2012 Jaguar XKR S Specs, Prices, Pics and Reviews

Jaguar calls the XKR-S the company’s “most responsive, powerful, agile, and driver-focused production car.” It’s also the quickest ever. Yes, it’s quicker and more potent than even the 1992–94  XJ220 supercar.

Stout claim, but the numbers back it up. The twin-turbo 3.5-liter V-6 in the XJ220 we tested 18 years ago [November 1993] ­generated 542 horsepower and 475 pound-feet of torque.

The supercharged and direct-injected 5.0-liter AJ V-8 propelling the XKR-S huffs up 550 horsepower at 6500 rpm and 502 pound-feet of torque between 2500 and 5500 rpm. Throttle response is instantaneous and linear, and the aural accompaniment is habit-forming.

Like the other XKs, the XKR-S employs a responsive six-speed automatic (with paddle shifters for manual operation). Jaguar expects the car to reach a mile per minute in 4.2 seconds (the XJ220 did 4.4), with a governed top speed of 186 mph.

Equally impressive, the S achieves the same EPA ratings as the XKR—15 mpg city and 22 highway—just above the gas-guzzler threshold.

After a day herding this quickest of all cats over mountain roads, we’re inclined to doubt Jaguar’s performance claims. Unless something goes terribly wrong, the XKR-S will be much quicker to 60 than the company forecasts. Hell, last time we tested an XKR, it did the deed in 4.0.

Thanks largely to revised exhaust plumbing—which allowed attendant tweaks to the fuel mapping—the S version of the engine tops the XKR’s output by 40 ponies. Applying the old dollars-per-horsepower formula, the XKR-S price premium may look a little steep. The 2012 XKR coupe will start at $97,500; the XKR-S coupe (a convertible may come along later) will be $132,875 when it reaches showrooms in October.

That’s about $884 per additional filly. But there’s much more to the package than mere muscle.

Let’s start with the functional. The suspension features new aluminum knuckles, stiffer springs (by 28 percent, front; 32 percent, rear), active dampers, revised rear geometry, and an active (read: torque-vectoring) differential. The active diff allowed the chassis team to raise the stability-control threshold.

Static ride height is 10 mm (0.4 inch) lower, and the S rolls on 20-inch forged aluminum wheels wearing a set of Pirelli P Zeros (255/35 front, 295/30 rear). Remarkably, its ride quality is supple. Grip is barnacle-like, and when the driver exceeds the car’s limits—which requires determination—he’ll feel the diff helping to keep the front of the vehicle ahead of the stern.

Aerodynamics are another stability enhancer. Besides reduced ride height, the S sports a new carbon-fiber front splitter and rear wing, rocker-panel extensions, and a rear diffuser. The aero doodads reduce high-speed lift by 26 percent, says the company.

Interior furnishings are distinguished by a pair of supportive leather-clad bucket seats, more aggressively bolstered than their XKR counterparts; elegant needlework; pewter-anodized aluminum trim (nary a splinter of wood); and the expected infotainment electronics, including premium audio and a somewhat finicky nav system. Learn More...

Source : http://www.caranddriver.com

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2013 Lexus GS350 Photos and Info

Thanks to an unveil in Pebble Beach we finally have our first good look at the 2013 Lexus GS350 we previously drove heavily camo’d prototypes and, with it, the future look and styling direction of the Lexus brand.

The company also let drop that it would unveil the inevitable hybrid version at September’s Frankfurt auto show. About a month after that, the company will show the F-Sport version at the SEMA show in Las Vegas.

The new GS350, the fourth generation of the company’s mid-range sedan, will be the standard-bearer of Lexus’s new, more “passionate” approach to the premium-car market. Our first driving experience in camouflaged examples of the car, in both standard and F-Sport versions, bear out that oft-repeated passion claim.

The GS350’s styling is considerably, and thankfully, more subtle than the frankly hideousLF-Gh concept car from this year’s New York Auto Show. The ’13 GS sits on a two-inch-wider track, giving it a more planted look. It is, as is the fashion, festooned with LEDs front and rear. Its one truly distinctive visual signature is a new front grille shape that Lexus calls “spindle” shaped. Okay. It looks something like a large square grille that been cinched in about two-thirds of the way up either side. Expect to see a lot of this shape in the coming years.

When the GS350 goes on sale in February of 2012, it’ll be powered by a largely carry-over 3.5-liter V-6, which uses both port and direct injection. The engine makes 306 hp at 6400 rpm (a bump of 3 hp from the last GS350) and 277 lb-ft of torque at 4800. The car carries a six-speed automatic transmission. It will be available in rear or all-wheel-drive versions.

Inside the slightly larger interior is mounted a massive 12.3-inch infotainment screen on which owners can noodle with Pandora, conduct local searches on Bing, and a host of other options. Lexus has packed that interior with all manner of standard and optional electronic whiz-bangery. The optional Mark Levinson audio system pumps out 835 watts. Sensors in the seats allow the climate-control system to direct flow to passenger and not empty seats, says the company, which also claims a nice bump in system efficiency for the effort. 

There’s a new infrared camera mounted to the steering column that keeps an eye on where your eyes are pointed. The camera is integrated into the car’s pre-collision system, so that if a crash appears imminent and the driver is not looking ahead, he’ll get an earlier warning signal than the system would otherwise provide. The system can, of course, initiate braking as well. There’s a bevy of other tricks too, including night vision, a head-up display, blind-spot monitoring, and active lane-keep assist.

The company has not yet announced pricing but we expect it to start in the $48,000-to-$50,000 range. Pleasantly surprising as the shape may have been, price is one thing we knew wasn’t going to change much on this one. Learn More...

Source : http://www.caranddriver.com

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Posted in: AUTOMOTIVE INFO,CAR,LEXUS,LUXURY,SPORTS CAR

2012 Porsche 911 Carrera and Carrera S Pics and Reviews

The Porsche 911 became an icon almost the instant it arrived nearly 50 years ago, so when it comes up for a redesign, relatively small steps have usually won the day.

Bowing at the 2011 Frankfurt auto show, the seventh-generation 911 Carrera and Carrera S may look to follow that pattern at first blush, but there are some radical changes albeit not as large as the shift from air- to water-cooled engines underneath the largely familiar shape.

Iconic Details, Bigger Package

Indeed, as we’ve seen from a preponderance of spy shots, Porsche designers made sure the new 991 generation looks the part. Its iconic fender shapes, ovoid headlamps, and fast tail remain, but it looks fresher and sleeker. The nose has a more aggressive lower fascia, although the LED running lights are still located directly atop the intakes.

The headlamps gain more complex innards, and the side mirrors move from the A-pillar to the door. Around back, the taillight elements are squinted and smaller, the chunky blocks around the license plate have fallen off, and the quad exhaust finishers are replaced with a more understated duo of outlets.

Sitting lower overall, the stretched wheelbase (by 3.9 inches) gives the car a lower stance, an impression furthered by the wider front track. Porsche is withholding full specifications, but we’re told the overall length is only slightly up from the 997 generation. The new body makes more use of aluminum and Porsche says it’s 100 pounds lighter. It retains the same 0.29 Cd, and now is said to have virtually no front or rear lift, thanks in part to a wider, variably extending rear spoiler.

The new cabin reflects the Porsche Carrera GT–like design that’s marked new Porsches since the Panamera, with a sloped center tunnel placing the shifter closer to the steering wheel. The execution is simpler than in the Panamera or Cayenne, though, with fewer buttons. The traditional five-pod instrument cluster keeps a large tachometer in the center, while a useful multifunction color display finds a home to the right of that. The 2+2 seating layout remains, but don’t expect those tiny back seats to offer much more room even with the extra space between the wheels.

The Juicy Stuff

The 911 is a driver’s car, and our extensive experience in a prototype confirmed that Porsche kept dynamics at the top of its priority list. We’ll have to wait for a turn behind the wheel of the finished product, though, before our fears are allayed regarding the 2012 911’s electro-mechanical power-steering system. We wouldn’t normally be this skeptical, but a big steering change made in recent BMWs—to a fully electric system—resulted in a numb tiller, so we’re feeling a bit burned. A Porsche spokesman, however, tells us that the setup is specific to the 911 and that “the steering is the most important part of a Porsche.”

Other mechanical updates include a new engine for the base Carrera. Downsized by 0.2 liter from its previous iteration, the 3.4-liter flat-six (it’s different from the 3.4 found in the Cayman and Boxster) in the 991 will make 5 more hp than the 3.6, for a total of 350. The Carrera S will get 400 hp from its 3.8-liter, an increase of 15. Porsche claims a PDK-equipped Carrera will hit 60 mph in 4.4 seconds, or 4.2 when dispatched with the assistance of the optional Sport Chrono package’s launch control. Those times drop to 4.1 and 3.9 seconds for the Carrera S. We figure we’ll see a tenth or two better than Porsche’s estimates. Maximum velocity is 179 mph in the base car and 188 mph in the S. Learn More...

Source : http://www.caranddriver.com/

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Posted in: AUTOMOTIVE INFO,CAR,LUXURY,PORSCHE,SPORTS CAR

2012 BMW 650 Specs, Prices, Pics and Reviews

One of the greatest leaps in automotive progress this past decade has been the taming of the convertible.

Starting MSRP $90,500

Once requiring a tradeoff — open-air enjoyment versus performance and year-round comfort — today's convertibles are increasingly civilized beasts, making the body style more practical than ever.

Despite its considerable handling and power, however, the gorgeously redesigned 2012 BMW 650i has missed out on all that progress.

It remains a convertible at heart, with an incredibly loud ride and a gigantic blind spot with the top up. When the top's down, though, drivers will enjoy a pleasant open-air experience as a terrific-sounding exhaust powers them down sun-kissed roads.

New Looks

The redesigned 650i is striking. The hood seems even longer now, with extremely small kidney grilles up front. New taillights — similar to those on the recently redesigned 5 Series — change the rear design significantly. The retractable canvas top connects to the car with long rear cowls that are even more pronounced than last year's.

It's a stunning look, top up or down, with an elegant cabin to match. It also borrows from the new 5 and 7 Series with an updated iDrive multimedia system, a digital gauge cluster and comfortable leather seats that add to the upscale feel of this $90,500 convertible.

Performance

The 650i is the only 6 Series trim available for 2012; the convertible is hitting the market ahead of the hardtop coupe. The rear wheels are powered by a 400-horsepower, twin-turbo 4.4-liter V-8 engine. It comes with either a six-speed manual or eight-speed automatic transmission at no additional charge … sort of. The manual gets 15/22 mpg, and with that comes a $1,000 gas-guzzler tax.

My test 650i came with the eight-speed automatic, good for 16/24 mpg city/highway. Performance fans won't mind the eight-speed: It shifts quickly and smoothly, and steering-wheel-mounted shift paddles allow for manual shifting.

The 650i also has separate settings that allow you to select a Sport mode that delivers faster accelerator response while maintaining a normal suspension setup. A second sport mode — Sport+ — alters the suspension and stability control system for more serious driving.

For most drivers, the first Sport mode will be all they need. Even in the Normal and Comfort settings — meant for a slightly softer ride — owners get a lot of acceleration on demand, with a healthy exhaust note.

It doesn't have the guttural sound of Jaguar's XKR convertible — a faster, more powerful competitor — but it's just enough to enjoy when the top is down.

For such a large vehicle, the 650i handles exceptionally well. Like the new 5 Series, it doesn't have an overly heavy steering feel, but it still delivers excellent feedback through twisty sections of road. And even with its considerable length, the 650i is relatively easy to navigate through parking lots.

Like the 5 Series, the 650i features a type of regenerative braking to help overall mileage, similar to the technology hybrid and electric cars use to store energy generated from slowing the car down. In our test of the 5 Series, the car's brake feel suffered, but it appears BMW may be working on that issue with successive models; the 650i's regenerative braking system was not as noticeable.

Given its fuel economy ratings, the 650i could use all the mileage help it can get. That said, we doubt most luxury owners look at mileage as a primary factor when buying a V-8-powered convertible. Learn More...

Source : http://www.cars.com

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Posted in: AUTOMOTIVE INFO,BMW,CAR,LUXURY

2011 Saab 9-4X Aero XWD Specs, Prices, Pics and Reviews

It’s a Cadillac SRX crossover in Swedish clothing. The Saab 9-4X shares its platform, an assembly line, and most of its mechanicals with the Caddy.

The top-dog Aero XWD, tested here, is powered by the 300-hp, 2.8-liter turbocharged V-6; a 265-horse, 3.0-liter V-6 is the base engine. Cadillac dropped both of these mills from the 2012 SRX lineup, introducing a 308-hp, 3.6-liter naturally aspirated V-6 for all trims. Good for Cadillac, bad for Saab: The turbo 2.8 and the 3.0 are deeply unsatisfying powerplants, and they make the 9-4X’s assigned task—delivering steady sales to a brand in desperate need of them—that much tougher.

How Does It Drive?

You might assume the 9-4X drives like an SRX, and you’d be correct, although not so fast. We mean that colloquially and literally, because, although the 9-4X behaves largely like the Caddy, it’s noticeably slower—more on that in a bit—and stiffer. In our first experience with the Saab, we noted a supple ride in the comfort and sport suspension settings, but the Saab felt overly firm on the roads surrounding our Michigan HQ.

Things obviously got worse over the burliest broken pavement and loud, too, with suspension noises booming through the cabin. The stiffness makes for a flat attitude during cornering, but the trade-off isn’t really worth it in a luxury crossover. The same goes for the steering, which is excessively quick off-center; great in a track car, not so much here, where simple tracking corrections result in intralane ping-ponging.

The 2.8T exhibited the same surging and nonlinearity we experienced with this engine in the SRX, and it tugged the 9-4X to 60 mph in 7.7 seconds and through the quarter-mile in 16.0 seconds at 91 mph. Those numbers trail the 2.8T SRX’s which weighed a scant 11 more pounds—by 0.5 second, 0.4 second, and 2 mph. The Saab’s stiffer suspenders couldn’t trump the Caddy on the skidpad, either, posting 0.82 g versus 0.84 (the two wore identical Michelin Latitude Tour HP rubber). 

Finally, the 9-4X’s brake pedal felt as hard and responsive as a cinder block, and the binders it actuated added 14 feet to the SRX’s 70-mph-to-0 figure, for a total of 187. At least we didn’t experience the same fireworks display in the IP during the braking test that we did with the Cadillac, which complained of overheating brakes.

 

How Does It Stack Up?

We’d put the 9-4X among the top tier in its segment—if the discussion were limited to styling. Favoring hard lines over the soft curves that characterize much of its competitive set (the ultra-creased SRX excluded, of course), the 9-4X looks great sitting still or in motion. And since it’s a Saab, it’s unlikely you’ll run into another one for weeks at a time, which ought to keep it looking fresh. But the comparison can stop right there. The interior has quality materials and soft surfaces, but its sea of black plastics is much too drab for the luxury set, and its Saab-esque touches—center-console-mounted start button, matrix vents, “night panel” function—aren’t quirky enough to save it. We do like the multifunction display in the gauge cluster, though, especially the altimeter-like redundant speed display. In terms of everything else, there are quicker, better-driving, higher-quality offerings from Acura, Audi, BMW, and Volvo, to name but a few.

What’s the Cost?

This top-level 9-4X Aero XWD starts at a substantial $48,835. That’s more than an Acura MDX with the Tech package, an Audi Q7 Premium Plus, a BMW X5 xDrive35i, or a Land Rover LR4 HSE, to say nothing of the excellent Audi Q5 or Volvo XC60. Our test vehicle rang the bell at $52,130, which included a $1450 panoramic sunroof and the $1845 Rear Passenger package, which nets a dual-screen DVD entertainment system, heated rear seats, and a trizone automatic climate-control system. 

A base front-wheel-drive 9-4X with the 3.0-liter V-6 begins at $34,205, which is a much more acceptable price for the crossover. But if it were our money, we’d hit the dealerships of any of the other aforementioned makers before looking here. That whole "savior of Saab" thing? The 9-4X could use some help of its own. Learn More...

Source : http://www.caranddriver.com

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Posted in: AUTOMOTIVE INFO,CAR,LUXURY,SAAB

2012 BMW Z4 sDrive28i Specs, Prices, Pics and Reviews

Any new engine is big news to us, but when a new powerplant comes along and replaces one of our favorite engines BMW’s naturally aspirated inline-six in this case we pay extra-close attention.

This fall, the base Z4 and 5-series won’t have the perfectly demure and smooth-revving inline-six. Instead, the Z4 sDrive28i and the 528i will have a new turbocharged 2.0-liter four-cylinder implanted between their front fenders.

On paper, the new engine is off to a good start. BMW claims the turbocharged 2.0-liter makes 240 hp at 6500 rpm and 260 lb-ft of torque at a very low 1250 rpm. The redline is 7000 rpm. Compared to the naturally aspirated six of the 2011 Z4, the new engine comes up short by 15 horses, but bests it by 40 lb-ft. Given that it has two fewer cylinders, it’s also shorter, and the majority of the engine’s mass sits behind the front-axle line.

Boosted Engine, Elevated Aggression

The transplant has changed the Z4’s character. It’s a little more ill-tempered, a little louder, a bit more likely to spit in public. The engine isn’t rough, but there is a slight coarseness from the engine and the exhaust under stress. The bark is appropriate for a sports car; it makes the Z4 a bit more exciting and alive. There are other thrilling noises, too. Whereas BMW’s other boosted engines keep their turbo whine to a minimum, as if they’re embarrassed by it, step into the boost in the Z4 and the turbocharger whistles proudly.

At 2.0-liters, there wouldn't seem to be much displacement to quickly spool up the turbocharger. But the twin-scroll turbo (each turbine is fed by two cylinders) builds boost with a whiny glee. There’s barely a delay between hitting the throttle and feeling the thrust. Switching into “Sport” mode livens up the throttle response. Those used to the naturally aspirated six-cylinder will not be disappointed. A very brief wait for the boost proves worth it once the 260 pound-feet of shove arrive.

BMW claims that the new engine brings 0-to-60 acceleration with the manual down by 0.1 second to 5.5, and that the optional eight-speed automatic will better the time of the old six-speed auto by 0.4 second, dropping it to 5.6. We figure both guesses might be a bit optimistic. Expect the sprint to take a couple more tenths with either transmission.

Familiarities and Floor Mats

The eight-speed is expected to be the more popular transmission choice. Those customers will find that the auto is paired perfectly to the little four. The eight speeds keep the engine in its happy boost zone and shifts are quick. Manual transmission feel is typical BMW, accurate albeit a little rubbery. We did find the clutch a bit slow to engage after a quick shift and a rapid clutch-pedal release, though, which isn’t very sporting.

BMW will start building the four-cylinder Z4 this September. Look for it in dealers soon after. At $49,525, this new Z4 is unfortunately $1200 more than last year's base 3.0-liter Z4. The increase is slightly offset by more standard equipment, such as Bluetooth, an alarm, a trunk pass-through, and floor mats. So, in addition to that extra 40 lb-ft of torque, you also get free floor mats. Learn More...

Source : http://www.caranddriver.com

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Posted in: AUTOMOTIVE INFO,BMW,CAR,LUXURY,SPORTS CAR

2011 BMW 1 Series M Specs, Prices, Pics and Reviews

Based on the BMW 1 Series, the 1 Series M takes its place among M performance versions of the 3, 5 and 6 Series cars and the X5 and X6 SUVs.

Starting MSRP $46,135

Though the name "M1" seems a natural, BMW used that moniker for a 1978 supercar and thus considered it off-limits for this one. I'll call the 1 Series M the "1M" for short. It’s available for the 2011 model year only.

The BMW 1 Series M is nearly as well-rounded as the larger M3, but any advantages — beyond its lower price — are hard to find.

Size is perhaps the 1M's best reason for being. Over the years, criticism has grown in concert with the M3's size and weight, and the 1M is closer in size to the original M3, which was introduced to North America in 1988. As for weight, well, at 3,296 pounds, it outweighs the '88 by more than 550 pounds. That said, you're unlikely to find any modern car that's anywhere near as light as its 23-year-old forebear, and at least it's 408 pounds lighter than the M3 coupe and 77 pounds lighter than the 135i.

The M Formula

Following the M car formula, the 1M features increased power, a manual transmission, rear-wheel drive, a modified suspension, fat tires and a distinctive look — perhaps more distinctive than the other Ms. The car's track is 2.8 inches wider in front and 1.8 inches wider in rear than the regular 1 Series, so the fenders have swollen as well, resulting in an exaggerated, almost cartoony style that might appeal to some BMW fans — and turn off others. Familiar 19-inch alloy wheels are shared with the M3's optional Competition Package.

Bursts of Power

The 1M's powertrain is the car's high point, providing ample torqueat low engine speeds for a satisfying launch. This twin-turbocharged3.0-liter inline-six-cylinder produces 335 horsepower at 5,800 rpm and 332 pounds-feet of torque at 1,500 rpm. For comparison, the 335i coupe uses a single-turbo 3.0-liter I-6 with 300 hp and 300 pounds-feet. The displacement and compression ratios are the same, but the 135i's boost pressure is 8.7 psi and the 1M's starts at 11.6 psi. I say "starts" because the 1M's turbo can up the pressure to 14.5 psi for a momentary burst of torque, rated at 370 pounds-feet.

The boost works: Nail the gas pedal at practically any speed in any gear, and after waiting a half-beat you'll feel the additional tug. I'd find this annoying if the initial power were anemic, but you get respectable response even before the surge. The low-rev torque peak that extends from 1,500 rpm all the way to 4,500 rpm continues to surprise anyone who has decades of turbocharger experience. In some ways, I prefer the 1M's ready torque to the M3 V-8's gentle rise. Despite their relatively small displacement, modern turbocharged direct-injection engines deliver the character that many larger, normally aspirated V-8s no longer do. Fantastic.

BMW didn't mess with the 135i's success: It carried over the six-speed manual's gear ratios, a good match for the 1M. The only difference is a shorter final drive ratio of 3.154 in the 1M versus the 135i's 3.077. I prefer the 1M's shifter and clutch over those of the M3, whose stick is rubbery and disconnected and whose clutch pedal presents a peculiar, nonlinear resistance through its motion. The 1M's shifter isn't my favorite, but it is an improvement, and the pedal is consistent. Borrowed from the M3, the brakes — with their 14.2-inch front and 13.8-inch rear cross-drilled rotors — do a stellar job with this lighter car. Learn More...

Source : http://www.cars.com

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Posted in: AUTOMOTIVE INFO,BMW,CAR,LUXURY

2012 Volkswagen Eos Specs, Prices, Pics and Reviews

For those searching for family-centric reviews on the 2012 Volkswagen Eos, I admire your optimism.

Unless yours is a family where the kids are old enough for a part-time job and way too cool to hang out with their parents, the Eos will provide more than a few challenges when expected to perform as a family car.

The 2012 Eos is a two-door convertible that seats four, though the backseat is more a formality than something functional.

It's also a gorgeous hardtop with a sunroof that possesses an air of cool. When the top is down and the sun is shining on the Eos' luxurious interior, it feels fun, stylish and carefree. Unfortunately, those traits aren't at the top of most parents' priority list, so the Eos ends up being unrealistic for family duty.

However, there are certainly no complaints when it comes to driving this car. Good times can be had behind the wheel thanks to its turbocharged engine, and it feels stable and can be kept under control with ease. I underwent a slight learning curve when I was getting used to the way I could physically feel the standard six-speed dual-clutch automatic transmission shifting for me, but it was nothing significant enough to keep me from adapting to it.

The 2012 Eos starts at $33,995. My test car came with all the bells and whistles at the top-of-the-line Executive trim level, which increased the as-tested price to $39,220.

EXTERIOR

From every angle, the Eos looks great — top up or down. Oftentimes, a hardtop convertible will look strange with the top up, as though the proportions aren't quite right somehow, but this is definitely not the case with the 2012 Eos.

Will you attract attention from many an envious person sharing the road with you due to the Eos' good looks and charming frame? Yes. Does that make up for the frustration you'll feel every time you must get your child in and out of this vehicle during a busy day of errands? No. Two-door cars tend to be annoying for families dealing with children in child-safety seats.

The good news is the Eos does provide a creative solution for entries and exits — just put the top down and snap that infant-safety seat into the base or lift your child up and sit them right down into their car seat. You'll earn bonus points for the entertainment value gained as your kids watch the sophisticated mechanics of the top going up and down, making the Eos appear just as cool as any of those cars in "Transformers."

For kids who are old enough to enter and exit a vehicle on their own, they still may need a little assistance sliding the front seat forward far enough so they can squeeze into the back. The doors could be too heavy and potentially awkward for little ones to open and shut independently.

The 2012 Eos' 200-horsepower, turbocharged 2.0-liter four-cylinder engine runs best on premium fuel. The Eos gets an EPA-estimated 22/30 mpg city/highway. I managed to get closer to 25 mpg with my majority of city driving for the weeklong test drive.

SENSE AND STYLE

Family Friendly (Not Really, Fair, Great, Excellent): Not Really

Fun-Factor (None, Some, Good Times, Groove-On): Groove-On

INTERIOR

The girl in me swooned over the Eos' interior styling with a black-colored dash and the most gorgeous shade of red leather seats I'd ever laid eyes on. Its Executive trim level is apropos because everything inside the Eos feels fancy and expensive.

Every feature you're looking for can be found here: heated seats, a navigation system, a backup camera, dual-zone climate controls and Bluetooth connectivity. I especially appreciated being able to toggle between different screens on the navigation system, which showed fuel consumption, navigation instructions, phone commands and audio information. The interfaces were easy to use, and all displays were not only handy but also attractive. Learn More...

Source : http://www.cars.com

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Posted in: AUTOMOTIVE INFO,CAR,LUXURY,VOLKSWAGEN

2012 Maserati GranTurismo Convertible Sport Reviews

It was a peaceful and elegant scene, the bright sunlight glinting off the top-down Maserati GranTurismo convertibles parked on the Piazza dell'Unità d'Italia in Trieste.

Passersby admired the gorgeous cars, one of Pininfarina’s masterpieces. Then a legion of uprated 4.7-liter V-8s ignited with a snarl, and peace and elegance were the last things on our minds.

About that wonderful engine, fitted in the top-spec GranTurismo Convertible Sport: Purists still lament the fact that Maseratis, which were long defined by powerplants that developed peak power at low rpm, are now equipped with high-revving buzz saws bought from its former arch rival, Ferrari. But the GranTurismo Convertible Sport's 444-hp variation of the 4.7-liter V-8 is sure to create a few converts.

It’s an evolution of the regular GranTurismo convertible’s 433-horse 4.7-liter with less internal friction, thanks to a revised oil sump and slipperier coatings for the valve tappets and cam lobes. This upgraded version also powers theGranTurismo MC Stradale coupe.
Compared with its lesser sibling, the droptop Sport exhales through a freer-flowing exhaust, the main purpose of which seems to be to create as much beautiful noise as is legally allowed. It’s aided in that pursuit by active valves that open at 2500 rpm when the transmission is in its automatic-sport mode. We predict the V-8 will haul the 4600-pound droptop to 60 in 4.8 seconds.

Fantastico Automatico

As in the U.S.-market MC Stradale and theQuattroporte Sport GT S, power flows through a six-speed, torque-converter automatic supplied by ZF. But don’t lament the fact that there’s no hard-core gearbox. The automatic has been extensively reworked for duty here and offers normal and manual-sport modes in addition to the aforementioned automatic sport, as well as launch control. Gearshift times are improved by up to 50 percent, it blips the throttle for downshifts, and in manual-sport mode, it doesn’t downshift when you hit the kickdown switch or upshift unless you tell it to.

There’s more: You can call for a lower gear if there’s any leeway whatsoever before redline (most transmissions won’t let you downshift unless the resulting engine speed is farther down the tach from redline), and the exhaust flaps are always open in manual sport. This automatic is so good you'll hardly miss a dual-clutch transmission—or the Euro-market MC’s single-clutch automated manual. Of course, you might miss a proper clutch-pedal manual gearbox, but Maserati doesn't offer one anymore.

Underneath, the front and rear springs and anti-roll bars are stiffer on this derivative, the dampers are modified, and the ZF Sachs–sourced Skyhook damping system has been retuned. On twisting roads, the Sport handles well and generally does what you ask of it, but there’s simply no masking the car’s two-ton-plus weight or somewhat uncommunicative steering. The body flexes more than it should, too. To be sure, the GranTurismo Convertible Sport is an enjoyable companion in nearly every situation, but it’s less full-bore sporty than its sinister looks and capital-S “Sport” badge might let on. So when a well-driven Audi R8 spyder closes in on you from behind, our advice is to just let it pass. Take solace in the fact that the Audi will never sound as glorious as the Maserati or seat four as comfortably (or at all).

There are a number of competitors: BMW's new 6-series droptop, the soon-to-be-new Mercedes-Benz SL, the Porsche 911 cabriolet, the Audi R8 spyder, and, of course, the Jaguar XK and its distant cousin, theAston Martin V-8 Vantage roadster. The Maserati acquits itself well by informal comparison. It’s more spacious than most others (even if the trunk is tiny), it’s not outrageously expensive by the standards of the segment, it offers incredibly luxurious accommodations, and it just might have more character than the whole bunch combined. Those qualities ought to satisfy almost anyone—trident purists included. Learn More...

Source : http://www.caranddriver.com

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Posted in: AUTOMOTIVE INFO,CAR,LUXURY,MASERATI,SPORTS CAR

2012 Mercedes-Benz S350 BlueTec 4MATIC Specs, Prices, Pics and Reviews

The Mercedes-Benz S-classhas more variants than any large luxury car, with powerplants ranging from a hybrid to this S350 diesel (the first supersized Benz oiler since 1995) to two twin-turbo V-8s and two twin-huffed V-12s.

Throughout the vast expanse of the range, Mercedes has wisely aligned price with traditional notions of performance. For example, the S400 hybrid, at $92,275, is the cheapest Benz limo and the slowest to 60 mph; the slightly quicker $93,425 S350 BlueTec, available only in 4MATIC spec, undercuts an equivalently optioned S550 by around $4500.

The S400 hybrid’s bottom-rung pricing may be further justified by the fact that it’s a flawed vessel of Benz’s fuel-sipping aspirations, with unpredictable brake feel and a hybrid system that can’t hold a candle to some offered by competitors. But the S350 diesel is more fully realized, an oil barge that offsets its merely ample performance with outlandish torque ratings and range capability.

Powering it is Mercedes’ 3.0-liter V-6 turbo-diesel, seen previously in the ML350 BlueTec. Here it offers more power and more torque than in the E-class 240 hp versus 210; 455 lb-ft versus 400 as more boost helps to offset the S’s extra 700 pounds.

S and E diesel acceleration comes out about even in our testing: 0–60 in 7.0 seconds (S350) to 7.2 (E350). It’s not all due to the increased output, though. The bigger car’s all-wheel-drive system (the E BlueTec is rear-wheel-drive only) contributes to the comparable launch times, even if neither Benz diesel can rev out to match the 5.3-second sprint of the last gas-powered S550 we tested. But the sebaceous V-6’s character is resolute, with the same vector-chasing determination of the S550. As in all non-AMG Benzes, throttle response is a bit deliberate, which requires patience but makes it easy to hold an even speed on the highway. A forceful incline of the diesel pedal summons churn that would twist a lesser car apart, and the extra power and torque give the S350 strong passing legs.

Learning to Let Go

All intimations of aggressiveness, however, are undone by the car’s meager grip. The S350 posts a disappointing 0.79 g on the skidpad, and brakes like a frigate, needing 181 feet to stop from 70 mph. An S400 hybrid we tested, wearing the same H-rated Michelin Pilot MXM4s, hit 0.86 g and stopped five feet shorter. The hybrid’s better mass distribution helped it in this regard, but not as much as the absence of mass itself: the hybrid S-class undercuts the diesel car by nearly 400 pounds.

Still, the diesel gets better mileage than the hybrid, giving more ammo to our argument that modern oil-burners are the smart choice for America’s long-distance demands. In its two weeks with us, the S350 returned 26 mpg to the 24 we got in the hybrid.

And even though it’s a diesel, the S350 is marginally quieter than other S-classes. At 70-mph cruise, it posts 66 dB to the 2011 S550 4MATIC’s 67; 70 dB at wide-open throttle to the 550’s 72. It’s even quieter than the hybrid. 

Indeed, inside the cabin, there’s nothing but subdued luxury—seemingly infinitely adjustable seats, more driver aids than you can shake a stick at, and switchgear that feels like it was milled from solid hunks of aluminum, which it was. All the S-class virtues remain, but the diesel—cheaper, smarter, and just as pleasurable to drive as any S550— brings real rationality and economy to the proceedings. Learn More...

Source : http://www.caranddriver.com

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Posted in: AUTOMOTIVE INFO,CAR,LUXURY,MERCEDES-BENZ