Audi A3, 2012 Audi A3 Rendered

Audi A3, 2012 Audi A3 Rendered

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

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

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

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

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

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

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

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

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

Audi A3, Audi A3 E-Tron Concept

Audi A3, Audi A3 E-Tron Concept

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

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

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

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

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

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

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

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

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

Whaddup, Shorty?

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

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

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

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

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

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

Mercedes, Benz A class Concept

Mercedes, Benz A class Concept

With automakers from St. Petersburg to Seoul presenting show cars heralded as the future of wheeled urban logistics, the Mercedes-Benz A-class concept taking the stand at this year’s New York auto show is a breath of fresh air. (It also will be simultaneously unveiled at the Shanghai auto show.) There are no electric motors spinning the rubber here—a conventional engine and transmission motivate the curvaceous car. It previews Benz’s upcoming competitor for the Audi A3, Volkswagen Golf, and BMW 1-series.

Auto-Show Styling—Mostly

Benz’s first preview of its next-gen small cars came via the F800 Style concept, and this A-class concept moves the design language one step closer to reality. Still, despite this car’s connection to an actual future product, don’t expect everything from the concept on the stand in New York to be duplicated in production.

Among the A-class’s pure auto-show fantasies: the LED-lit turn signals delicately integrated into the sliver of a mount for the side-view mirrors and the “star-filled sky” pattern on the grill and lower air dam. The same can be said for the wheels—very cool, but very much not happening.

Other aspects of the concept’s design are no less bold—but more realistic. The prominent strake starting behind the front wheel and sweeping up to the top of the rear fender is abrupt; it could be toned down for the real deal, and the same goes for the AMG-esque hood strakes. The elegant side-window profile recalls those on several Mercedes coupes, and the ginormous headlights, which here are illuminated by LEDs and integrate fiber-optic daytime running lights, are straight outta the CLS.

Under the Voluptuous Metal

Both the current, second-gen A-class and its predecessor were front-wheel drive, and the next A will be no different. The concept packs a transversely mounted 2.0-liter four-cylinder engine under the hood—it’s turbocharged and direct-injected, and Mercedes says it’s good for 210 hp. The engine is from the automaker’s newest family of four-bangers. It’s hooked to a new dual-clutch transmission, and though the company is mum on its number of gears or provenance, we’d guess that it has at least seven cogs.

Unlike previous A-classes, however, this model and its spin-offs—more on those below—will sit much closer to the ground. The first two A-class generations had a “sandwich” floor meant to accommodate the batteries for an electric-drive system. It never happened in much volume—some 500 A-class E-cells were leased—but the layout meant that even the conventionally powered cars looked like mini MPVs. As the new A-class concept demonstrates, the dorky upright look will be reserved for the B-class, while the A is more reminiscent of Volkswagen’s racy Euro-market Scirocco.

No Antimatter Steering Either

By concept-car standards, the A-class’s interior is fairly conventional. The dashboard is said to be inspired by an airplane wing, and is covered in fabric rather than plastic or wood. The dash’s three glowing knobs, high-mounted multimedia display, and aircraft-themed switches and vents are surprisingly reminiscent of the interior in Audi’s recently unveiled A3 sedan concept. The timing is such that there’s no way Mercedes knocked off the A3—and there’s German pride beyond that—but it’s got to be an unhappy coincidence for Stuttgart nonetheless.

The integrated display centralizes all of the car’s various secondary controls into one place, and arranges them like smartphone apps. Mercedes also touts the A-class concept’s radar-based collision warning and Adaptive Brake Assist, the former warning drivers of an impending crash with audio and visual alarms, and the latter engaging the full force of the brakes if it detects the driver isn’t applying enough pedal pressure to avoid or mitigate an expected collision.

Sedans, Crossovers, and AMGs!

As we already know, the next-gen A-class platform will underpin a hatch like this, a four-door sedan that would mimic the styling of the CLS, and a baby crossover (perhaps called the GLC, a name for which Mercedes recently filed a U.S. trademark application). We also know that AMG’s chief has hinted several times that he and his team would be interested in hot-rodding the next A-class, and if so, a 300-plus-hp variant could be squaring off against an Audi S3 in a 2014 issue of Car and Driver.

Now for the bad news. Despite Mercedes-Benz showing the A-class concept at the New York auto show, our sources tell us that it’s unlikely the vehicle will end up being sold on these shores. There’s no doubt that Mercedes is looking at the feasibility of launching an A-class or a member of its family here, and gas prices will weigh into the decision, but the car is far away from a green light. It’s possible, however, that we’ll get the B-class.

cars, Lexus LF-Gh Hybrid Concept

cars, 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.

2011 Volkswagen Touareg

2011 Volkswagen Touareg

As a longtime diesel promoter, Volkswagen’s interest in hybrids has been strictly competitive, its corporate line an assertion that diesel is the better fuel-saving alternative. With the 2011 Touareg, though, Vee-Dub has not only acquiesced to hybrid demands but has also built one of the best gas/electric vehicles on the market.

V-6, V-6, or V-6?

Aside from the hybrid option, there are two other engines available in the newly redesigned Touareg. But the 3.6-liter gasoline V-6—280 hp, 265 lb-ft of torque—and the 3.0-liter diesel V-6—225 hp, 406 lb-ft—are fully carry-over designs; both are competent and have been enlivened this year by a new eight-speed automatic transmission. That transmission, paired with a weight reduction of roughly 400 pounds over the outgoing vehicle, results in claimed fuel-economy gains of up to 20 percent. But aren’t you more interested in VW’s first hybrid? So were we.

The hybrid pairs the 333-hp, 3.0-liter supercharged V-6 from Audi’s excellent S4 sedan and S5 convertible with a 47-hp electric motor, for a combined output of 380 hp. The hybrid replaces the V-8 at the top of the Touareg range, and although pricing has yet to be announced, we expect the V-8’s roughly $10,000 premium over a base V-6 to apply to the hybrid, too. A 1.7-kWh battery pack is tucked into the spare-tire well, and the eight-speed transmission is used here, too. In this application, though, the hybrid module wedges between the engine and transmission and allows for their decoupling with a clutch. This enables the most impressive aspect of the hybrid’s operation.

Everybody who has ever driven a hybrid or read about one knows there are two types: mild (series) and full (parallel). Full hybrids are the serious ones, the cars that can whoosh through the neighborhood on electrons alone, the only sound being the leaves dancing in their wake. But there’s always a limit to how fast a hybrid can go before the gas engine has to turn on, and at cruising speeds, most never turn off. The Touareg’s great trick, thanks to the clutch between the engine and transmission, is that it can shut down the V-6 at speeds up to 99 mph.

Come Sail Away with Me

Referred to by VW spokespeople as “sailing,” this shutdown stretches the engine-off operation of the Touareg into a range other hybrids only dream of. Lift off the gas coasting down an exit ramp, and the engine shuts down. Remove your foot from the throttle as you approach a pair of semis blocking the freeway, and the V-6 goes silent. Driving the 2011 Touareg around Florence, we enjoyed absolute silence at 80 mph for more than a mile, and our serenity was interrupted only once when we had to slow down and accelerate for traffic. Silently shushing down mountain passes for miles at a time requires nothing but a clear road.

Indeed, at highway velocity, the merest touch of the accelerator will refire the V-6. (The Touareg can accelerate to and maintain around-town speeds on battery power alone, but it won’t do so quickly enough to keep other motorists from hating you.) The startup, however, is amazing in its seamlessness. Riding in the passenger seat and keeping our eyes off the instrument panel, we had to be told by the driver when the engine had fired, otherwise it was utterly undetectable. If speed is in sudden demand, the driver might notice a slight lag between pegging the throttle and getting full power, but the delay is no longer than it would regularly take for a transmission to kick down.

Like all hybrids, regenerative brakes charge the battery pack. And like we do with all hybrids, we will now complain about the regenerative brakes. In their regenerative function, they are extremely touchy, requiring the utmost care to avoid a violent lurch on application. Unlike most other hybrids, though, once past the first couple inches of travel, the Touareg’s offer decent feedback, and smooth application is possible with a light toe touch.

Other aspects of the hybrid’s driving behavior are identical to those of the rest of the Touareg lineup. All have the same light electric steering—too light for us, but likely to be well received by customers—and three-mode suspension system, the latter offering comfort, normal, and sport settings. We’d suggest trimming that number to two settings. Sport does a fine job of meeting dynamic demands, and normal is plenty comfortable, but comfort is unsettlingly squishy and allows alarming amounts of body lean—think 1970s Lincoln interpreted by modern-day VW. In the firmest setting, though, the Touareg is surprisingly nimble for its heft, a fitting XL-size ambassador for the GTI brand.

In Europe, the Touareg still will be available with a two-range transfer case and height-adjustable suspension as part of the uplevel 4XMOTION all-wheel-drive system. Our drive included a very brief (less than half a mile) off-road loop complete with slick ruts, side slopes, some pretty severe climbs, and deep mud pots—it was a busy half-mile. Not surprisingly, VW set up the course, and the Touareg aced it. It’s a laughable degree of capability for a vehicle that will prowl urban settings almost exclusively, but the tech may stay strictly on the Continent. Volkswagen’s product people aren’t confirming anything yet, but we strongly suspect our only driveline choice here will be the base 4MOTION—no X—with a Torsen center diff, no low range, and a fixed-height suspension. Also, we strongly suspect that nobody will notice. Ditching the off-road gear, however, contributes greatly to the reduced weight of the 2011 model.

A Bit of the Newly Old-School VW

VW’s mission statement is changing, modified in pursuit of tremendous sales-growth goals. Products across the range are more directly aligning with their segment leaders—the Jetta and the Passat are due to be replaced in 2010 and 2011, respectively, with cars more directly targeted at Honda’s Civic and Accord in cost and size. But the Touareg is a lingering taste of VW’s semiprecious recent past, a little bit upmarket in both content and pricing. Its small sales volumes are not the sort that will greatly help VW achieve its goal of selling a million cars in the U.S. by 2018, but this SUV does maintain the image of the people’s car as an upmarket alternative. And when you consider the hybrid army Vee-Dub plans to deploy in the near future, the 2011 Touareg hybrid sets the bar very high, indeed.

Porsche, 2011 Porsche Panamera 4

Porsche, 2011 Porsche Panamera 4

Sticking a 3.6-liter V-6 engine into the Porsche Panamera’s ample frame would seem to be as good a performance recipe as chopping off a couple of engines from a Boeing 747, but in reality, the base Panamera is still plenty fast. Okay, so it doesn’t leap off the line and hurtle toward the horizon like its Turbo sibling, but our all-wheel-drive Panamera 4 still posted a 0-to-60-mph time of 5.0 seconds and covered the standing quarter-mile in 13.8 seconds. Those are great numbers, and they’re backed by a 70-to-0-mph braking figure of 158 feet and skidpad grip of 0.96 g. For comparison, the BMW 740i takes 5.1 seconds to reach 60 mph, manages 0.88 g, and stops from 70 mph in 163 feet.

Underhood, the base Panamera has a new 3.6-liter double-overhead-cam, direct-injection 90-degree V-6 that makes 300 hp and 295 lb-ft of torque. The angle of the V provides a clue that this engine is derived from the Panamera’s V-8 unit rather than being a transplanted Volkswagen Group mill. It’s mated to Porsche’s slick seven-speed dual-clutch transmission, which gets a launch-control program with the optional $1480 Sport Chrono package—a feature our example had; hence, its startling 0-to-30-mph time of 1.4 seconds, just 0.2 second behind the 500-hp Turbo.

Downsizing Doesn’t Mean Much Sacrifice

On the road, the relative lack of grunt compared with the 400-hp Panamera S isn’t that evident. The V-6 engine makes a nice snarl under hard acceleration and is well matched to the seven-speed gearbox. Passing performance is solid, and the car goes on to a top speed of 160 mph, which is more than anyone except autobahn-storming Germans will ever need. The car gets decent gas mileage for a luxo-sedan, averaging 21 mpg in our tender care, better than the Panamera S (19 mpg) and the last Mercedes S550 we tested (17 mpg).

Of course, all the Panamera’s dynamic goodness is passed along: strong brakes, sharp steering, and move-over-pavement-I’m-in-charge handling. For luxury-sedan drivers who prefer pace over highway poise, the Panamera is the perfect tool. It actually rides quite well, too, if you opt for the $3980 adaptive air suspension.

As with other Panameras, we love the stylish interior, the amount of legroom in the back, and the practicality of the hatchback cargo area. But most of us around here still think it was beaten with an ugly stick, and it doesn’t come cheaply, either. The base price is a hair under $80,000, but by the time our test car had gently strolled through the options process, the sticker had risen to $99,210. As is typical for Porsche, you can spend silly money if you’re liberal in checking the options boxes. Playing with the setup, we got to $159,000 for a V-6 Panamera without trying very hard. If there’s anyone left who wonders how Porsche is so profitable, therein lies the answer.

Still, the Panamera 4 is the sleeper in Porsche’s four-door lineup. It doesn’t lose much in performance to the V-8–engined Panamera 4S, uses less gas, and has a base price that’s $15,800 lower. For someone who really cares about back-road romps, the V-6 Panamera makes a compelling alternative to more conventional sedans like the similarly priced Audi A8 and BMW 7-series.