Automakers

Road Test: 2009 Toyota Venza

tmartin — Mon, 03 Nov 2008 11:40:56 -0600

When any manufacturer, but particularly an industry titan like Toyota, rolls out a new vehicle that they say is “in a new class”, well, the hairs on any journalist’s neck stand up a bit. That was certainly the case as we listened to Toyota’s executives and engineers roll out the new Venza. But after a couple of days of driving it, talking to Toyota about it, and reviewing the data, we think they have a point. It’s a subtle point, but a point nonetheless.

You’ll notice that so far we haven’t said what the Venza “is”. We haven’t put it in a category. Before we discuss the category the vehicle belongs in, we invite you to do the same experiment we performed with some of our colleagues at the launch. Take a good look at the pictures of the Venza. What would you say this is? Just for fun, make a mental note of that, so you can compare your reaction to what a group of journalists said in response to the same question.

Of course, at some level it really doesn’t matter how the Venza (or any other vehicle) is categorized. The problem with categorization is that is makes it hard to see new things. If the iPhone is just a “cell phone” then it is hard to understand how different it is. A rational person might note that the world hardly needs its 829th cell phone and move on. But if you have an iPhone or have played with one, you know how vastly different it is and you know it isn’t just a cell phone. The category no longer matters when you’ve experienced reality.

And the reality of this Toyota is rather appealing, if you’re in the target market, because the Venza actually breaks with Toyota tradition in some fairly important ways.

Not Your Mother’s Toyota

Let’s start with driving dynamics. Just let that phrase wash over you for a moment. We’re at the start of a Toyota road test and we’re talking driving dynamics, rather than leaving it ‘til the end where hopefully no one will notice. At the opening launch dinner, Toyota execs brought up the need for good steering feel—without prompting. We almost passed out. Always a serious and sincere company, Toyota has made a serious and sincere effort to make the Venza fun to drive.

We took a V6 Venza AWD around a 20-mile loop of Pennsylvania mountain twisties at pretty close to full chat and came away impressed. First off, roll control is quite good. Actually, a lot of taller vehicles have some pretty hefty anti-roll bars attached so that may not seem exceptional, but there are several things to like about the Venza in this department. Unlike many SUVs, the Venza stays fairly flat as you push it (in contrast to, say, a Range Rover which initially resists roll, but as the cornering forces rise can’t resist tilting more and more). To maintain a decent ride, we noticed that the Toyota has only moderate roll damping (the BMW M3 takes a similar approach) but switchbacks are handled well, with minimal sloppiness.

The Venza’s handling is also nicely balanced front to rear—though it does tend towards understeer—and it feels happy carving through curves. Since the Toyota is lower and lighter than most SUVs or crossovers, you can feel physics helping (or at least not hurting). Let's be clear though, the overall sense given by the Venza is that it is well-mannered, not that it is exciting or involving.

We also drove FWD Venzas, with both the I-4 and V-6 engines, which handle in much the same way as the AWD model. The I-4 feels a little lighter, affecting the ride quality more than handling, with the V-6s being a little smoother. The FWD vehicles want to understeer just a tad more than the AWD, but one would have to drive them back-to-back to notice.

Venza’s ride quality is pleasantly firm, with large swoops and bumps being tracked very well. If Michigan or New York residents ever find out how smooth southwestern Pennsylvania roads are, there will be a riot. As a result, we can’t be sure about how the Venza handles the tragedy of typical urban roads. We did run two of our testers onto the shoulder multiple times in search of fragmented pavement and noticed very little ride harshness, which bodes well for commuter use on patchier pavement.

Performance is more than acceptable as well. The 268 hp V-6 feels strong and unstressed even in low-altitude mountains with a couple of passengers on board. Toyota has done some fine work on the six-speed transmission to make its shift points different for uphill or downhill runs, and we liked the relative lack of hunting for gears.

But Will It Do the MPG Dance?

The Venza’s V-6 is a fine engine, but with fuel economy on everyone’s mind, the I-4 is the big news. This new four cylinder is the key to Toyota’s intent of creating a vehicle that breaks with SUV and crossover tradition in fuel mileage. And, it does deliver better fuel mileage, as you would expect. Toyota estimates that EPA ratings for the I-4 will be 21 city and 29 highway in FWD form (take off 1 mpg for AWD), and the V-6 should come in at 19/26.

Whether 21/29 is enough better to capture buyer’s attention will remain to be seen. In all the hysteria of $4 gasoline consumer expectations about gas mileage have skyrocketed. While 24-25 mpg combined is actually a pretty good number, we suspect it will only inspire folks who are actually in showrooms or on the web comparing what is possible. Breaking through the 30 mpg barrier will await a possible hybrid version. Toyota won’t say a hybrid is coming, but the Venza is derived from the same architecture as the Camry, and there is a Camry hybrid, so it isn’t hard to imagine a Venza hybrid in a few years.

For 21/29 mileage to seem desirable, you also have to consider how the 2.7L drives. With 182 hp and 182 lb.-ft. of torque pulling 3760 lb., the numbers don’t seem especially impressive. But 2.7L is a big four and relative to the V-6, is only down on torque about 10 percent at 2500 rpm. The result is that the I-4 feels strong and seems completely adequate for most normal driving. If you love a strong engine or you need the towing capacity (3500 lb for the V-6 vs. 2500 for the I-4), the V-6 will, however, be the engine of choice.

That’s A Toyota?

The second area where the Venza departs from Toyota tradition is in its design. Before our drive we grabbed a cup of coffee in a vain attempt to overcome a time zone shift, and stumbled, half-asleep, over to the technical presentation. On the way, Toyota had set up a Venza, and it was our first sight of the vehicle. Honestly, our first thought was “what the heck is some new Infiniti doing here?” Somewhere in our intuition, the Venza clearly registers differently than Toyotas of the past.

Our second thought was “that looks pretty sharp.” Beauty is in the eye of the beholder of course, but we’d say the majority opinion at the launch was that the exterior of the Venza was very well executed. Almost every angle of the vehicle looks carefully shaped.

Interior materials are similarly attractive and definitely not grabbed at random from the Toyota parts bin. We think this is a big step forward, as Japanese interiors over the past years have slipped behind not only the European but often the Americans.

More important than how the design looks though, is how it “reads”.” Is the Venza big or small? Rugged or stylish? Youthful or conservative? In these times of shifting automotive priorities and tastes, these factors will probably have a lot to do with whether the Toyota succeeds and whether it appeals to you.

And that read is pretty hard to tell from pictures, one has to see it in person. We noticed that the Venza doesn’t come off as an SUV, being a bit too low and sleek. It could almost pass for a station wagon, except that it seems more stylish and muscular than most sedan-derived wagons. It doesn’t look tall, like some crossovers, despite having 8 inches of ground clearance. It is basically the same length as a Camry, so it doesn’t seem small, but it isn’t big either. Frankly, if you want a true four-passenger vehicle that’s practical and looks politically correct, but not so boring, conservative, or downscale as a sedan or hatchback, we think the Venza will seem “just right” (apologies to Goldilocks).

Practical Matters

Of course, for all the talk of the Venza being different from past products, we shouldn’t forget that it is in fact a Toyota. That means that some serious thought has been put into passenger comfort, ergonomics and features.

Seat comfort in the Venza is very good, with nicely firm, reasonably cosseting cushions. The fabric is attractive and substantial enough that one doesn’t have to opt for leather to get a decent seat.

Toyota’s engineers have put an impressive effort into the ingress and egress aspects of the Venza. The seat height has been optimized to use minimum force from your legs. Engineers put force sensors on real human legs and found the height that minimized muscular output. Any higher or lower seat and it would take more effort to get in or out. No kidding. We tried it and it seemed to work. They also worked on the sill shape to make entry/exit easier and cleaner.
This seat height, coupled with ample glass area, makes sightlines pretty good. The A-pillar intrudes a bit in the front, and some will want an even taller vehicle, but the Venza will suit many drivers who place a premium on visibility.

The rear seat is also well done, placed farther rearward than in a sedan like a Camry, and giving the Venza excellent rear legroom. The slight higher than normal roof, along with a flat roofline, allows for excellent headroom. The two-panel sunroof also increases rear headroom with the sunshade open, because there is no headliner in the second row.

With 34.4 cubic feet of cargo space behind the second row seats, the Venza has just average cargo capacity when compared with crossovers. But compared with a sedan, the Venza has the big advantage of wagon-style load area.

Available option packages deliver most modern gizmos. Two newish options on offer are automatic high beam headlights and Bluetooth music streaming. Even one doesn’t get the rather mediocre JBL Synthesis surround sound system with Bluetooth streaming, there is an auxiliary in jack for your iPod or other music player (but no interface that integrates with the in-dash display).

Pricing for the Venza starts at $25,975 for the four-cylinder FWD version. At the other end of the spectrum, the V-6 AWD has an MSRP of $29,250. See the NextAutos Buyer’s Guide for more details on options and pricing.

So What the Heck Is It?

By now you may think we’ve forgotten our little experiment (what do you think the Venza is?); we haven’t. Here’s what our informal poll of journalists at the Venza launch said:

14% -- “It’s a wagon”
35% -- “It’s sort of a wagon, but not exactly”
42% -- “It’s a crossover – whatever that is”
9% -- “It’s a car”

We think it doesn’t really matter. One guy summed it well: “This is a vehicle I could actually see myself buying”. We can see a lot of people saying that.

The V-6 comes out in December, followed by the four cylinder in January.

See the NextAutos Buyer’s Guide for more details on our experience with the Venza, options and pricing.

That Was Close!: Suzuki Kizashi Development Still Moving Forward, Debuting in New York

Steven J. Ewing — Tue, 06 Jan 2009 18:55:40 -0600

Yesterday, we reported that Suzuki's Kizashi might never see dealer lots, but a new report suggests otherwise. After the automotive press went up in arms about the possible cancellation of Suzuki's entry into the mid-size sedan segment, the folks at Automotive News made a few phone calls, and now Suzuki spokesperson Jeff Holland says that, "The production version will debut at this year's New York Auto Show in April."

This comes as a relief to us at NextAutos, since we've long been anticipating the Kizashi and hope it really boosts Suzuki's sales in America. Stay tuned for the live reveal from New York this April.

+ Autoblog: Reports of Suzuki Kizashi's demise highly exaggerated, coming to NY

Buyer's Guide: 2009 Mitsubishi Lancer Ralliart

NextAutos Staff — Tue, 06 Jan 2009 16:03:57 -0600

CAR SUMMARY
New for 2009, the Lancer Ralliart fills the wide gap between the Lancer GTS and Lancer Evolution. Mitsubishi wants this car to be their version of the Subaru Impreza WRX, and with all-wheel-drive capability and a turbocharged 2.0-liter engine, the Ralliart indeed fits the bill. The Ralliart's aggressive styling, sporty handling, and twin-clutch transmission make it a worthy competitor not only for the WRX, but for the Mazdaspeed3 and Volkswagen GTI, as well.

PROS
- Turbo-four engine makes for a quick and powerful Lancer.
- Aggressive styling sets the Ralliart apart from the competition.
- All-wheel drive makes this sportster four-season friendly.

CONS
- Interior refinement is a bit lackluster.
- Price point may be higher than some would like to spend.
- Fuel economy is poor compared to competitor offerings.

Read more about the Mitsubishi Lancer Ralliart on the vehicle's Buyer's Guide page, where you'll find our driving evaluations, previous road tests, galleries, and more. You can find Buyer's Guides to other vehicles in the NextAutos Car Search database.

Spy Shots: First Look at Production Mercedes-Benz E-Class? [Update: Interior Shots!]

Seyth Miersma — Tue, 06 Jan 2009 15:54:27 -0600

Spy photographers are a bit on the unpredictable side by their very natures, foregoing time clock and schedule in favor of waiting out the newest and freshest in unseen automobilia. Sometimes that mutable lifestyle can lead to interesting results, such as this recent submission of totally unexplained Mercedes-Benz E-Class images.

The three trim level seen here—labeled Classic, Elegance, and Avantgarde—would seem to be an early finished look at the next generation E-Class. The overall look is a more sculpted and edgy package than the current car, something that has certainly been hinted at in the camouflaged spy images we’ve seen to date. Have a closer look in our gallery above.

Update: We’ve gotten some interior shots to go along with the initial three images of the new E-Class this morning, with a few added details as well. As best we can make out, even the standard interior will come with the buyer’s choice of Nappa leathers, while a spat of chrome accents and eucalyptus trim come into play on the more premium trim levels. You’ll see this in more in the new photos above.

Another One Bites The Dust: Pontiac Kills G8 ST

Steven J. Ewing — Tue, 06 Jan 2009 10:52:11 -0600

Now that General Motors is being forced to do some major downsizing across its range of manufacturers, this news doesn't come as a big shock to us. According to the boys at Jalopnik, Pontiac executives have told their dealer network that the automaker plans to kill the upcoming G8 ST, an American re-badge of the popular Australian Holden Ute.

Pontiac has long tried to badge themselves as GM's performance-oriented brand, and with the introduction of models like the G8 and G8 GXP, we were starting to take them seriously again. The G8 ST (Sport Truck) would have been in a segment of one if sold in America, making us remember the days of the old El Camino and other ute-like vehicles such as the Subaru Brat and Dodge Rampage.

+ Jalopnik: Pontiac G8 ST Officially Dead: GM Kills El Camino... Again

So Long, Farewell: Honda Cancels S2000 Replacement, Future Acura Models, Rumored V-8

Steven J. Ewing — Tue, 06 Jan 2009 10:20:54 -0600

For a while now, Honda has been deliberating as to how it plans to restructure itself and its luxury marque, Acura, over the next few years. We already spread the word that a future NSX replacement was canned in the works, but now it seems that more casualties have come up across the two brands.

Honda will not be planning a successor to the S2000 roadster, nor will there be a drop-top version of the upcoming CR-Z coupe. Additionally, all plans for Acura's rumored V-8 engine have been shelved, as well as any future entries into the rear-wheel-drive segment. Honda was planning to potentially build these new RWD cars to compete with vehicles like BMW's 3- and 5-Series. The first of these examples was expected to roll out in 2015 as a 7-Series competitor. AutoCar also reports that the Honda Accord could move to one global model, as opposed to the two different versions which are sold around the world.

As we drive into the future, Honda will concentrate its efforts on building more hybrids and a new small city car. The automaker projects to build more than 500,000 hybrids by 2012, including the all-new Insight which will debut in Detroit next week.

+ AutoCar: Honda axes sports and luxury models (via AutoblogGreen)

Preview: Bentley Continental GTC Speed Shows Up Before Detroit

John Beltz Snyder — Tue, 06 Jan 2009 10:16:54 -0600

Bentley announced today that it will debut its Continental GTC Speed at the North American International Auto Show in Detroit.

This more powerful version of Bentley's top-selling convertible features a 600-horsepower, twin-turbocharged W-12, the manufacturer's most powerful engine to date. The GTC Speed also provides 553 pound-feet of torque, a top speed of 200 miles per hour (195 with the top down), and will do 0-60 in 4.5 seconds.

Though still touted as a luxury vehicle, this performance-inspired Bentley sports a lower suspension, optional giant carbon-ceramic brakes, a discrete rear spoiler, and a highlighted lower air intake. According to Brian Gush of Bentley, the newest Speed model, inspired by its Speed Model of the 1920s, "is a driver's car which will redefine people's expectations of what a luxury convertible can achieve."

Check out the GTC Speed in our gallery above or scroll down below to read the official press release.

New Bentley Continental GTC Speed and GTC

• The new GTC Speed builds on the success of Continental GTC
• The 200 mph GTC Speed is Bentley's most powerful convertible ever
• The latest GTC range is refined and extended with two new models
• The new GTC delivers enhanced style, comfort and choice

Since its debut in 2006, the Continental GTC has enjoyed sales success in over 50 countries across the globe, attracting younger buyers to the Bentley marque. Customers are attracted to its sleek design, interior craftsmanship, refined performance and agile handling.

Now, the introduction of the new GTC range builds on this success with a subtle evolution of its distinctive style and a range of technical and feature enhancements benefiting comfort and customer choice. The appeal of the GTC is further strengthened by the addition of the new 600bhp (610PS) GTC Speed model. It is Bentley's most powerful convertible ever and inspired by Bentley's legendary 'Speed Models' from the 1920s.

The new GTC models share a fresh frontal appearance. The radiator grille is more upright with a more pronounced square edge, accentuating the Bentley profile, and bolder lower air intake. These latest models are further distinguished by chrome headlamp bezels, the availability of two new exterior paints and a new color hide.

For the standard GTC, new low-friction dampers provide improved ride comfort. In addition, two significant new options may be specified on both GTC models: lightweight, fade-resistant, carbon-ceramic brakes, the largest production passenger car brakes in the world, and a sophisticated follow-to-stop Adaptive Cruise Control system with long-range radar sensor that monitors traffic ahead and manages throttle and brakes to maintain a driver-selected time gap.

The GTC's chassis and exceptionally rigid steel body have proved more than capable of coping with the power of the 552bhp (560PS) 6-litre W12 engine. For the new Continental GTC Speed, Bentley's twin-turbocharged W12 now develops 600bhp (610PS) that delivers true 200 mph (322 km/h) performance, with the roof up, with exhilarating, effortless acceleration. Even with the roof down the GTC Speed can reach 195 mph (312 km/h).

The Continental GTC Speed is visually distinguished by subtle design enhancements which emphasize its higher performance credentials. At the front, the radiator and lower air intake grilles feature a dark tinted matrix as standard. Larger diameter 9.5J x 20-inch, multi-spoke alloy wheels with Bentley-bespoke Pirelli PZero ultra-high performance (UHP) tires, lowered and uprated suspension, wider twin-rifled exhaust tail pipes and a new boot-mounted lip spoiler that enhances high speed aerodynamics, reinforce the sporting character of the Speed model.

The GTC Speed's 600bhp (610PS) W12 engine develops 9 per cent more power than the standard GTC. However, it is the 15 per cent increase in torque that really distinguishes the Speed model, which now develops an impressive output of 750 Nm (553lb ft). This is achieved across virtually the complete rev range, from just 1700 to 5600 rev/min, delivering that characteristic Bentley wave of torque.

The 0-60 mph sprint is reached in a mere 4.5 seconds (0-100km/h in 4.8 seconds) and 0-100 mph in 10.6 seconds (0-160 km/h in 10.5 seconds).

The GT Speed coupe, which debuted in 2007, has become the top selling GT model across the globe. This was followed in summer 2008 by the 4-door Continental Flying Spur Speed. Now, the Speed family is completed with the introduction of the GTC Speed, which is expected to account for up to two-thirds of GTC sales worldwide in its first year of production.

Bentley Chairman and Chief Executive, Dr. Franz-Josef Paefgen explains the rationale behind the GTC Speed:

"The Continental GTC is an elegant Grand Touring convertible in the Bentley tradition, exciting the emotions with its distinctive blend of performance, luxury, craftsmanship and modernity. The GTC Speed completes the family of Continental Speed models and broadens the appeal of the GTC to customers who demand a more focused, open-top driving experience."

BENTLEY CONTINENTAL GTC – NEWS IN BRIEF

Continental GTC range

• New more upright front grille and larger, lower air intake
• Chrome headlamp bezels
• Retuned Servotronic power steering for improved feedback and feel
• Optional follow–to -stop, radar–based Adaptive Cruise Control system
• Optional fade-resistant high-power carbon ceramic brakes (only available with 20 - inch wheels)
• Two new exterior colors – Aquamarine & Blue Crystal
• New interior color – Aquamarine

Continental GTC Speed

Technical
• 600 bhp (610PS) W12 engine, 9 per cent more power and 15 per cent more torque
• Top speed (roof up) of 200 mph (322km/h) and 0–60 mph in 4.5 secs (0–100 km/h in 4.8 secs)
• Top speed (roof down) of 195 mph (312 km/h)
• Lowered suspension (10mm front, 15 mm rear) features revised spring, anti-roll bar and damper settings for optimized ride quality, comfort and refinement
• New design 9.5J x 20-inch multi-spoke alloy wheels with Bentley-bespoke Pirelli PZero UHP 275/35 tires
• New 'Dynamic' mode for ESP 8.1 system with progressive intervention

Exterior
• Dark-tinted matrix grilles to upper and lower air intakes
• Bright chrome matrix grilles available as a no cost option
• Dark tint finish to alloy wheels available as an option
• Wider rifled sports exhaust tail pipes
• New aerodynamic rear spoiler
• Black lower bumper valance

Interior
• 'Speed' treadplates to both doors
• 3-spoke Sport leather steering wheel
• Drilled alloy sport foot-pedals
• Knurled chrome and hide gear lever
• Diamond quilted hide to seat facings, door pads and rear quarter panels
• Optional turned aluminum inserts to fascia, centre console and door pad inserts.

Continental GTC
• Power output of the standard W12 engine remains at 552bhp (560PS)
• Top speed is unchanged at 195mph (312km/h) with a 0–60mph time of 4.8 secs (0–100 km/h in 5.1 secs)
• Improved ride comfort with new low-friction dampers
• Bentley 'B' brake pedal

Enhanced powertrain delivers more power and torque

Both Continental GTC models are powered by Bentley's 6-litre, twin-turbocharged W12 engine which is produced exclusively at the company's Crewe engine plant. The Bentley W12 is the most compact 12-cylinder engine in production with 48 valves and 4 camshafts with continually variable valve timing. Power is transmitted via a ZF six-speed automatic transmission.

The new Continental GTC Speed is powered by Bentley's W12 engine in its most powerful, 600 bhp (610PS) form. It develops 15 per cent more torque and 9 per cent more power than the 552bhp (560PS) standard GTC.

Engine efficiency improvements result from the use of lower friction, lighter-weight components and a new engine management system, while twin, low inertia turbochargers with minimal turbo lag contribute to the W12 engine's flat torque curve. In 600 bhp (610PS) form, the W12 develops a maximum torque of 750 Nm (553 lb ft) from 1700 rev/min all the way up to 5600 rev/min. The GTC Speed engine is visually differentiated by the 'crackle black' finish to the intake manifold.

This endows the GTC Speed with a top speed of 200mph (322 km/h) with the roof-up and a 0-60mph sprint time of just 4.5 seconds (0-100 km/h in 4.8 secs). It also accelerates from 0-100 mph in just 10.6 seconds (0-160 km/h in 10.5 seconds).

The six-speed transmission can be left in two fully automatic modes (Drive and Sport) or used as a clutchless manual where the driver can change gears sequentially, via either the gearlever or paddles mounted behind the steering wheel.

The advanced continuous all-wheel drive system of both GTC models provides exceptional traction in all weathers. The drive is transferred between the front and rear axles via a highly sensitive centre Torsen differential. If the differential detects a deviation in torque demand between the two axles it automatically sends more power to the wheels with greater grip.

Both the GTC and GTC Speed also feature an advanced electronic stability program (ESP 8.1). The 'Sport Traction' mode for the GTC moderates ESP intervention at low speeds, benefiting driver interaction and control, particularly on low traction surfaces. The 'Dynamic Mode' of the GTC Speed allows increased wheel slip at higher speeds compared to the standard chassis. This ensures that torque is reinstated more quickly, allowing the driver to exploit the full potential of the engine.

Brian Gush, Director, Chassis and Powertrain Engineering, comments:

"The new GTC Speed exemplifies our passion for creating cars that deliver exceptional performance and driving enjoyment. It is a driver's car which will redefine people's expectations of what a luxury convertible can achieve."

A luxury convertible with outstanding ride and handling

The Continental GTC's steel body has an exceptionally rigid torsional stiffness of around 30Hz that not only minimizes 'scuttle shake' but provides a very stable platform for the aluminum-intensive suspension system, optimizing its performance. Despite the boost in power and torque for the GTC Speed model, no changes to the body structure were required.

For the 552bhp (560PS) GTC, new low-friction dampers provide improved secondary ride (the response of the car to poor road surfaces) and even greater levels of comfort.

The GTC Speed has a range of dynamic enhancements that deliver a more sporting, open-top Bentley driving experience. The retuned Continuous Damping Control (CDC) system ensures that the body response matches the inputs from the new sports wheels and tires, while improved body control reduces pitch and roll when cornering enthusiastically. In addition, stiffer rear axle bushes deliver better axle control and turn-in response.

The GTC Speed's suspension is lowered by 10 mm at the front and 15 mm at the rear for improved handling, while the retuned speed-sensitive steering system and solid-mounted front subframe, shared with the standard GTC, benefit steering response.

The wider 9.5J x 20-inch multi-spoke alloy wheels, unique to the GTC Speed, are fitted with bespoke 275/35 ZR20 Pirelli PZero ultra-high performance tires that provide the car with superior grip as well as sharper steering response and feel.

To ensure optimum aerodynamic balance at speeds up to 200 mph (322 km/h) the new GTC Speed is fitted with a discreet spoiler on the trailing edge of the bootlid. This provides additional downforce and increases the top speed.

For both models, Bentley's carbon-ceramic brakes (CCB) are offered as a cost option. Larger diameter (420 mm front, 356 mm rear), lightweight discs and eight-piston calipers offer fade-resistant braking performance with minimal disc distortion under high thermal conditions. A 20kg weight saving reduces unsprung mass and benefits steering response and handling. This braking system may only be specified with 20-inch diameter wheels and are the largest and most powerful brakes ever fitted to a production car.

The standard-fit tire-pressure monitoring system (TPMS) allows drivers to select tire type and speed range parameters. As well as monitoring pressures, the system warns drivers if their speed is too high for the tire pressures or if tire speed ratings are exceeded on winter tires.

Commenting on the GTC Speed's character, Dr. Ulrich Eichhorn, Member of the Board, Engineering, said:

"The GTC Speed offers supercar performance, superb refinement, comfort and unrivalled craftsmanship all in one car. It perfectly evokes the spirit of the original Bentley 'Speed Model' of the 1920s."

Subtle evolution of the GTC's distinctive style

Both the GTC and GTC Speed benefit from subtle revisions to their frontal appearance.

The matrix grille is now more vertical and has a more pronounced square edge that accentuates the distinctive Bentley profile. A new lower bumper design with a widened air intake reinforces the sporting stance of both GTC convertibles, complemented by new chrome headlamp bezels. The new design also provides a practical benefit by improving airflow to the more powerful Speed engine by 14 per cent.

The GTC Speed has a unique set of design cues, notably a dark-tinted matrix grille to the upper and lower air intakes, a black lower bumper valance, wider, rifled exhaust tailpipes and 20-inch, silver-painted, multi-spoke alloy wheels. The wheels are available as an option with a special dark tint finish.

GTC and GTC Speed customers have a choice of 17 'standard' paint colors including two new colors (Aquamarine and Blue Crystal).

Luxurious hand-crafted cabin

The cabins of both GTC and GTC Speed are available with a choice of 6 natural, unbleached, laser-cut wood veneers and 17 premium grade leather hides, including the new option, Aquamarine.

The GTC Speed's cabin is based on that of the Mulliner Driving Specification (a cost option on the standard GTC). It features diamond quilted hide seats with embroidered Bentley emblems, knurled chrome and hide gearlever and a three-spoke multi-function steering wheel with brushed aluminum switch surround. These are complemented by drilled alloy foot-pedals and 'Speed' logos to the polished treadplates. The standard GTC also receives a new Bentley 'B' brake pedal.

A range of options give further opportunities for personalization, including fascia panels, centre console, door pads and rear quarters in bright aluminum. Uniquely, the GTC Speed is also available with a dark tint aluminum option.

New adaptive cruise control system

A sophisticated follow-to-stop, radar-based Adaptive Cruise Control (ACC) system is now available on both GTC and GTC Speed. It uses a long-range radar sensor, mounted in the lower front grille, to monitor the road ahead for other vehicles. When a slower moving vehicle is detected, the system automatically adjusts the throttle or brakes to maintain a 'time gap', as selected by the driver.

GTC and GTC Speed interior key features:

• Electronically powered, insulated three-layer fabric roof folds flat in 25 seconds
• True 2+2 configuration
• Fully adjustable electric front seats incorporating three-position memory (seats, steering column, exterior mirrors) and electric lumbar control with optional massage facility
• Rear seat panel removable to reveal lockable ski hatch
• Electronic climate control system
• Comprehensive infotainment system includes:
▬ DVD satellite navigation system with route guidance and post-code entry
▬ Optional television tuner (except for US market)
▬ Climate control operation
▬ Computerized suspension control operation (damper and ride height settings)
▬ 6-CD auto changer in glove compartment
▬ Optional Naim for Bentley premium audio system featuring 1100 Watt amplifier and 14 speakers
• BluetoothTM remote SIM access profile telephone system with wireless connectivity for rSAP-enabled telephones, most BluetoothTM-enabled telephones and onboard SIM-card reader
• Telephone voice dialing (n/a Japan)
• Keyless entry and keyless ignition system
• Power latching of doors for easy exit and entry
• Console-mounted start/stop button
• Electronic park brake with move-off assist (move-off assist n/a for USA)
• Column-mounted gearshift paddles for sequential gear shifting
• Stainless steel-faced foot pedals and driver's footrest
• Comprehensive anti-theft and immobilizer systems
• An advanced rollover protection system is installed beneath the rear headrests - two reinforced steel hoops deploy in a split second when a potential roll-over situation is detected

Ends

Technical specs may be found below.
Accredited Media: for additional press information and photos, please register at www.BentleyMedia.com

CONTINENTAL GTC SPEED AND GTC
TECHNICAL SPECIFICATIONS

MODEL TYPE
Body type Two-door, 2+2 Grand Tourer convertible
Construction Steel monocoque with aluminium, steel and composite panels and closure

ENGINE
Type Twin-turbocharged W12 engine
Installation Front, longitudinal
Construction Alloy block and heads
Bore/stroke 84.0 x 90.2 mm
Capacity 6.0-litre, 5998 cc
Compression ratio 9.0:1
Valve gear Chain-driven DOHC per bank, 4 valves per cylinder, cam phased inlet and outlet
Power
GTC Speed 600 bhp / 610 PS / 449 kW @ 6000 rev/min
GTC 552 bhp / 560 PS / 412 kW @ 6100 rev/min

Torque
GTC Speed 750 Nm / 553 lb ft between 1750 – 5600 rev/min
GT 650 Nm / 479 lb ft @ between1600 – 6100 rev/min
Fuel 98 (95) RON

TRANSMISSION
Type Continuous all-wheel drive
Gearbox ZF 6-speed automatic with fully automatic or
sequential 'manual' operation with paddleshift feature; torque converter lock-up clutch
Ratios 1st: 4.17
2nd: 2.34
3rd: 1.52
4th: 1.14
5th: 0.87
6th: 0.69
Final drive: 3.524 (front), 3.528 (rear)

SUSPENSION
Front Four-link double wishbones, computer-controlled self-levelling air suspension, anti-roll bar
Rear Trapezoidal multi-link, computer-controlled self-levelling air suspension, anti-roll bar
Springs Computer-controlled progressive air springs
Dampers Continuous damping control, with four adjustable settings
STEERING
Type Rack & pinion, power-assisted, speed-sensitive
Turns lock to lock 2.7
Turning circle (kerb to kerb) 11.4 m ( 37' 5")

BRAKES
Front 405 mm ventilated discs (optional 420 mm carbon/ ceramic, cross-drilled discs – with 20-inch wheels)
Rear 335 mm ventilated discs (optional 356 mm carbon/ ceramic, cross-drilled discs – with 20-inch wheels)
Anti lock Standard ESP and Electronic Brake Force Distribution (EBD)

WHEELS & TYRES
Wheels
GTC Speed 9.5J 20-inch Alloy
GTC 9.0J 19-inch Alloy (optional 9.0J 20-inch Alloy)
Tyres
GTC Speed 275/35 x ZR20 bespoke Pirelli PZero UHP
GTC 275/40 x ZR19 Pirelli PZero Rosso
(optional 275/30 x 20 Pirelli PZero)

DIMENSIONS
EXTERIOR
Overall length 4804 mm (189.1 in)
Overall width (inc. mirrors) 2194 mm (86.4 in)
Height (roof raised)
GTC Speed 1388 mm (54.6 in)
GTC 1398 mm (55.0 in)
Wheelbase 2745 mm (108.1 in)
Front track 1623 mm (63.9 in)
Rear track 1607 mm (63.3 in)

INTERIOR
Front headroom 942 mm (37.1 in)
Front legroom 1075 mm (42.3 in)
Front shoulder room 1568 mm (61.7 in)
Rear headroom 979 mm (38.5 in)
Rear legroom 743 mm (29.3 in)
Rear shoulder room 1318 mm (51.9 in)

WEIGHTS & CAPACITIES
GTC Speed & GTC
Kerbweight 2485 kg (5478 lb)
Gross vehicle weight 2900 kg (6393 lb)
Luggage capacity 235 litres
Fuel tank capacity 90 litres (24 US gallons)

PERFORMANCE
Top speed (roof up)
GTC Speed 200 mph (322 km/h)
GTC 195 mph (312 km/h)
Top speed (roof down)
GTC Speed 195 mph (314 km/h)
GTC 190 mph (306 km/h)
0-60 mph (0-100 km/h)
GTC Speed 4.5 seconds (4.8 seconds)
GTC 4.8 seconds (5.1 seconds)
0-100 mph (0-160 km/h)
GTC Speed 10.6 seconds (10.5 seconds)
GTC 11.4 seconds (11.4 seconds)

FUEL CONSUMPTION/EMISSIONS
EU CYCLE
GTC Speed and GTC
Urban 11.2 mpg (25.3 litres/100 km)
Extra-Urban 24.3 mpg (11.6 litres/100 km)
Combined 17.0 mpg (16.6 litres/100 km)
Co2 emissions 396 g/km
Emission controls EU 1V and US LEV II

EPA DRIVE CYCLE
GTC Speed and GTC
City Driving 10.0 mpg (US)
Highway Driving 17.0 mpg (US)

FEATURE SPECIFICATIONS

CONTINENTAL GTC SPEED

EXTERIOR FEATURES Dark tinted radiator grille and lower grille
Chromed headlamp bezels
Twin rifled oval stainless steel sports tail pipes
Lowered sports suspension
20-inch, two-piece, multi-spoke alloy wheels

INTERIOR FEATURES Unique treadplates bearing 'Speed' model name
Diamond quilted hide to seat facings, doors
and rear quarter panels
Embroidered Bentley emblem to seat facings
Cloth hide headlining
Single-tone, hide-trimmed multi-function steering
wheel in a 3-spoke sports design with brushed silver
switch surround
Sporting gear lever finished in knurled chrome and hide
Drilled alloy sport foot-pedals

CONTINENTAL GTC

EXTERIOR FEATURES Bright chromed radiator grille
Chromed headlamp bezels
Twin oval stainless steel tail pipes

INTERIOR FEATURES Single tone, hide-trimmed multi-function
steering wheel in a 4-spoke design
Brake pedal with Bentley 'B' emblem
Hide and chrome trimmed gear lever with
manual shift change facility

SELECTION OF OPTIONS AVAILABLE
'Naim for Bentley' premium audio system
iPod/MP3/USB interface
20-inch, two-piece, seven-spoke alloy wheels (GTC only)
Fade-resistant carbon ceramic brakes
ACC Adaptive Cruise Control

THE MULLINER DRIVING SPECIFICATION
(STANDARD ON GTC SPEED, OPTIONAL ON GTC)

THIS PACKAGE INCLUDES:
• Choice of veneers - Burr Walnut, Dark Stained Burr Walnut,
Piano Black (additional veneers available at extra cost)
• Drilled alloy sport foot-pedals
• Sporting gear lever finished in knurled chrome and hide
• Diamond quilted hide to seat facings, doors and rear quarter panels
• Embroidered Bentley emblem to seat facings
• 20 inch 2-piece alloy sports wheels (GTC only)
• 20 inch multi-spoke alloy wheels in Dark Tint painted finish (GTC Speed only)

MULLINER FEATURES AVAILABLE SEPARATELY FOR BOTH MODELS:
• Mulliner alloy fuel filler cap
• Exterior paint match service to customer specification
• Exterior paint colour from Arnage range
• Contrast stitching to seats and door panels
• Cross-stitching to seats and door panels (in contrast)
• Embossed 'BENTLEY' to seat facings
• Choice of premium veneers – Chestnut and Olive Ash
• Fascia panels available in bright or dark tint* aluminium
• 4-spoke wood and hide-trimmed multi-function steering wheel
(choice of veneers - Burr Walnut, Chestnut, Dark Stained Burr Walnut,
Madrona, Piano Black)
• Lambswool rugs
• Deep-pile carpet mats with hide trimming to front and rear footwells
(matched to carpet)
• Boot carpet to match interior carpet

*Available on GTC Speed only

-Ends-

Spy Shots: Mitsubishi Lancer Ralliart Sportback

Steven J. Ewing — Tue, 06 Jan 2009 08:30:26 -0600

After Mitsubishi unveiled the Lancer Sportback for Europe, the automaker announced that we'd be getting our own version in America at some point in 2009. Well, Mitsubishi wasn't lying, judging by this nearly production-ready Lancer Ralliart Sportback that was caught traveling up US-23 outside of Ann Arbor this morning.

While these prototypes don't have the stylish wheels and clear taillights of the Prototype S show car, we won't necessarily rule them out as options. Instead, these Sportback models were using the same wheels from the Lancer Ralliart and GTS sedans, and the standard red-enclosed taillights don't look too bad, either. As for power, we highly doubt that Mitsubishi will be tweaking with any of its engine choices. Additionally, we like that Mitsubishi opted to nix any sort of window between the C- and D-pillars, though we're sure how bad of a blind spot that will create until we get some actual seat time in the little Mitsu.

Us? We're looking forward to a seeing how this Mitsu stacks up to the Subaru WRX five-door, and we might even be hoping that the all-mighty Evo takes this body style someday, too.

Porsche Panamera To Officially Debut In April At The Shanghai Auto Show

Steven J. Ewing — Mon, 05 Jan 2009 15:44:19 -0600

While earlier reports had said that the all-new Panamera sport sedan would be unveiled at the Geneva Motor Show, the folks at Porsche have confirmed that their newest model will, in fact, debut at the Shanghai Auto Show in April. This decision was based on the growing importance of the Chinese market, making Shanghai one of the more important auto shows of the year.

When the Panamera debuts, Porsche will show normally-aspirated and twin-turbo V-8 variants (read: Panamera S, Panamera Turbo), while the V-6 base Panamera will debut later in the year. All of the Porsche sedans will be rear-wheel drive, though the Turbo will be available with a "super-light" all-wheel-drive system. Expect the Panamera to go on sale in the third or fourth quarter of 2009.

+ Motor Authority: Porsche will unveil Panamera at 2009 Shanghai Auto Show

Buyer's Guide: 2009 Volvo XC70

NextAutos Staff — Mon, 05 Jan 2009 13:14:25 -0600

Volvo recently launched a new option for the XC70 -- the T6 turbocharged 3.0L engine, with 281 hp. We just drove the car with the T6 and updated the Buyer's Guide for this interesting Volvo.

Car Summary

The XC70 has the hauling ability that families have come to cherish in their Volvo wagons, with a measure of sure-footedness on- and (occasionally) off-road. For most practical purposes, the XC70 functions the same as the slightly more civilized V70 wagon but it has that buff SUV-like body, extra ground clearance and driving position that customers like in both urban and exurban settings. Volvo’s AWD system performs admirably in most situations with its Haldex differential, but the XC70 still hasn’t got the same sort of athletic ride as some of the German competition.

Pros
- Load space is quite configurable and spacious
- Attractive, comfortable interior and distinctive "not-an-SUV, not-a-wagon" exterior
- Compliant ride mixed with acceptable handling gives a balanced performance for a taller AWD vehicle

Cons
- Doesn’t have the sporting feel (nor the sometimes crashy ride) of other premium wagons
- Expect to average no more than 20 mpg, except in pure highway driving

Read more about the Volvo XC70 on the XC70 Buyer's Guide page, where you'll find our driving evaluations, previous road tests, galleries, and more. You can find Buyer's Guides to other vehicles in the NextAutos Car Search database.

Video: BMW X6 M Testing on the Track

Steven J. Ewing — Mon, 05 Jan 2009 10:51:37 -0600

We recently posted a video of BMW engineers testing the new X5 M prototype around the Nürburgring, but a new video has surfaced starring the upcoming X6 M. In this video, ride along with some of BMW's development team and learn about some of the aspects that this high-performance X6 will bring to the road.

+ YouTube: BMW X6 M Testing

Report: Suzuki Stopping Development of Kizashi Sedan?

Steven J. Ewing — Mon, 05 Jan 2009 10:40:41 -0600

In a somewhat odd turn of events, reports have popped up claiming that Suzuki may be stopping its development of the new Kizashi mid-size sedan, even though we've seen a number of prototypes running around in almost dealer-ready specification. While the Global economy may not be favorable to the automotive scene, it seems weird that Suzuki would completely nix the development of what could be a very important car for its brand.

The automaker has flaunted its line of Kizashi concept cars for quite some time now, and we were really hoping to see Suzuki pull through with a stylish mid-size vehicle. And while Suzuki does have a few attractive products in its showcase, the Kizashi could only have furthered Suzuki's quest to become a leading Japanese automaker.

As of this writing, the Kizashi's death is not set in stone, and we'll be sure to keep you updated with any breaking news on this front.

+ Reuters: Suzuki to shelve plans for large car (via Autoblog)

Preview: 2010 Cadillac SRX Revealed Before Detroit Auto Show

Steven J. Ewing — Sun, 04 Jan 2009 01:16:27 -0600

After releasing a teaser video of the new Cadillac SRX playing in the snow, General Motors has officially taken the wraps off of the new Caddy crossover which will officially debut at the Detroit Auto Show in a few weeks. While the outgoing SRX was based on the CTS's platform, the 2010 SRX uses GM's Theta groundwork (also found on the new Chevrolet Equinox) to create an a more attractive MPV for the Cadillac brand. This means that while the outgoing SRX was available in rear-wheel drive (with optional all-wheel drive), the new vehicle will be offered in front-drive for the base model with AWD available. Additionally, the Cadillac designers have carried over with their "Art and Science" theme, making the new SRX doubly more attractive than the outgoing model.

The SRX can be had with a choice of two powerplants: a direct-injection 3.0-liter V-6 which produces 260 horsepower and 221 pound-feet of torque, or a turbocharged 2.8-liter V-6 which pumps out producing 300 horsepower and 295 pound-feet of torque. Both are mated to a standard six-speed automatic transmission and, as mentioned before, can be had with front- or all-wheel-drive configurations.

All of this, combined with a rather attractive interior, should make the SRX a rather worthy competitor for vehicles like the Acura RDX and Infiniti EX35. We'll have live shots for you when the SRX officially debuts on the Cobo Hall floor. In the meantime, click through our gallery of press shots and click through the post for GM's official press release and a video!

2010 CADILLAC SRX: A DISTINCTIVE ALTERNATIVE FOR TODAY'S LUXURY CROSSOVER CONSUMER

DETROIT – Cadillac unveiled the next-generation 2010 SRX Crossover today, featuring a completely new design and more-efficient, high-technology engine choices. The new SRX is a mid-size luxury crossover coming to the North American International Auto Show next week.

"The all-new SRX is a fresh and compelling crossover aimed squarely at the priorities of luxury buyers," said Mark McNabb, North America vice president, Cadillac/Premium Channel. "With new technologies for increased efficiency and safety, the redesigned 2010 SRX Crossover focuses on both the emotional and pragmatic sides of the luxury consumer."

The 2010 SRX is designed for efficient performance, including the choice of two high-tech six-cylinder engines that are new to Cadillac – the smallest-displacement engines it offers in North America. A new, 3.0L direct injected V-6 engine is standard and a new, 2.8L turbocharged V-6 is optional. Both engines employ technology that helps produce strong performance that is typical of larger-displacement engines. Direct injection enables a 25-percent reduction in hydrocarbon emissions. Fuel economy in the mid-20s on the highway is expected, but testing isn't complete.

Performance and safety are enhanced by an available all-wheel-drive (AWD) system that is designed to optimize vehicle handling and stability in all driving conditions. The AWD system includes an advanced electronic limited-slip differential (eLSD) that distributes torque as needed from side to side along the rear axle, as well as from the front to rear axle. The pre-emptive, active-on-demand system provides an extra measure of capability in wet or icy conditions.

The 2010 SRX rides on a wide track that was designed to deliver a nimble, responsive driving experience. It seats five, with generous occupant and cargo room, and can tow up to 3,500 pounds (1,587 kg).

Distinctive design and craftsmanship

"Cadillac is known for bold design. The 2010 SRX Crossover builds on that reputation," said Clay Dean, Cadillac global design director. "As with the 2008 CTS, we advanced our Art and Science design to create a crossover for style-conscious customers. The exterior features a dramatic diving gesture on the body side to impart the feeling of movement, even at rest."

A multi-piece shield grille and Cadillac's iconic vertical headlamps – with light pipe technology and available adaptive forward lighting – are the face of the SRX. They blend into a tightly wrapped, sweeping body that tapers downward at the rear, giving the vehicle a sporty profile, Dean said.

The SRX features a wide stance, minimal overhang and wheels pushed to corners. Eighteen-inch wheels are standard and 20-inch wheels are offered. A bold accent line dives across the body side and culminates at a chrome front fender vent that incorporates a side marker lamp. An integrated spoiler on the rearward edge of the roof extends the sleek lines and improves aerodynamics.

"Inside the new SRX, technical precision blends with old-world craftsmanship," Dean said. "Hand-cut-and-sewn coverings on the instrument panel and ambient lighting details convey a finely tailored cabin."

An integrated center stack houses controls for climate and audio systems, while the navigation system rises from the center of the instrument panel. A signature example of the SRX's attention to detail is the Cadillac script logos in the front door sill plates that illuminate when the doors are opened.

Advanced technology and entertainment systems

The 2010 SRX features numerous advanced electronic systems. Highlights include a "pop-up" navigation screen with three-dimensional imaging; adaptive forward lighting that swivels the headlamps in synch with vehicle steering; power liftgate with adjustable height setting; integrated hard disc drive for audio storage and a dual-screen system for rear entertainment.

Bluetooth compatibility is standard, as is OnStar's turn-by-turn navigation service for buyers who do not select the car's navigation system option.

Efficient performance

The SRX is powered by a new, fuel-efficient direct injected 3.0L V-6 that delivers an estimated 260 horsepower (193 kW) and is paired with a six-speed automatic transmission. Direct injection results in more power, better fuel economy and lower emissions, all will a smaller-displacement package. As a result, the new V-6 engine is expected to raise the SRX's standard power rating by 5 horsepower, while achieving an estimated 1 0-15-percent fuel economy improvement.

The 3.0L direct injection V-6 is a smaller-displacement version of the 3.6L, direct injection engine featured in the CTS sport sedan and named one of the world's 10 Best Engines for 2009 by Ward's Automotive. Along with direct injection technology, the 3.0L engine employs variable valve timing to optimize power and fuel efficiency and reduce emissions.

The Hydra-Matic 6T70 six-speed automatic transmission helps save fuel by lowering the engine's rpm at constant highway speeds, while manual shift control enables greater driver interaction when desired. The new SRX includes a driver-selectable "eco mode" that alters transmission shift points to maximize fuel economy.

"The 2010 SRX will deliver excellent, balanced driving dynamics in all types of weather," said Bob Reuter, global vehicle chief engineer. "The all-wheel-drive system with electronic limited slip effectively transfers torque not only from front to rear, but also along the rear axle. This system sets a new benchmark for all all-wheel-drive systems, giving the driver control and confidence on any road surface."

Traction control is taken a step further on AWD models with the rear eLSD. In icy or wet conditions, the system can transfer up to 100 percent of torque to the wheel that has more grip. The eLSD also gives the driver enhanced control when cornering hard or completing a high-speed maneuver, such as a lane change, by momentarily applying more or less torque to either of the wheels to help the rear of the vehicle more closely follow the direction of the front wheels.

The suspension includes a real-time damping system in conjunction with AWD that adjusts shock damping rates in response to road conditions for a smooth ride quality.

Enhanced safety

SRX's safety features are designed to protect occupants before, during and after a crash. A strong body structure and chassis that absorbs crash energy is complemented by the use of martensitic steel in the fully enclosed rocker sections. Martensitic steel is one of the strongest available and its use in the rockers helps protect against intrusion during a side-impact crash, while also maintaining the structure during front and rear crashes.

Additional safety features include standard head curtain side air bags, standard front seat-mounted pelvic/thorax side air bags, front safety belts with dual pretensioners and load limiters, rollover mitigation sensors, a pedal release system, trailer stability assist and OnStar.

The SRX was also designed to meet European pedestrian protection standards; and the front bumper is positioned for greater compatibility with car bumpers.

Production begins in the second quarter of 2009, with dealer availability shortly thereafter.

PRELIMINARY SPECIFICATIONS

Models:
2010 Cadillac SRX

Body style / driveline:
five-door, 5-passenger front engine transaxle; front-wheel-drive/all-wheel-drive mid-luxury crossover vehicle

Construction:
steel body frame integral; galvanized steel front fenders, hood, roof, door panels, one-piece bodyside outer panel, and liftgate

EPA vehicle class:
sport utility vehicle

Manufacturing location:
Ramos Arizpe, Mexico

Key competitors:
Lexus RX; Acura MDX; BWW X3 and X5

Engines

3.0L DOHC V-6 direct injection, variable valve timing, four valves per cylinder
2.8L DOHC Turbo V-6, four valves per cylinder

Displacement (cu in / cc):
182 cu in / 2986 cc
170 cu in / 2792 cc

Bore x stroke (in / mm):
3.50 x 3.16 in / 89 x 80.3
3.50 x 2.94 in / 89 x 74.8

Block material: aluminum
Cylinder head material: aluminum

Valvetrain: DOHC, 4 valves per cylinder

Ignition system:
coil-near-plug
pencil Coil

Fuel Delivery:
high-pressure direct injection
PFI returnless

Compression ratio:
11.7:1
9.5:1

Horsepower (hp / kw @ rpm):
260 / 193 @ 6950 (est)
300 / 224 @ 5500 (est)

Torque (lb-ft / Nm @ rpm):
221 / 300 @ 5600 (est)
295 / 400 @ 1850 (est)

Recommended fuel:
regular unleaded; E85 capable
premium unleaded

Max engine speed (fuel cut-off):
7100
6500

Emissions Controls:
dual close-coupled catalysts and single underfloor catalyst; variable valve timing, evaporative system
dual close-coupled catalysts

Fuel economy (city / hwy)
TBD
TBD

Transmissions

6T70 Hydra-Matic six-speed transverse, electronically controlled, automatic overdrive transmission
AF40 Aisin Warner six-speed transverse, electronically controlled, automatic overdrive transmission

Chassis and Suspension

Front suspension:
independent, strut-type, specifically tuned coil springs, direct-acting stabilizer bar (hollow); hydraulic ride bushings

Rear suspension:
linked H-arm, hollow stabilizer bar; real-time damping available

Traction control:
all-speed using engine torque reduction and brake intervention

Steering type:
specifically calibrated hydraulic-power-assisted rack-and-pinion for V-6 models

Steering wheel turns, lock-to-lock
2.84
Turning circle, curb-to-curb (ft / M):
40.3 / 12.2

Steering ratio:
16.5:1

Brakes

Four-wheel power-asssited disc with ABS (and ESC); vented front and rear rotors; aluminum calipers front and rear (two-piston front calipers, single-piston rear calipers)

Brake rotor diameter – front (in / mm):
13.6 / 345 x 1.2 / 30

Brake rotor diameter – rear (in / mm):
12.4 / 315 x 0.9 / 23

Total swept area (cu cc):
front: 179.4
rear: 72

Wheels and Tires

Wheel size and type:
18-inch aluminum (std on all models)
20-inch aluminum (opt on all models)

Tires:
P235/65R18 AL3
P235/55R20 AL3 or 235/55R20 HW4

Exterior Dimensions

Overall length (in / mm): 190.2 / 4833
Overall width (in / mm): 75.1 / 1910
Overall height (in / mm): 65.6 / 1668
Wheelbase (in / mm): 110.5 / 2807
Front track (in / mm): 64.0 / 1626
Rear track (in / mm): 63.7 / 1620

Interior Dimensions

Seating Capacity (front / rear): 2 / 3

Headroom (in / mm):
front: 39.7 / 1009
rear: 38.4 / 976

Legroom (in / mm):
front: 41.2 / 1047
rear: 36.3 / 923

Shoulder room (in / mm):
front: 58.3 / 1481
rear: 56.2 / 1430

Hip room (in / mm):
front: 55.4 / 1408
rear: 54.7 / 1391

EPA passenger volume (cu ft / L) : 100.6 / 2848.6
EPA interior volume (cu ft / L): 129.8 / 3675.5
Cargo volume behind first-row seats (cu ft / L): 61.18 / 1732.4
Cargo volume behind second-row seats (cu ft / L): 29.20 / 826.8

Capacities

Trailer towing maximum (lb / kg):
3.0L: 2500 / 1136 (without towing package)
3.0L: 3500 / 1590 (with towing package)
2.8L: 3500 / 1590 (with towing package)

Maximum tongue weight (lb / kg): 350 / 158

Fuel tank (gal / L): 21 / 79.5

Cooling system (qt / L):
3.0L: 12.4 /11.7
2.8L: 12.6 /11.9

Mercedes-Benz Releases CLS Grand Edition for 2009

Steven J. Ewing — Fri, 02 Jan 2009 13:28:14 -0600

Even though Mercedes-Benz is working on a refresh for the CLS ~~sedan~~ "four-door coupe," the folks in Stuttgart have created this latest special version of the CLS, called the Grand Edition. Most strikingly, this CLS is available in platinum matte paint which Mercedes-Benz says is highly stratch- and dirt-resistant. However, if matte isn't your thing, black, siler, red, and grey are also available on request.

The CLS Grand Edition comes standard with bi-xenon headlamps, AMG eighteen-inch wheels coated a in titanium grey finish and housed inside 245/40 rubber up front and 275/35 tires out back. Additionally, the Designo interior comes with an Alcantara headliner and six different leather choices. Laurel wood trim and stainless steel pedals are also standard.

As for power, U.S. customers can expect the same 5.5-liter V-8 from the normal CLS550, while Global customers can choose from other powertrain options. The Grand Edition officially goes on sale today for €67,294 (around $93,000) and the first deliveries will take place in March. Click through the post for Mercedes-Benz's official press release.

Stuttgart – The new CLS Grand Edition special-edition model sees Mercedes-Benz introducing a new highlight to the segment for four-door premium coupés. A matt designo paint finish lends spectacular definition to the lines of the coupé and makes the CLS Grand Edition really catch the eye. This exclusive style is echoed in the interior with high-grade designo leather and high-quality equipment details. All of which makes the multi-design-award-winning Mercedes-Benz Coupé unmistakable.

Coupés are truly special cars. Not least the Mercedes Coupés, which have always epitomised automotive elegance, exclusivity and refinement at the very highest level. With the CLS, Mercedes-Benz paved the way for four-door coupés. The trend-setting model from Stuttgartinspires coupé enthusiasts with its exciting and muscular styling.

Even more pronounced lines through new paint

The new Mercedes-Benz CLSGrand Edition catches the eye straight away. A unique "designo magno platinum" matt paint finish brings the lines and contours of the premium Coupé fully to the fore and emphasises its multi-award-winning design. As well as being an eye-catching feature, the matt paint finish is highly scratch- and dirt-resistant. In keeping with the avant-garde paintwork, the radiator grille louvres are also painted in "designo magno platinum".
The Grand Edition customers can select from a choice of metallic paint finishes: obsidian black, iridium silver, carneol red or flint grey.

The additional exterior equipment for the CLSGrand Edition includes:

    * Bi-xenon headlamps with dark headlamp casings, active light function and cornering light function in the fog lamps, headlamp cleaning system, and dynamic headlamp range adjustment
    * Exclusive, high-sheen AMG18-inch 5-spoke light-alloy wheels with pockets painted in titanium grey, shod with 245/40 R 18 (front) and 275/35 R 18 (rear) tyres
    * A "Grand Edition" insignia on the front wings

designo interior displaying sporty, elegant touches

The no-nonsense elegance continues inside the car. Here a perfectly matched designo interior and a roof lining in anthracite Alcantara, together with the standard-fit tilting/sliding glass roof, define the sporty, elegant style. Special touches are provided by the designo leather upholstery in "marron" – with the option of substituting this shade for sand, black, mystic red, porcelain or chablis.

The trim elements in high-quality laurel wood can be ordered with either a matt or a high-gloss finish. The same material is used for the selector lever and the wood/leather steering wheel. Sport pedals in brushed stainless steel with rubber studs underline the sporting credentials of the CLSGrand Edition.

The extensive range of equipment includes the sophisticated COMAND APSMultimedia control and display system, comfort telephony, PARKTRONIC and "Grand Edition" velour floor mats.

Pioneering engine technology in the CLS 350 CGI

There are four engine variants available for the CLSGrand Edition, including the V6 unit for the entry-level CLS280 model and, perhaps most impressively of all, the CGIdirect-injection power plant for the CLS350 CGImodel, offering high output and low fuel consumption. This V6 engine with piezoelectric direct injection and spray-guided combustion develops 215 kW/292 hp and consumes just 9.1 litres of premium unleaded petrol per 100 kilometres (NEDC combined).

The Mercedes-Benz CLSGrand Edition can be ordered from January 2, 2009. Prices start at 67,294.50 Euros incl. VAT (CLS280 Grand Edition). The deliveries to customers start in March 2009.

Report: Lotus Developing Electrically Assisted Sports Car

Steven J. Ewing — Fri, 02 Jan 2009 12:00:25 -0600

Automakers like Tesla and Fisker have opened the door for electric sports cars, and now there are repots that Lotus is working on a battery-powered vehicle, as well. According to Lotus' CEO, Michael Kimberly, we should not be "surprised to see an electric Lotus shortly."

According to Motor Authority, this new Lotus will use a gas-powered generator to charge its batteries on the go and that this vehicle will be able to travel up to 400 miles on one tank of fuel. Lotus says that they're working in collaboration with a major automotive manufacturer to develop certain parts of this sports car. Also, MA points out that Tesla currently contracts Lotus to assemble the bodies for its electric roadster, though this new product from Lotus will compete directly with cars like the Tesla.

As for us, we're eagerly awaiting the fuel-sipping comparison test between these electric sports cars. Lotus wants to develop this car in order to expand its model range after the official launch of the new four-seat Evora later this year.

+ Motor Authority: Lotus working on range-extending electric vehicle

Spy Shot: 2010 Jaguar XF-R Roars into View!

Seyth Miersma — Fri, 02 Jan 2009 08:24:42 -0600

Jaguar’s XF sedan has enjoyed heaps of praise from the public and the motoring press since its introduction, something that’s not likely to change when this “R” version hits the ground running.

This lightly dolled up Jaguar mule shows an XF-R that should be able to take the measure of even the sternest of the German competition, especially with a 500 horsepower supercharged V-8 churning away under the hood. The 5.0-liter eight is an all new direct injection engine as well, meaning that it’s likely cleaner and more frugal than big Jag engines of the past.

The XF-R will have a few subtle clues about its performance potential as well (if one can call 20-inch wheels subtle), with bigger shoes, a small rear lip spoiler, chromed quad exhaust tips, and revised bumpers. Take a look above.

Scroll down below to read more from our spy shooter in the field.

Naughty Cat…

Here are some shots of the car that will try to make the life harder for the Mercedes AMG E63 and the M5 from BMW. The Jaguar XF-R, and here it’s spied almost fully unmasked.

Rumored to get a 500 horsepower supercharged strong V8, this will be the top of the line XF for some time. This is not just a hotter version of the 4.2 liter engine, but a new 5 liter direct-injection engine with cleaner emissions. There was also some talking about a XFR-R that should deliver some 600 horsepower, but the economical climate in our world has stopped those plans for now.

These photos reveal most of the exterior changes, like the new 20 inch wheels, the small rear spoiler and the air intakes in the hood. Front spoiler will get bigger air intakes and of course, the chrome tipped quad exhaust pipes.