. We doubt that the S-line package, which Audi will offer later, makes much of a difference. On the A7, for example, it actually detracts from the visual experience. Perhaps it's a better bet to wait for the Avant if you want visual satisfaction.

As on the A8, the lighting technology is perhaps the most fascinating aspect of the vehicle's exterior. Halogen front headlights are standard; xenon (with an LED light strip) and full-LED headlights are optional. With full LEDs, the A6 displays a particularly cold and technoid style, but in the quest for originality, the contour of the LED daytime-running-light strip changes direction perhaps one too many times. The rear lighting units are characterized by a wide, U-shaped lower strip—a new, but not an easily comprehensible, element. Audi will offer a number of aluminum wheels, from 16-inch to 20-inch diameters.

It’s What’s Inside That Counts

While the exterior underwhelms, the interior is arguably best in class. A few clever changes to the A7's trim create a markedly different experience, even though much of the hardware and actual panels are shared. The equipment level can be brought up to A7 standards, with an optional touch pad for the MMI system and a Bang & Olufsen stereo system. The cabin’s wraparound feel evokes the A7 as well, but the door trim is exclusive to the A6 and makes for a different effect. In the car we were able to study, the fit and finish of the switches and buttons were exceptional and simply a class above anything else offered in this segment. The cold white of the instruments is reflected in the optional ambient lighting. Audi offers an exceptionally beautiful, layered wood trim, but there are other cool options as well, including open-pore wood or genuine aluminum.

When the A6 launches in Europe, it will be powered by two gasoline engines and three diesels. The diesel options include a 177-hp, 2.0-liter four-cylinder; a 204-hp, 3.0-liter V-6; and a 245-hp, 3.0-liter V-6. Gasoline engines include a 204-hp, naturally aspirated 2.8-liter V-6 and a 300-hp, supercharged 3.0-liter V-6. This larger V-6 will be the main engine for the U.S. market; Audi predicts a 5.5-second run to 62 mph and European-cycle fuel economy of 29 mpg.

But there are more versions to come. The one Audi talks most about is the A6 hybrid, which will be front-wheel-drive but otherwise shares its technology with the Q5 hybrid. The A6 hybrid is powered by a 211-hp, 2.0-liter gasoline TFSI four teamed with a 45-hp electric motor. System power is 245 hp; 0 to 62 mph comes in a claimed 7.3 seconds, top speed is 148 mph, and consumption is rated at 38 mpg in the European cycle. With this car, it is possible to drive up to 62 mph on battery power alone, but the range is very limited (two miles at less than 40 mph). You can select fully electric mode if you wish, but Audi engineers warn that it is not always the most efficient mode of transportation. Power is channeled to the front wheels through a modified ZF eight-speed automatic. This model is not yet slated for the U.S. market, but it could easily be added to our lineup.

Less Weight and More Power on the Way

The good news is that Audi has significantly reduced the A6's weight through the liberal use of aluminum: average weight reduction is a claimed 130 pounds. In its current generation, the A6 has won two comparison tests in a row against newer rivals, and this new car should bring further dynamic improvement. The new car’s optional Quattro all-wheel-drive system uses a crown-gear center differential, and you can get a full set of chassis modifications, including an adaptive suspension, Audi's torque-vectoring Sport differential, and active steering. We've driven the A7 extensively, and since the big hatchback shares its chassis with the A6, we have grounds for very high expectations.

Future models will include an entry-level, four-cylinder turbo (not for the U.S.); a long-wheelbase version produced and offered exclusively in China; and an S6, which will be powered by the same turbocharged 4.0-liter V-8 soon to be found in the entry-level Bentley Continental GT. The Avant wagon will return, as well.

If the dull exterior doesn't completely put you off, you should be pleasantly surprised by the interior and the dynamic capabilities of the A6. We think the car’s prospects are shaping up well—if only we could say the same about the exterior.

2012 Audi A6 3.0 TDI

2012 Audi A6 3.0 TDI

In our first drive of the 2012 Audi A6, we did something a bit unusual. We said the A6 is “approaching perfection.” We don’t drop the P-bomb too often, because there is no such thing as the perfect car. A perfected car, on the other hand, is conceivable, and after driving the 2012 A6 again, this time in diesel-powered 3.0 TDI form, we’re more convinced of Audi’s proximity to this goal. Even better, the company recently announced that the A6 3.0 TDI will come to the U.S. within the next 24 to 30 months.

Redesigned Diesel Engine

The A6 3.0 TDI’s turbo-diesel has been redesigned from the ground up. Weight drops by 11.5 percent (55 pounds) compared with the engine it replaces . Some 13 pounds were trimmed from the crankcase alone, which now is made from a high-strength cast iron. Sundry rotating parts have been lightened as well. Other changes include a redesigned drive system for the camshafts and improvements to the common-rail injection system, intake and exhaust systems, turbocharger, and intercooler.

There will be two versions of the 2967-cc TDI engine, with programming being the only difference. The conservative tune makes 204 hp and 295 lb-ft of torque, with the more-powerful engine churning out 245 horses, its 369 lb-ft peaking at 1400 rpm. (The outgoing 3.0 as installed in our long-term Q7 TDI makes 225 hp and 406 lb-ft.) Although both will be available in the A6, we sampled only the more powerful one, which is the one more likely to show up in the U.S. In Germany, this version of the engine will come standard with Quattro all-wheel drive and Audi’s new eight-speed automatic transmission, but the exact equipment plan for the U.S. has not been finalized. Thus equipped, the A6 proved plenty quick as we charged up and down the narrow, hilly roads on Sicily. Regardless of grade or elevation, the car gains speed forcefully, making almost no sound unless you absolutely hammer it. The turbo rush seems omnipresent, with virtually no lag.

Regardless of tune, the A6 3.0 TDI will not be slow. The more potent variant should hit 60 mph in 6.1 seconds, with the less-powerful version taking a still reasonable 7.2 seconds to achieve the same velocity. Top speeds are claimed to be 155 mph for the hi-po version, 149 for the lesser.

The supercharged, gas-powered A6 3.0 TFSI remains the more scintillating driver’s car, from a character standpoint and by the numbers (we predict a 0-to-60-mph time of 5.3 seconds). A different set of numbers, though, slightly enhances the diesel’s attractiveness: its fuel-economy advantage. Although he EPA has yet to rate the 2012 A6 with any powertrain, the diesel six should better its gas counterpart by a few mpg in all conditions. We expect highway fuel economy to reach as high as 30 mpg, with the city figure coming in around 21.

Other A6 Attributes Just as Strong

Going diesel does not mean living with less. The car we drove had Audi’s “drive select” chassis-control system, which offers dynamic, auto, comfort, and driver-customizable Individual modes. It will be standard on all gas-powered A6s in the U.S., but its inclusion on diesel cars here is TBD. Regardless of mode, drive select makes the A6 nearly impossible to upset. We do wish for more natural steering, but that is hardly a new complaint when it comes to Audis with this system.

Everything else that had us fawning over the A6 the first time we drove it remains, from its nifty optional LED headlights and gorgeous 20-inch wheels to its incredibly well-designed interior. Even the unusual pinstripe-look layered-oak trim is growing on us. We won’t know how Audi will configure our A6 TDIs until closer to the car’s U.S. launch, but in Europe, the TDIs’ options list is as long as that of the gas-powered cars. We can’t imagine Audi would hold anything back here.

Audi is mum on pricing for 2012 A6 models, but company representatives tell us the base four-cylinder turbocharged A6 2.0 TFSI will come in “well below” our $52,000 estimate for the gasoline V-6–powered car. Both gas models will be introduced to the U.S. market later this year. When the oil-burning A6 finally arrives in 2012 or 2013, it should carry a premium of about $3000 over the gas-fired V-6 model, leaving spendier buyers with a daunting decision: the quiet, instant-on performance of the supercharged gas V-6 or the smooth, rushing torque and fuel efficiency of the diesel. A difficult choice like that is a good problem to have.

2012 Audi A6 Avant

2012 Audi A6 Avant

Chief among the reasons we wish we had Europe’s selection of station wagons is that, unlike the crossovers that have taken their place in the market, station wagons are just as fast and comfortable as, well, cars. Sometimes they are even more beautiful than the sedans on which they are based. Case in point: the new Audi A6 Avant. With a slightly coupe-like roofline, it looks sporty and somewhat more interesting than the conservatively styled sedan. And, for active Europeans, the A6 Avant will swallow lots of gear—20 cubic feet with the rear seats up and 59 with them folded.

The engine range begins with a 177-hp, 2.0-liter TDI. Above that are three variations of the 3.0-liter V-6 TDI: one with 204 hp, one with 245, and a top-of-the-line 313-hp version. With the most powerful of these, the A6 Avant is said to reach 62 mph in a mere 5.4 seconds, and top speed is governed to 155 mph.

Against that, the 300 hp of the most powerful gas engine, Audi’s supercharged 3.0-liter V-6, would seem unimpressive if we didn’t already know how wonderful and flexible that engine is. The only naturally aspirated engine is a 2.8-liter V-6 with 204 hp. A CVT is available with less-powerful engines, while the 313-hp diesel gets an eight-speed automatic and other models have a seven-speed dual-clutch transmission. A six-speed manual is available, but only on the 2.0-liter TDI, which is front-drive only. Quattro is available with all of the V-6s and standard with the higher-output mills.

The A6 Avant is brimming with gimmicks, including hands-free operation of the rear hatch. Like the European-market Passat sedan, the Avant sports a sensor under its rear bumper. Wave your foot beneath it—with the proximity key on your person, of course—and the hatch will pop. The cargo cover can be operated electrically as well, so you can either hide your suspicious cargo or make passersby suspicious of innocuous cargo. Shortly after the Avant's launch, Audi will offer a four-camera parking aid similar to Infiniti’s Around-View Monitor, which displays a birds-eye view of the car and its surroundings. Radar-based cruise control is almost a given, and, while we’ve never met an adaptive-cruise system we liked, this one will at least operate up to the A6’s 155-mph top speed.

The U.S., of course, will not get the A6 Avant, but the car will launch elsewhere in August. Next year, an S6 Avant with a turbocharged 4.0-liter V-8 will follow, and an RS6 with close to 600 hp will eventually join the lineup as well. Can the rest of the U.S. please reconsider its position on station wagons?

2012 Audi A6

2012 Audi A6

There was some disappointment in Germany when the 2012 Audi A6 was unveiled. The seventh generation of Audi’s executive sedan looks an awful lot like the previous A6, not to mention the smaller, less expensive A4. It is an all-new car, but it didn’t take the visual leap forward that some previous A6 generations or their predecessor, the 5000, did. The difference is in details such as the pronounced shoulder line, protruding door handles, and finessed shapes of the grille, headlights, and taillights.

The perception that this redesign relies solely on nuance changes as soon as you enter the car. Audi’s interiors have been best in class for years, but the new A6 raises the bar another very significant notch by integrating much of the interior from the A7. The company is proud of the A6’s optional layered-oak trim, but we’re divided on it; check it out in person before ordering. The overall atmosphere and the attention to detail are simply unbeatable in this segment.

The instrument layout is dominated by a large screen between the tach and speedometer. It displays all kinds of information, including a feed from the thermal night-vision system on cars so equipped. A head-up display is optional for people who always want their information immediately available.

Really Good Six

Speaking of engines, the top-of-the-line A6 is still powered by a supercharged 3.0-liter V-6 that produces 300 hp from 5250 rpm to its 6500-rpm redline and 325 lb-ft of torque from 2900 to 4500 rpm. Compared with the supercharged V-6 in the previous-generation A6, this engine is more efficient, owing to an electric power-steering pump and a new oil pump. The compact, Roots-type Eaton TVS supercharger is virtually inaudible, thanks to the work of Eaton’s and Audi’s own engineers.

On the road, this powerplant steps off forcefully and builds torque evenly and rapidly. It emits a pleasant, sonorous sound that is unusually sporty for a luxury sedan yet unobtrusive enough not to scare away the nonenthusiast buyer. In the Euro-spec car we drove, the intermediary between the six and the Quattro all-wheel-drive system is Audi’s DL501 seven-speed dual-clutch transmission. (We'll actually get Audi's eight-speed automatic with this engine.) It shifts quickly and helps deliver better fuel economy than a torque-converter automatic would, but the manual mode could use some work. If you select a gear that the box doesn’t anticipate, the shifts can get a little jerky. Moreover, the system won’t process multiple shifts at once, meaning you have to order them one gear at a time. And it upshifts by itself at redline, so if you hold off too long and pull the paddle right as the engine tops out, you may find yourself shifting up two gears instead of one—which happened to us more than once. You’re probably going to want to ignore the manual mode.

Drives How it Looks: Beautifully

The A6 uses the latest version of Quattro, with a nominal front-to-rear power distribution of 40/60 percent. Add to that an optional sport differential that actually distributes torque instead of cutting it off like stability-control-based “torque vectoring” systems offered on cheaper cars, and the A6 is supremely capable. The electromechanical steering is nicely weighted, and its feel is vastly superior to that of the BMW 5-series, which has had most of its feeling snuffed out by a new electric booster.

The A6’s modular longitudinal platform places the front axle farther forward than in the old, nose-heavy A6s, making for far better weight distribution and greatly reducing the car’s tendency to understeer. The dynamic abilities of the new A6 also are enhanced by its lower weight. Audi managed to shave almost 300 pounds off the old car’s heft with extensive use of lightweight materials, mostly aluminum.


The A6 will stay on top of things even when the driver isn’t—perhaps because he’s lost in the sounds emanating from the top-notch, 1300-watt Bang & Olufsen stereo. The adaptive cruise control works from 0 to 155 mph, and it can bring the car to a full stop when necessary. A side assistant monitors the blind spots, lane assist acts on the steering system to keep you in your lane, a crash-sensing system will apply brake pressure even if you stay oblivious to looming disaster, and the night-vision system will highlight pedestrians in your path. Still, we’d prefer you just pay attention.

Passengers Limited to Two Computers Apiece

Your passengers will appreciate the fact that the A6 is a wireless internet hot spot that can support up to eight computers—which seems utterly unnecessary. The nav system includes a Google Earth bird’s-eye view. You can operate it with the MMI controller, by voice, or with Audi’s touch pad that recognizes letters—even poorly written ones. Among our favorite features are the full-LED headlights. The light they emit is colder and brighter than xenon, and they are styled to add a cool menace to this executive sedan.

For the U.S., the A6 will be offered initially with only the V-6 and Quattro, but a front-drive model with the 211-hp, 2.0-liter turbocharged four-cylinder and Multitronic CVT will follow. Other markets will get a hybrid based on the four, but we’ve been told that model will not come to the States. Audi is likely to add the powerful and torquey 3.0 TDI to the portfolio later, and by the middle of 2012, we’ll see the S6, powered by the same turbocharged 4.0-liter V-8 that you’ll find under the hood of the entry-level Bentley Continental. That model is probably worth waiting for, but for the impatient or those with smaller budgets, the A6 3.0T is already pretty close to perfection.

2012 Audi S6 Spy Photos

2012 Audi S6 Spy Photos

We’ve only recently driven the 2012 Audi A6, a car that left us with very few complaints. But the upcoming S6 pictured here should be a great reason to not buy an A6.

Visually, the S6 is almost unchanged from an A6 with the optional S-line package. A subtle lip spoiler in the rear improves roadholding at ultra-high velocities, and the quadruple tailpipes typical of S models are present. The seats will be sportier, but otherwise, changes will be limited to things necessary for identification purposes: S badging in the grille and on the steering wheel.

The main difference is under the skin: The S6 packs an entirely new engine, a turbocharged 4.0-liter V-8 that makes around 450 hp. In the interest of fuel economy, the eight also boasts cylinder deactivation. This is the same engine that will power the entry-level Bentley Continental, as well as the upcoming S7 and S8—although it will probably make more power in the S8 than in the S6 and S7. The naturally aspirated V-10 in the current S6 and S8 will be history, but don’t worry—the torquey turbocharged V-8 should run circles around it.

An S6 for Track Days?

The new engine is mated to a seven-speed dual-clutch transmission, and the power is channeled to all four wheels, with a standard 40/60 front/rear torque distribution. Thanks to Audi's modular-longitudinal platform, in which the engine is located farther rearward than in the current car’s architecture, the new S6 should handle better than its predecessor, with a big reduction in understeer. What's more, this next S6 will be lighter than the current one. Combined with the lighter engine, greater use of aluminum in the car’s structure could shave off 200 pounds or so. This will be much more of a driver's car.

The S6 will officially debut by the end of this year, although we probably won't drive it before early 2012. Audi will add an S6 Avant station wagon for Europe; once again the U.S.’s wagon aversion will keep the practical S6 away from our shores. An RS6 is a safe bet for those on the other side of the pond as well. Details on that monster are still sketchy, but we have a feeling it will easily exceed the 600-hp mark. We'll keep you posted.

2012 Chevrolet Aveo 5-Door Hatchback

2012 Chevrolet Aveo 5-Door Hatchback

Conventional wisdom (and spy photos) told us that the next Chevrolet Aveo hatchback would draw heavily upon the styling of the Aveo RS concept, and now we know that to be fact. The production-ready Aveo five-door you see here will debut at the Paris auto show later this month in European-market trim.

Compared to the RS concept, the front fascia has been toned down, the slim side mirrors have been replaced with more practical/legal units, and the 19-inch wheels are gone, replaced by smaller rollers that nevertheless nicely fill the wheel wells. Carrying over, however, are subtly flared wheel arches, aggressively angled lighting elements with black surrounds, “hidden” rear door handles, and a roof spoiler. Chevy says it was going for a “sporty hot-hatch” design, and while the Aveo’s no Mazdaspeed 3 in the looks department, the new model at least looks hotter than its way-dorky predecessor.

Longer and wider than the current version—the forthcoming Spark will take up the tiniest-car torch for Chevrolet in late 2011—the new Aveo should boast commensurately increased interior space. Expect improved interior materials and design, too, as the production car will retain the concept car’s funky, motorcycle-inspired instrument cluster and have a wraparound dash that can be color-coded to the car’s exterior. Available technology includes Bluetooth and USB connectivity.

European buyers will be able to choose from four gasoline-engine options—a 1.2-liter in 70- or 86-hp strengths, a 1.4-liter making 100 hp, or a 115-hp 1.6-liter—as well as a 1.3-liter diesel four making 75 or 95 hp. Depending on the engine, a five- or six-speed manual transmission will be the base gearbox; an optional six-speed automatic transmission will be available with the 1.4- and 1.6-liter engines. The usual caveat: Expect only the largest gas-fired stuff to make it to the U.S.

We do know that both sedan and hatchback Aveos will hit North American dealers when the car goes on sale next year. Given the Spark’s position as the bargain of the Chevy bunch, we expect Aveo base pricing to increase a smidge to the $14K–$16K range, about on par with that of the Ford Fiesta.

Chevrolet Aveo RS Concept

Chevrolet Aveo RS Concept

The new Chevrolet Aveo RS concept debuting at the Detroit auto show reveals that GM has something smart and small in the works ready to meet Ford’s much-ballyhooed new Fiesta subcompact.

Larger than the current Aveo and donning what Chevy calls a “European hot-hatch look,” the five-door “Borocay Blue” RS show car is intended to appeal to the youth market—or any market, really. It previews the production version of the next Aveo due as a 2011 or 2012 model. Raise the concept’s chin a tad, tone down the chrome-rimmed outer air inlets, and replace those aluminum-wrapped exposed headlights (circumscribed as they are in blue) with similar halogen units, and you’re staring into the face of the 2011 Aveo. De-flare the RS concept’s fenders and replace the 19-inch wheels with more feasible rollers and you get a good idea of what the rest of the car will look like—we’ve seen the production-ready base model, so we should know. There’s a sedan, too, although it’s more homely than the hatch. Of course, if Chevy ends up putting out an actual Aveo RS model with body mods like those seen here, we’re fine with that.

Spicy Interior

More hints about the next-gen car can be found in the Aveo RS’s leather-wrapped interior, a more spacious and rather highly designed piece of work. Production elements include the motorcycle-inspired, asymmetrical instrument cluster affixed to the column, as well as the prominent center stack. Blue stitching and other accents that match the exterior are sprinkled throughout the concept’s cabin, portending some probable interior color treatments in the next Aveo. The materials in the show car are quite nice. Indeed, given the popularity of premium hatchbacks in Europe and Japan, we could see a high-spec RS trim such as this going into production for other markets, although the fact that GM is showing it at Detroit indicates that it’s being considered for the U.S., too.

But cash-strapped GM may not be prioritizing super-high-output versions of cars like the Aveo in the near future. The Aveo RS concept is motivated by the 138-hp, 1.4-liter turbocharged Ecotec four-cylinder slated to appear soon in the Chevrolet Cruze, in this case mated to a six-speed manual transmission. It’s likely that the base production Aveo will get a less powerful, naturally aspirated four. An actual RS model is probably a ways down the pike.

Late to the Fiesta

Chevy isn’t being specific about exactly when it will start building the next Aveo, which will happen at GM’s plant in Orion Township, Michigan. Retooling for the plant doesn’t start until late this year, so don’t expect Aveos to start hitting dealerships until next calendar year.

2012 Chevrolet Spark

2012 Chevrolet Spark

WHAT: Slightly smaller than the Aveo, the Spark is designed, engineered, and built in Korea. The price should start below $12K.

WHY: If gas prices surge, GM will need fresh and attractive small cars to lure fuel-frightened buyers. Also shows GM’s commitment to building cars for all markets.

WHO: Honda Fit, Ford Fiesta, Toyota Yaris, Hyundai Accent, Nissan Versa, Kia Rio, Suzuki SX4, Smart Fortwo.

WHEN: Geneva show debut, Europe and Asia get it in 2010, we wait until 2011.

2011 Chevrolet Spark Confirmed for U.S

2011 Chevrolet Spark Confirmed for U.S

Once known as the Chevrolet Beat concept, which in 2007 won the most consumer appeal in an online poll against the similarly diminutive Chevy Groove and Trax concepts, General Motors’ upcoming global minicar will be known as the Chevrolet Spark when it hits European showrooms in 2010. What’s more, the Detroit automaker reverses its original position for the vehicle’s rollout—which it said would happen in nearly every market except the U.S.—by confirming it will land in American Chevrolet dealerships in 2011.

Presented in Beat concept guise at the 2009 North American International Auto Show, GM says the sharp-edged, three-door competitor to the Smart Fortwo and Toyota iQ will formally debut as the Spark at the Geneva auto show in March. Designed in Korea by GM’s Daewoo unit, which also will build the compact hatchback, the Spark will slot in below the current Chevy Aveo in the U.S. both in terms of size and price. GM is holding off until the official unveiling to release any detailed information on the Spark, saying only it will easily manage 40 mpg on the highway and play a key role in reinforcing the company’s self-held position as a maker of fuel-efficient, award-winning products.

2010, 2012 Chevrolet Spark

2010, 2012 Chevrolet Spark

Until recently, you probably hadn’t heard of the Chevrolet Spark unless you were a corporate lawyer for General Motors. The first-generation Spark—the Daewoo Matiz, as it was originally called—was blatantly copied by Chinese carmaker Chery. The resultant Chery QQ was so close to the Matiz/Spark that several body panels were interchangeable. GM and the Chinese fought it out in court before reaching a settlement.

Runt of the Litter

Although it would be hard to picture the previous Spark on U.S. roads, the new car, now on sale in Europe, is an entirely different thing. It has grown in all dimensions, but it still is a small vehicle. Most important, the new Spark looks like a real car, at least sort of. Angular lines, big headlights, and a prominent bow-tie grille make the Spark look far more substantial than its predecessor. With the top-of-the-line LT model's body kit, there’s actually a hint of sporty flair, although calling the lesser trims attractive is a huge stretch.

Despite the stylistic and dimensional changes, the main concept is the same. The Spark is still a tallish five-door hatch, perfectly suited to city traffic and the tight confines of urban living, thanks to its short length. The interior makes an attempt at being cool and mostly succeeds. Funky seating upholstery, body-colored trim, and a digital monitor inspired by computer games give the Spark a contemporary look. The front seating position is perfectly satisfactory, and with medium-size adults up there, rear-seat passengers still have enough legroom. There was enough headroom in the back for even this six-foot-four author.

Patience Not Included

Of course, having enough interior room is one thing; having fun behind the wheel is quite another. We drove the less tiny of the two gasoline-fired four-bangers offered, a 1.2-liter unit making 80 hp and 82 lb-ft of torque. There is also a 1.0-liter version with 67 hp and 69 lb-ft, but no diesel engine. (The previous model's 0.8-liter three-cylinder gas engine has thankfully been discontinued.)

We thought we'd have a little fun with the 1.2-liter engine but were rather disappointed with its real-life performance. The claimed 0-to-62-mph time of 12.1 seconds seems optimistic, and reaching the 102-mph—ungoverned!—top speed would take at least an eon and a half. Trust us—unless you own a runway as long as Peru is tall, you won't ever see triple-digit speeds. In an attempt at “speed,” you end up shifting all the time without much result. The abusively low levels of power are a bummer, because the chassis actually is rather competent, but you won’t find its limits with this engine.

At least the Spark is fun and useful in the city, and we think the Spark will find a market on this side of the ocean when it arrives late next year as a 2012 model. We just wish it had a bigger engine or a turbo for a little more straight-line oomph. Hop to it, GM.

Cadillac Urban Luxury Concept

Cadillac Urban Luxury Concept

In its quest to reestablish itself as the standard of the world, Cadillac is apparently overlooking no niche. Already the standard of the body-on-frame-domestic-luxo-ute and 556-hp-manual-transmission-station-wagon classes, the brand introduced a concept at the L.A. auto show that speaks to becoming the standard of the dinky-runabout segment.

The Urban Luxury Concept is a vision for the Cadillac of the downsized future. Inside its tiny footprint—just 151 inches long and 68.1 wide—the ULC houses four seats and a modicum of cargo space. Thanks to the upright seating position afforded by the car’s 56.9-inch height and the luxurious longitudinal space provided by the 97.1-inch wheelbase—which is identical to a Mini Cooper’s—none of those seats seem like a very painful place to spend an urban commute.

While a small, doorstop-shaped canvas is a tricky one to endow with strong design elements, the ULC manages to look like a Cadillac—albeit a Cadillac dinghy. The brand’s signature grille is up front, flanked by spindly vertical LED headlight arrays, and the chunky trapezoidal B-pillar recalls that of the CTS.

Easy Entry, Difficult Production Possibilities

Beyond the doors, which make up nearly the entire body side and swing up Lambo-style, the cabin is the most scintillating aspect of the Urban Luxury Concept. The onslaught of hard lines and various colors and textures is a bit overwhelming, but very attractive. It’s the boldest interior yet from the Art & Science school. While we wouldn’t choose to spend hours in a car this size with a beltline at our earlobes, we’d be happy to occupy something with an interior this sharp. The central speedometer is nestled between a pair of digital screens, and spokes that stretch back to the base of the steering column give the illusion of a deep-dish steering wheel without any clumsiness.

For motivation, the ULC employs nothing more exotic than what’s found in a dozen or so microcars in the European market. Beneath its stubby hood lives a turbocharged, 1.0-liter inline-three with stop/start functionality, mated to a dual-clutch transmission. Cadillac says that this combination could be good for fuel economy of up to 56 mpg in the city and 65 on the highway, but doesn’t specify if its estimates are based on our EPA testing or the very optimistic European cycle.

While GM is currently expanding into smaller segments—witness the upcoming Chevrolet Spark—Cadillac won’t be doing so any time soon. The brand must first establish the upcoming sub-CTS ATS before it wanders into any smaller streams. In any case, the more attractive small-car concepts we have, the more the idea that such vehicles are cool will catch on. We’d be happy to see Cadillac as the standard of the torchbearers.

2012 Cadillac XTS, ETS

2012 Cadillac XTS, ETS

We’ve known for some time that Cadillac is working on a smaller rear-wheel-drive car to battle the BMW 3-series, likely to be called ATS. Other intel has recently uncovered plans to crown the brand’s range with something big.

Big Cars Can Beget Big Sales

The car seen here isn’t the latter model, but it is big. Previewed by a concept of the same name and seen here lightly camo’d, the XTS is a large, front-wheel-drive sedan that’s set to replace the aging STS and for-the-aged DTS. Yeah, we had relegated those cars to the back of our minds, too, but as irrelevant as they may seem, Cadillac still needs a bigger-than-CTS sedan; together, the STS and DTS still make up a decent chunk of Cadillac’s U.S. sales—about 16 percent in 2010. That, and the Chinese market will eat this thing up. (We’ve heard some rumors that the name may be changed to ETS for production, so don’t be too surprised if that happens.)

The Buick LaCrosse will lend a hand—or, more precisely, a platform—sharing its Epsilon II underpinnings. The XTS is likely to be the longest Epsilon-based car, quite possibly outdoing the LaCrosse’s 197.0-inch stem-to-stern measurement. The 3.6-liter, direct-injection V-6 that’s also used in the CTS will be the only engine at first. Later, Cadillac will add a hybrid version, possibly a plug-in, using the front-drive two-mode system briefly offered on the Saturn Vue. A smaller, less powerful V-6 and a turbocharged six making well over 300 hp also are possibilities for the future, as is the addition of all-wheel drive.

Concept Shape Retained, Interior Shaping Up Nicely

As far as extra-stretched Buicks go, the XTS looks pretty good. At least covered in camo, this mule looks a lot less ungainly (more gainly?) than the XTS Platinum concept. The greenhouse shape is similar to that of the concept; a skillful tape artist has obfuscated the detail, but it’s pretty clear that the backlight’s angle has been preserved, draping back over the trunk and likely hiding the cargo compartment’s bigness. Under the front camouflage, it appears this mule is wearing a spiffier grille that’s very similar to the concept, complete with a single section of the egg crate appearing on its chin.

While the concept’s proportions may not have been graceful, its interior was, and we’re delighted to see a center stack in these spy photos that looks a lot like the concept’s. Note the lack of physical buttons and switches, meaning this brightly-trimmed interface is going touch-sensitive like Lincoln’s controversial MyLincoln Touch. On that large central screen, we’re expecting to see a version of GM’s recently announced, MyLink infotainment system. Hopefully it will be accompanied by a few unique features for this big, not-a-flagship sedan.

As to when we might see the results and what’s wrapped around the new cabin, we expect the car to show up within the year. The “where” is a little more tricky; Cadillac may decide to unveil it at a Chinese auto show or one on our turf. We’ll let you know when it happens.