Subaru Impreza Concept

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 Impreza

2012 Subaru Impreza

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

Does this Car Make Me Look Fast?

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

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

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

Smaller Motor, Less Power, Way More mpg

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

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

car, 2012 Subaru Impreza Shown Ahead

car, 2012 Subaru Impreza Shown Ahead

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.

2012 Mercedes-Benz SLK350

2012 Mercedes-Benz SLK350

Ever since the Mercedes-Benz SLK launched in 1997, this small roadster has seemingly tried to fool people into thinking it’s a different car. At first glance, the original SLK appeared to be an SL. Its successor, the SLK of 2005, bore the nose of an SLR McLaren. And the face of the latest SLK has us thinking SLS. Since looks are everything to many sports-car buyers, the SLK being mistaken for a far more expensive and exotic Mercedes-Benz is about the best thing that could happen. Mistaken identity by design has worked well for Mercedes: More than 500,000 SLKs have been sold worldwide over the model’s lifetime.

It may be priced similarly to the BMW Z4, Chevrolet Corvette, and Porsche Boxster, but the SLK has always been more relaxed than those cars. It wasn’t until the last generation that the SLK’s handling and performance delivered on the promise of its looks. This latest is sportier yet, but it’s not a hard-core, elemental sports car like the Boxster. Nor does it have the brute force and superhero bravado of the Corvette. It’s most like the BMW, and although the Z4 doesn’t have much to recommend it, the new SLK does.

All-New V-6

For starters, the 2012 SLK has a new engine. Not a revised, warmed-over engine, but an all-new V-6 with a 60-degree angle between the cylinder banks. (The old 90-degree V-6 was derived from a V-8 design.) Not only does the new engine have an ideal angle for a V-6—a V-6 is more naturally balanced at 60 degrees—but it also leaves more room for turbochargers to sit alongside the block. Room for turbos underhood means room for a turbo version in the lineup. Whether or not that will happen remains to be seen. The inevitable AMG version would be the obvious choice for turbocharging, but when the SLK55 arrives, it will be powered by a naturally aspirated V-8.

For the time being, the top engine will be a 3.5-liter V-6. Equipped with direct fuel injection, the V-6 has a compression ratio of 12.3:1. The engine makes 302 hp at 6500 rpm and 273 lb-ft of torque at 3500. U.S. versions will get a seven-speed automatic. With the autobox, figure on a 0-to-60-mph run of about 5.5 seconds. The engine is smoother and less prone to droning vibrations than its predecessor, spinning happily and emitting a delightful intake snarl as the engine ferociously pulls past 5000 rpm on its way to the 6800-rpm shift point.

A less-powerful SLK250 will follow eight months after the launch of the SLK350 this July. The 250 will be powered by a new turbocharged 1.8-liter four-cylinder that makes 201 hp and 229 lb-ft. It initially will be available only with the corporate seven-speed automatic, but a six-speed manual will be offered with the four-cylinder at a later date. Lighter than the V-6 by a claimed 89 pounds—weight that comes primarily off the nose—the four-cylinder should greatly improve the SLK’s dynamics.

The four-cylinder may be the lightest of the U.S.-bound SLKs, but even cars with the V-6 keep their weight down by using aluminum for the fenders and hood. The available Magic Sky Control roof—which alters its opacity with the push of a button—is a whopping 110 pounds lighter than the steel cap. Raising or lowering the top takes fewer than 20 seconds, but unlike some cloth-topped competitors, the SLK has to be stopped to make the change. Overall, Mercedes says the SLK350 weighs about the same as the outgoing model, despite being longer and wider.

Is This Sportiness We Feel?

The SLK is an easy car to drive quickly. Strong brakes, plenty of grip, tight roll control, and a supportive seat take the surprise out of unfamiliar mountain roads. Turn the thick-rimmed and flat-bottomed steering wheel, and the SLK surprises with predictable turn-in and a high level of front-end grip. Like the previous model, the new car has a variable-ratio steering rack that quickens as you turn it farther from center. Mercedes calls it Direct Steer. We call it slightly numb at sedate speeds, but the steering gains weight in response to the stresses placed on the front tires. At screeching cornering speeds, there’s a Porsche-level relationship between the steering and driver, with a bit more novocaine numbness than in a Porsche. Further enhancing turn-in and corner stability are Mercedes’ torque vectoring brakes, part of the Dynamic Handling package. The system, which is similar to the one Porsche uses in the 911 Turbo, proactively clamps individual brakes to help steer the car.

Upsetting the balanced controls and attitude of the SLK is the seven-speed transmission. Paddle shifters behind the wheel allow the driver to request upshifts and downshifts, but the car takes them as mere requests and doesn’t always comply right away. It’s frustrating to ask for a second downshift and not receive it until somewhere midcorner. The transmission also has a tendency to stumble from third into fourth at part throttle.

Still a Mercedes

As we mentioned, the SLK is a roadster that is willing to relax. At highway speeds, the engine is muted, tire noise stays in the background, and the two-seater begins to feel like the C-class on which it is based. The new interior is a welcome departure from that of the last SLK. Gone is shiny-plastic, generic switchgear; in its place is what appears to be a scale model of the SLS dashboard. The design is modern, clean, and elegant. Driver and passenger both benefit from more shoulder room, thanks to an extra 1.3 inches of width.

Prices are expected to start around $50,000. Eight airbags and Attention Assist (the system that tries to guess if you’re dreaming and driving) are standard. Luxurious options include the Magic Sky Control roof, an AMG appearance package, and Airscarf, which blows warm air onto your neck. Safety extras include active cruise control with collision warning. Fully loaded, the SLK350 will probably reach into the low-to-mid-$60,000 range. We expect the SLK250 to start at approximately $45,000 when it arrives next spring, with very little visual distinction from the 350. And, hey, if even one in 20 people thinks your SLK is actually an SLS, consider it a bargain.

2012 Mercedes-Benz SLK-class

2012 Mercedes-Benz SLK-class

AMG powersleds being a separate matter, Mercedes-Benz isn’t known for building true sports cars. To make the third-generation SLK roadster at least look the part, the company turned to the SLS AMG for styling inspiration.

SLS on the Outside

Specifically, the SLK’s long hood now seems even longer, thanks to an upright grille nearly identical to the one that leads the SLS down the road—a grille design similar to those found on many other vaunted Mercedes-Benz two-seaters of the last 50 years. You’ve already seen this face on the CLS, and Mercedes-Benz’s design chief, Gorden Wagener, has decreed that it will spread across the lineup.

New LED headlamps feature illuminated brows à la the previous-gen BMW 5-series, and lead nicely into the crisp crown of the front fenders. Particularly with the optional Sport package, which adds a chunky, snowplow-like apron, the entire front is starkly angular, providing an interesting contrast to the curvy, sloping rear end—which also is emblazoned with LEDs. The retractable roof’s center panel is available in three varieties: body-color metal, dark-tinted glass, or the variable-tint “Magic Sky Control” glass. Sadly, the 2012 SLK is the latest vehicle to join the superfluous-fender-vent club.

SLS on the Inside

If you’ve never had the pleasure of folding yourself into an SLS AMG, the new SLK’s interior gives you a pretty good idea of what it looks like. The dashboard layout is virtually identical to that of the SLS, with a center-mounted screen set between crosshair-style air vents. As in the AMG car, the dash forms a simple, straight line spanning the cabin, breaking only for the twin-pod instrument cluster. Also evocative of the SLS are the flat-bottomed steering wheel and the arrangement of the center-stack controls on a rectilinear panel that sweeps down and rearward between the seats.

Mercedes promises a tranquil interior at speed thanks to its new “Airguide.” Instead of a conventional wind blocker, Airguide consists of clear triangular panels hinged on the inboard post of each roll bar. And, of course, the SLK’s innovative Airscarf—which blows hot air from ducts in the base of the headrests onto the occupants’ necks—returns for duty.

SLS Underhood, Too? Um, No

When the SLK hits the market this summer, it will be available only as the SLK350, with a 3.5-liter V-6 mated to a seven-speed automatic transmission. With direct injection and new cylinder heads, the 3.5’s output rises to 302 hp and 273 lb-ft of torque, up two ponies and eight lb-ft compared with the previous model. The engine is said to be good for a 5.4-second 0–60 sprint, which seems entirely plausible considering that the last SLK350 we tested hit 60 in 5.5.

Come early 2012, the SLK250 will hit U.S. shores, powered by a turbocharged 1.8-liter four-cylinder engine similar to the one in the upcoming C250 sedan. With 201 hp and 229 lb-ft of torque, Mercedes says the four-banger is potent enough to hustle the little roadster to 60 in 6.5 seconds while returning combined fuel economy of 27 mpg. Even better, it will offer the choice of seven-speed automatic or six-speed stick. At some point, of course, AMG will release its take on the new SLK. As we previously reported, that car will be powered by a naturally aspirated version of AMG’s new 5.5-liter V-8 pushing perhaps 400 hp.

While styling is one thing—and steroidal AMG versions yet another—we’ll have to wait until we get behind the wheel to see if Mercedes has decided to imbue this new SLK with the spirit of a true sports car. At the very least, the third generation will look like one.

2012 Mercedes-Benz SLK55

2012 Mercedes-Benz SLK55

Spy shooters have captured Mercedes’ next-gen SLK AMG prowling around the Nürburgring, no doubt cooling off after some blistering development laps.

As we previously reported, a version of Merc’s new 5.5-liter V-8—no doubt hooked to the brand’s seven-speed Sportshift automatic—will power this car, but it will eschew the two turbos that feed that engine in the latest S63, CLS63, and CL63 AMGs. Given that, the return of the SLK55 name seems appropriate, although adopting the 63 badge would give the AMG lineup some homogeneity—and a larger sock to stuff in the roadster’s jockstrap.

But the folding-hardtop SLK AMG shouldn’t need to artificially bolster its résumé, as output stands to rise from the previous-gen SLK55’s 355 hp to something north of 400, and we estimate 0-to-60-mph runs in the low fours. We’ve already said that this car’s little brother, the 2012 SLK350, not only looks like a mini SLS, but that it drives like one, too; if those power and performance numbers hold up, the SLS Lite label may gain even more veracity.

The looks should help further the comparison. Using the new SLK’s handsome sheetmetal as a starting point, the AMG exterior makeover will include more-aggressive front and rear fascias, as well as larger wheels wearing fatter rubber. The spy shots also show the expected quad exhaust pipes; we can hardly wait to hear them sing. As turbocharging spreads across Merc’s high-po lineup—this model will join the refreshed C63 AMG sedan and coupe among the naturally aspirated holdouts—the SLK AMG should be one of the most sonorous.

While the SLK AMG doesn’t have any tit-for-tat competition, the Audi TT RS (which we recently tested as hitting 60 in 3.6 seconds), BMW Z4 sDrive35is, and Porsche Boxster are probably about as close as you’re going to get. Look for this little beastie to debut at this fall’s Frankfurt auto show before going on sale either late this year or in early 2012.

2012 Chrysler 300C SRT8

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.