Automakers

First Drive: 2009 BMW 7-series Gives Less Bangle, More Bimmer

Matt Davis — Mon, 28 Jul 2008 13:15:57 -0500

An early pre-production drive of the new 7-series shows that we can drive it like an M5 or like an overstuffed pillow. Both are convincing.

Miramas, France –

This was an incredible sensation we have to tell you about first. We’ve melted tires and drifted BMW M3s, M5s, and M6es without any effort whatsoever. We tried getting the 128i or 135i to do these things and it wasn’t easy. We tried the 335i and it’s just too composed to make it easy, though it can be done under certain circumstances. Bottom line is that BMW makes cars that must seize the driver’s heart and soul without much ado. They should goad us to play.

While we certainly have always felt the comfort and excellent build on recent 7-series, what we have never felt is any sense of heart or soul seizure from the experience. It’s this passionate edge that should always separate BMW cars (at least those at the high end of each model line) from Mercedes-Benz or Audi cars, if we’re limiting ourselves here to the Germans.

We just got done drifting effortlessly the almost all-new 750i and 750Li which will start deliveries in North America soon after the 2009 North American International Auto Show next January. This was happening in early pre-production cars from the Dingolfing factory on a heavily watered curve-filled area at the BMW proving grounds in southern France. You could retort that doing this on a wet closed course isn’t legit, but we’d sock you in the nose. When have you ever heard of or thought of a luxury car of this size being able to do this in any controlled manner over any surface at all?

Ask whether this talent is really at all necessary in a 7-series and we can see your point. But, then, why shouldn’t the richest buyers of the sporty BMW brand have the ability at least of setting the car up to do this under the right conditions? We had a stunning time sliding this big beast around and modulating the throttle and wheel spin over the sunny soaked surface. Judging from the reactions of the other three people in the car with us while we were at the wheel, they were as shocked and amazed by this new 7 as we were.

This new 7-series – codenamed “F01” for the normal wheelbase and “F02” for the stretch edition – does almost everything for us that we were hoping for in helping us put the oddly designed E65/66 current 7 Series out of our minds forever. While this has been the best selling 7 in the history of BMW, the design just has never really thrilled anyone we’ve ever spoken to, including ourselves. This, and the fact that the notorious iDrive onboard system was first thrust upon us in the current 7 back in late 2000, has made our admiration for the 7’s strengths strictly conditional.

First, the new car is very handsome and very BMW, with much more Adrian van Hooydonk and sexy California in it than the current car’s Chris Bangle and confused Bavaria. Height, width, and length dimensions are nearly the same as from the outgoing model. Basic big changes include the passenger cabin moving rearward a bit in orientation, the entire tail of the car having more presence and a very pleasant look, while the kidney grill gets augmented to our liking and in profile is upright and the furthest forward point of the car. It’s as though BMW has heard us loud and clear.

Inside, there was never anything glaringly in need of change apart from the awful earlier versions of the iDrive technology. (For another criticism of that, just read our review of the Rolls-Royce Phantom Coupe.) BMW has answered this very clearly in time for the launch of the new 7-series. First off, the screen is a whopping 10.2 inches wide and the whole center stack is nicely turned 7.2 degrees toward the driver, which automatically makes way for clarifying every function that may never have been clear until today. Menus still operate via the circular mouse on the center console, but are now vertical and use terminology that works better. In the meantime, entering new addresses is slick and easy as the letters and numbers to enter are presented in a wheel format as we’ve seen on some other manufacturers’ systems. Several of the more banal top-level features we always seek, like a CD change, a quick jump to the Nav screen, or the Back button, are now all intuitively clustered around the mouse wheel. We like and often love this new iDrive, so let the whining cease!

Whether in 750i or 750Li trim, the basically new version of the company 4.4-liter V-8 (also used in the X6 xDrive50i), now fitted with twin turbochargers and capable of 402 horsepower, is a revelation. The first question we ask after having throttled it around at Miramas is: “Why on Earth do you need the 439-hp V-12 in the 760i and Li?” This a forty horsepower climb over the current naturally aspirated 4.8-liter V-8, plus 81 more pound-feet of torque (442 lb-ft total) to bring it dead equal with the V-12 anyway. And, of course, this bi-turbo V-8 750i or Li weighs roughly 350 pounds less than the 760 models. This a smoking combination that definitely threatens the existence of the V-12 engine in the BMW lineup. What we drove was a car that reacts much faster and can be every bit as comfortable and luxurious as the present V-12-equipped car. And your fuel bill will reflect all of this quite handily.

The two big new features technically are standard Dynamic Driving Control and the optional Integral Active Steering. DDC functions via a toggle switch just to the left of the electronic automatic shift joystick, and it changes the Dynamic Stability Control threshold of intervention, alters steering assistance, and recalibrates both gearshift timings and throttle tip-in. In Comfort mode, we felt like potentates en route to a soiree – as though our efficient V-8 were a fuel-spitting V-12. Switch to Normal and you’re good for city duties and the everyday wear and tear. In Sport mode, you get that very typical BMW Euro feel that we have adored for so many years and around so many curvy roads. All that happens in Sport Plus is the DSC threshold is taken just one step away from fully off, but the system will still rescue you readily if your talent expires. DDC presents us honestly with four distinctly different European driving experiences.

The IAS option meanwhile is essentially four-wheel steering that makes the previously odious Active Steering on the front axle acceptable by steering the rear wheels as well by up to three degrees. Below 38 mph (i.e. 60 kmh), the rear wheels turn in the opposite direction from the front wheels in order to assist slower speed maneuverability. Above 38 mph, the rears turn in the same direction as the fronts, something which made our high-speed slaloms and lane changes a composed breeze. You can’t get one without the other technology now on the 7-series, so you’re either fully IAS or fully traditional.

At last to the wet parcours and all the enlightening fun. All you have to do is press the DSC button just forward of the transmission joystick and you are left only with DTC for traction control. But keep the button pressed for three seconds and you are left with your inner ear and your throttle and steering expertise. While it could be made better only with a slightly more responsive throttle in transitions, the mere fact of tossing the big 7 around between weight shifts and drifting perfectly through very long wet sweepers was a surreal thing to behold. The limited-slip differential comes to help a bit, but we were fundamentally in M5/M6 mode out there.

As we said, deliveries start after the January 2009 NAIAS in Detroit. Look for pricing to start at around $84,500 for the 750i and at $87,500 for the 750Li. BMW is also indicating that an ActiveHybrid version – as planned also for the X6 – is being engineered as we speak, while the Hydrogen 7 will indeed experience a new generation version with this new 7-series. The 730d diesel six-cylinder or 740i six-cylinder gas setups will most likely remain Europe-only. In addition, we should expect a new eight-speed ECVT transmission for the 7-series at the midlife facelift point in 2011.

2009 BMW 750i
Engine bi-turbo v8, 4.4 liters, 32v
Output 402 hp / 442 lb-ft
Top Speed 155 mph*
Weight 4453 lbs.
0-62 MPH 5.2 secs.
Price as Tested (EST) $100,000

"Premium," "Agile," and "Hyundai" Go Together

NextAutos Staff — Tue, 08 Jul 2008 12:17:36 -0500

One thing was clear long before we first set eyes on the Hyundai Genesis premium rear-wheel-drive sedan prior to the April 2007 New York International Auto Show: the Genesis four-door phenomenon is only partially about driving the car.

Click through to read on.

Forbidden Fruit: 2008 Mini Cooper D

NextAutos Staff — Wed, 02 Jul 2008 09:53:04 -0500

We at Winding Road and NextAutos are always eager to test the diesel offerings from global manufacturers and we were grinning with excitement when the folks at Bosch offered us the keys to a Mini Cooper with a 1.6-liter diesel engine. According to Bosch, this Mini will achieve fuel economy numbers in upwards of 50 miles per gallon, which will shame many hybrid offerings currently sold in the States. (Click through to read our full impressions of the Mini Cooper D.)

Chris Paukert
Editor-In-Chief

In this business, it’s commonplace for people to pull up to you in a nice car and ask questions like “How fast does it go?” and “What’s she got under the hood?” Well, the times, they are well and truly a-changin’.

I took our Mini D into a drive-thru, and noticed that while I was waiting in line that the older couple in an ’08 Ford Focus behind me were studying it quite closely (the Bosch diesel window headers give away the oil-burning game). As I pulled away from the second window with my food, the attendant shouted “Wait! Wait!!” and waved his arms excitedly. With the start-stop diesel having already fired and me being about a half a car-length away, I literally had to back up to the window, wondering if perhaps I had absentmindedly forgotten my change or perhaps they had shorted me my salad dressing. Nope. “The people behind you want to know how many MPGs your car gets!” the employee exclaimed. Not to sound snobbish, but I’m not altogether convinced that a year ago, the average American would have even known what MPGs are. This is a change for the better.

As for the Mini itself, it was quite enjoyable. There’s no mistaking the engine for anything other than a diesel (it’s not the quietest unit in the business), but it is torquey and provides ample power for those not expecting Cooper S levels of performance. This was the first time I experienced Mini’s stop-start technology on U.S. roads, and it proved itself to be up to the suburban grind. It’s essentially impossible to catch the system napping, as it restarts the engine at stops very quickly, but the engine will also seemingly randomly fire up while stationary, perhaps to run the accessories (I actually managed to get the engine to re-fire just by activating the turn signal or adjusting the HVAC, which feels odd). As it’s a diesel, there’s a slight but noticeable shudder when the engine shuts down, which is something I imagine takes a little getting used to. Overall, it’s a nice feature to have to save fuel, but it's nice to have a defeat switch as well.

To be clear, I’m all for more diesels in this country, and I can see many people opting for a car like this over a Toyota Prius or Honda Civic Hybrid for a lot of reasons: Superior handling, cheeky style, more upscale (if ergonomically messy) interior, ease of parking, and so on. But meeting tough U.S. emissions standards with a diesel isn’t cheap, and I suspect that it’s going to take a while before the cost component makes sense. Given the respectable mileage that a standard Mini gets, if diesel power is a premium of a few thousand dollars, I’m on the fence about whether enough people would opt for the oil-burner, at least at current gas prices. If they creep up a bit further, however, watch out.

Nate Luzod
Art Director

What a great weekend – Mini fun with MPGs to embarrass a Prius. Could life get any better? I drove much more than usual, reasonably fast, and used barely half a tank for three days worth of errands. Trips to IKEA, then returning months worth of recycling, then grocery shopping, then schlepping around extra junk from cleaning out my office – the Mini held so much more than we’d expect just by looking at it. But I digress, since that pertains to both gas and diesel. There was a noticeable lack of acceleration when trying to perform our typical Mini maneuvers, but the gurgling diesel sound kept us entertained nonetheless. Everything else works as we should expect, with solid steering and feel at speed, and confidence-inspiring all-around view that lets us fit in and out of places we probably shouldn’t.

As a clever fuel-saving technique the Cooper D cuts the engine automatically at stoplights. Throw it in neutral and take your foot off the clutch, and the Mini shuts down (radio and AC will continue) – almost mimicking a ‘controlled’ stall. To get going again, push the clutch in and it starts back up before your left foot hits the ground. It happens so quickly that there’s no noticeable delay– and as much as I enjoy the sputtering sound of diesel, it’s rather nice to have absolute silence at a standstill.

I don’t know that I’ve ever had as much fun in something so economical. I’d easily trade the dampened performance for the extra MPGs – it’s a no-brainer if we’re talking daily-driver. Too bad we can’t look forward to having these here in the states anytime soon.

Laura K. Cowan
Chief Copy Editor

Fuel economy in the forties without driving conservatively or using the start-stop feature is nothing to turn your nose up at. I was impressed that a vehicle so much larger inside than it looks and so fun to maneuver would be so economical. The Bosch decals on our tester drew quite a bit of attention from pedestrians and fellow drivers, so I wonder why the company didn’t add a “40+mpg” sticker to explain why diesel is so great. Some family friends thought the car was adorable but lost interest when they realized it was a diesel, saying, “Those of us who owned diesels in the Seventies and Eighties won’t be buying one.” I guess diesel still has a ways to go to prove itself to Americans. There was a slight lack of acceleration in our diesel Mini Cooper, but it was nothing I would trade for worse fuel economy. The car has enough power to do whatever you need, it just has an engine note that’s a little silly.

Steven J. Ewing
Production Assistant

I really, really like this car. The direct-injection 1.6-liter diesel is a perfect fit in the Mini Cooper and the power figures are more than adequate for a car this size. The base gas-engined Cooper is certainly no slug, but the extra torque boost from the diesel-engined Cooper proved to be really nice, especially during highway passing situations. I could easily leave the Mini in sixth gear and have plenty of power to zoom around eighteen-wheelers without having to push too hard into the throttle. Over the past week, I put around 2700 miles on a U.S.-spec Cooper S and though it was a ton of fun, I kept wishing for the diesel’s smoother powerband and generous fuel economy.

The interior is standard Mini fare all around. I must say, though, that the large speedometer is growing somewhat tiresome. This design scheme was a cute addition in the Mini’s first couple of years, but now I feel that the speedo’s large space requirements could be better merchandised. Better stereo controls and larger HVAC buttons would be nice. As is, I don’t like that the volume control is placed below the CD changer. During my time in this car, I reached for the knob in the middle of the radio unit and became increasingly frustrated when it would occur to me that I’d have to reach a bit lower for volume adjustment. If outfitted with the optional navigation system, the big speedometer is pretty much obsolete. I’d prefer a much cleaner dash arrangement overall.

All in, though, this car is a complete winner. If the United States can become better adapted to small diesel engines, I think that the Cooper D has a good chance of survival in this market.

2008 MINI COOPER D

Engine: Inline-4, 1.6 liters, 16v
Output: 108 hp/177 lb-ft
Transmission: Six-speed manual
0-62 MPH: 9.9 sec
Top Speed: 121 mph
Weight: 2601 lb
Fuel Economy, city/hwy: 50/67 mpg
(Based on European figures)

WR Magazine: 2009 Aston Martin V8 Vantage Road Test

NextAutos Staff — Tue, 01 Jul 2008 09:30:36 -0500

Despite teh enormous appeal of the V-12-engined DB9 and DBS models, Aston Martin's most complete car has always been the entry-level V8 Vantage, launched in 2005.

Click through to read on.

One Week Stand: 2008 Infiniti G37S Coupe

Steven J. Ewing — Tue, 24 Jun 2008 10:01:12 -0500

As our recent comparison test points out, there’s a lot of competition between the Infiniti G37 and the BMW 1-series. Since it had been about a year since our last run with the G37, we thought it would be worthwhile to brush up on our G knowledge to see if the 1-series really is the enthusiast’s preferred choice. Some of us cheer for the 1-series and some of us award the gold medal to the G37, but when it comes down to it, both cars are quite excellent, and we were very happy to spend some quality time during this past week with the stunning G37.

Chris Paukert
Editor-in-Chief

I’ve always been a huge fan of the styling of this vehicle, as well as the coupe segment in general, and I still really love the G37, but there’s a problem: I’ve now driven most incarnations of the BMW 1-series.

As much as I prefer the G’s styling (in fact, I consider its similarly-styled predecessor, the G35 Coupe, to be one of the best Japanese designs of all time ), I prefer the BMW’s more cohesive driving experience, as well as its interior. Don’t get me wrong, the G is a perfectly enjoyable proposition, with plenty of power from its VQ-series V-6, comfortable front seats, and solid handling. It also continues to have a very distinctive and enjoyable exhaust note, although this is primarily evident from outside the vehicle, not inside.

That said, I think the 1-series (both 128i and 135i) has a more linear clutch feel, a sweeter gearbox, and better handling, partly because it is lower in weight and smaller in size. The clutch/gearbox relationship in the Infiniti is certainly more cumbersome around town, lending the G a more rough-edged feel than the BMW.

Certainly from a cost perspective, the Infiniti is the bigger bang-for-your-buck proposition. Whether compared against the 1-series or the 3-series, the Infiniti has better standard equipment levels, and the options list is a lot friendlier on one’s pocketbook as well. It also has a simpler nav system (if you want factory GPS in the 1-series, expect iDrive), an important thing these days.

But the interior’s materials and overall fit-and-finish is simply not as good as in the Bimmers, and despite the G being nearly a foot longer overall, the 1-series is roomier in most interior dimensions—both on paper and in the real world. The G has the 1 beat in front-seat headroom and rear legroom, but that’s about it. The more gracious exterior proportions of the Infiniti take their toll on everything from rear-seat headroom to trunk space, and it’s noticeable.

Overall, I really enjoy the G37: it offers a compelling mix of traits (gorgeous styling, solid power, value pricing), but if it came down to my own dollars, I would have a hard time not wandering over to the Roundel, or perhaps saving a few more ducats for a new Audi A5.

Nate Luzod
Art Director

The G37S is a monster, through and through. Infiniti hit it out of the park with this one. In the back of my head I kept comparing it to the BMW 3-series, though I know a 1-series might be a more viable comparison (as evidenced by our story a few months back). Whatever the case, I might select the G over both, if given the choice. It’s got more usable space than a 1, it’s not as spendy as the 3, and it’s a more enjoyable drive than both. Acceleration in lower gears is appallingly fast, still very good in fourth through sixth, and it sounds amazing. I don’t mind the more minimal, Japanese interior, and almost prefer it to a more plush European setting. It almost gives the G a more legit, sporting feel. In a car like this, I have no problem foregoing some luxury—particularly when its perfectly comfortable as-is.

Laura K. Cowan
Chief Copy Editor

I really like this car. It's basically the Japanese M3 Coupe: gorgeous, sleek, powerful, and a blast to drive, but with a Nissan engine that rasps instead of purring like a BMW. The car wants to accelerate quickly and be driven quickly at all times, so city driving was a little frustrating. Once I got it out on the highway, it wanted to go faster still. If you like Japanese sports cars, you're guaranteed to love this one, as it feels tighter and better put together than its less expensive cousins. The clutch has that nice all-or-nothing feel, the brakes bite when needed but aren't overly abrupt, the steering is tight and has good feedback.

One thing I love about the G37 is how beautiful it is, and unlike a Mercedes, whose stunning exterior can only be viewed from outside the car, the G37's beauty can be seen even while driving it. I kept appreciating the hood creases and the lovely red paint from the driver's seat. I wish I had had more time with the G37. It handles well and feels tight over rough roads, and is a very nice package overall.

2008 INFINITI G37 COUPE SPORT 6MT

Engine: V-6, 3.7 liters, 24v
Output: 330 hp/270 lb-ft
Transmission: Six-speed manual
Weight: 3668 lb
Fuel Economy, city/hwy: 17/26 mpg

Base price: $35,550

Auto on/off headlight delete: -$100
Rear spoiler: $550

Destination: $715
Price as tested: $36,715

Road Test: 2009 Porsche 911

Matt Davis — Fri, 20 Jun 2008 11:56:07 -0500

—Stuttgart, Germany

When a Chevrolet, Honda, or even a Mercedes-Benz has a mid-generation freshen-up, we notice it for a little while, but the significance of it all soon fades. Like it or not, if the Porsche 911 changes so much as a gasket supplier, it seems we are bound by duty to go nuts and analyze the alteration, writing volumes, and unearthing intriguing surprises.

It’s not at all that silly this time around. As for the sacred-as-stone exterior, we now have all-LED candlepower, a subtly altered rear light design, larger front intakes, tailpipes that exit through the rear fascia, a black rear apron, new twin-arm side mirrors, and some new wheel options. Inside, the Porsche Communication Management onboard system uses an enlarged 6.5-inch touch screen that’s a cinch. But, no, this chapter in 911 development goes down in history for two even more significant and welcome updates: the dawn of direct fuel injection for the engines and the debut at long last of Porsche’s dual-clutch seven-speed manu-matic gearbox in a passenger car.

We gave you a report on the all-new engines via our blog, but the real hands-on driver interface upgrade is the PDK transmission. Porsche invented the dual-clutch application, first used in 1983 in the 956 Group C racer, then victoriously through the middle 1980s in the 962. It took until now to get it into the 911 street car, because, explain the experts, the hydraulics of the system were not up to par for refined street use.

The best possible news in adopting the PDK (Porsche Doppelkupplungsgetriebe or Porsche dual-clutch gearbox) is the long-awaited passing of the five-speed Tiptronic manu-matic from the Porsche options list. We have never enjoyed the Tiptronic box, mostly on account of its lousy thumb-shifters on the steering wheel, but also due to its lack of greater flexibility in how it allows us to use the engine’s capabilities. Despite this, nearly 40 percent of 911 buyers worldwide have opted for Tiptronic shifting, and we pity their resale values once this PDK seven-speed hits the market. (Any 996 911 with Tiptronic and those fried-egg headlights is really going to feel the pain.)

Besides the very easily understood central shift lever, there are the two finger toggle switches on the lateral spokes of the three-spoke PDK steering wheel. Both the sequential shifting capability for the console lever (just move it to the left and that’s sequential-manual mode) and finger toggles have downshifts happening toward the driver and upshifts away. This counters the situation on BMW Steptronic and SMG cars which have the console shifts going up with a pull and down with a push as on racing sequential boxes. Frankly? We prefer the Porsche (and VW-Audi) console since the most famous aggressive manual downshift for any sports car is from third towards us into second, and that’s a motion we adore and cherish. So, we get it, just as we appreciate Porsche’s staying with BMW on the push-pull scheme at the wheel.

It’s the steering wheel toggle switches themselves that still need more work, however. First, we need very large hands to be able to effortlessly upshift and downshift without sliding our hands around to reach, especially for downshifts pulled toward us. The other ergonomic gaffe remains how the thumb rests on and shifts up with the toggles. It’s just not anatomically correct, and it is surprising to us that Porsche let this go through. The shifts, instead of being a comfortable press with the thumb, are a less efficient, slightly sideways push using the outer part of the first or second knuckle. This dogged us until we started using the console manual shifter about half of the time, which was a very pleasant switch. Porsche needs to copy how BMW handles the steering wheel toggles, as Munich gets it right as can be with such a solution. (But everyone honestly needs to consult with the recently driven Maserati GranTurismo S to see how sequential paddles—versus compact toggles—that don’t get tangled in the column switchgear ought to be done.)

Regardless of these two interface issues with the steering wheel shifters for PDK, the seven-speed gearbox and its software (both engineered by ZF) are certifiable revelations. We spent most of our time in a Carrera S coupe with PDK, Sport Chrono Plus, and nineteen-inch Sport Design wheels with the standard road-gobbling Michelin Pilot Sport treads. In full automatic, Sport, or Sport Plus mode, the seven speeds shift sweetly and smoothly despite the lack of a torque converter. This is the wonder of the PDK for Porsche lovers: it still bites under pressure (and quicker than any manual shift we could ever do), but it can cruise at low revs in town all day and not try our patience. The 911 engineering product manager Erhard Mössle confesses to us, “Before this new PDK, I was sure that only the manual shifter could please me. Now, I honestly cannot imagine using anything but PDK.”

And there is now a hard-core Launch Control for Carrera or Carrera S models that come fully equipped as our Carrara White tester did. We press the new Sport Plus button at the base of the center console, keep our foot on the brake, hit full throttle to hold at 6500 rpm, and then just drop the brake. The launch at the power band’s 6500-rpm sweet spot is stunning, and the subsequent automatic shifts at 7200 rpm could definitely stun us if we were not firmly braced. In fact, the smack-up shifts into second and third gears feel almost too hard-core versus the same shifts in a BMW M5 or Ferrari 430 Scuderia—and this is just the 385-horsepower Carrera S we’re talking about. It’s tough to take significant issue with it, though, since acceleration to 60 miles per hour with this most extreme Carrera S setup with Sport Chrono Plus takes just 4.1 seconds versus the original 997 911 Carrera S with Tiptronic S and Sport Chrono at 4.8 seconds. Even the starter 911 Carrera with the new 3.6-liter, PDK, and Sport Chrono Plus takes just 4.3 seconds to 60 mph against the old model’s 5.0 seconds. We clearly felt the new urgency while tooling through the hills north of Stuttgart.

Air-to-fuel compression ratio for either the 385-horsepower 3.8-liter or 345-horsepower 3.6-liter flat-six “9A1” engine with direct injection goes from 11.3:1 (3.6-liter) and 11.8:1 (3.8-liter) to 12.5:1 for both. This lower fuel use is one clear benefit of direct injection’s more complete homogenous combustion of the air-fuel mixture in the cylinders. It is also due to this move from old-style port injection to a more explosive and clean burn that power and torque are up on both engines. More precisely, the 3.6-liter of the Carrera registers 341 horsepower at 6500 rpm and 287 pound-feet of torque at 4400 rpm (up from 325 horsepower at 6800 rpm and 273 pound-feet at 4250 rpm), while the 3.8-liter in the Carrera S gives the aforementioned 380 horsepower at 6500 rpm and 310 pound-feet at 4400 rpm (from 350 horsepower at 6600 rpm and 295 pound-feet at 4600 rpm). That means power on the 3.6-liter is up by 6.2 percent and torque up by 5.1 percent, the 3.8-liter bumping power by 8.6 percent and torque also by 5.1 percent. Meantime, the wider bores and shorter strokes of both engines allow a new 7500-rpm redline versus the current cars’ 7300 rpm.

At the same time, fuel consumption and CO2 output drop nicely. With the Carrera cabriolet and its 3.6-liter fitted with the optional PDK transmission, for instance, fuel economy increases by as much as 13.2 percent, while CO2 in the exhaust is down by 14.7 percent. With the 3.8 Carrera S coupe using PDK, mileage is up by 12.8 percent and CO2 down by 17.9 percent. Not only is the outgoing Tiptronic old stuff compared to the PDK setup, but it consumes more fuel than the six-speed manual, while PDK helps the engine use less fuel and run cleaner than it does with the manual. A good bit of this improvement, besides the marked efficiency gains through overall friction reductions between all moving parts, is due to a long and lanky seventh gear overdrive with a 0.62:1 ratio that had us cruising silently at 70 mph at just 2000 rpm.

A nice touch on the new 911 is that we can now press the Sport button without having to automatically engage the stiffer mode of Porsche Active Suspension Management. This emulates the “Michael Schumacher button” on the Ferrari 430 Scuderia that maintains a supple ride while in competition mode over rough sections of road, and it is just as welcome here on our top-of-the-line Carrera S. Porsche seems to have jettisoned its passive sport suspension option for lowering and stiffening the car, so now one must opt for the new PASM sport suspension, which gets us everything we really need and lowers the car eight-tenths of an inch when engaged.

As a capper to our 911 testing day, we had an extreme three-lap session at the Weissach test track with a Porsche Nürburgring test driver at the wheel. In brief, it was fabulous to feel the limits we’re normally too timid to explore. Through quick high-load elevation switches and changing-radius curves, the Carrera S simply ate the tortuous circuit alive, our driver literally flinging the machine everywhere with just the right touch at all times. He had deactivated Porsche Stability Management, as it was a warm and clear day, and much of the handling remained famously neutral: there was only a little bit of well-managed understeer in hard curves, while the subtle drifts out of those curves were poetry in motion. We’ll also reveal that the car was equipped with race-worthy Michelin Cup tires.

By the way, this “best setup” Carrera S without Cup tires now reels off Nürburgring laps in just seven minutes and fifty seconds. The outgoing Carrera S managed seven minutes and fifty-nine seconds in the expert hands of Walter Röhrl.

With a nod to the hard-working beginner’s 911, Porsche now includes as standard kit on the 3.6 Carrera the same 13.0-inch standard brake discs as on the Carrera S and a rear wheel that is half an inch wider, now at 18.0x10.5 inches, though the tires remain the same dimensions.

How can Porsche forever hold on to an exhaust note that hardly anyone truly enjoys? Because it’s Porsche, and because if they took the standard route of opening everything at 4000 rpm to put on a good show, they would be just like everyone else. All the same, buyers should opt for the Porsche sport exhaust wherever they are allowed to do so. In another note, the new direct-injection mills have a new “poppier” exhaust idle at 650 rpm. This is typical of DI, and we still are not in love with it, though it is a minor threat to our love of the brand and the car. And the payoff in this new 911 is worth whatever it takes.

North America starts getting its new Carrera and Carrera S models in September after European deliveries begin in early July. Base pricing for the 2009 Carrera coupe is $75,600 (up $2100), and the Carrera S coupe will command $86,200 (up $2400). A Carrera cabriolet will now be priced starting at $86,200 (up $2400) and a Carrera S with soft top at $96,800 (up $2700). Modern times and U.S. dollar exchange rates have certainly shut us up for good on referring to a base 911 as any sort of bargain.

Does Porsche want to go Nissan GT-R hunting on the Nürburgring with the next 911 Turbo carrying this new 3.8-liter DI engine? (Yes, the 3.8 assembly will fit and is planned.) As engineer Mössle tells it, smiling broadly, “Oh, we will see, hmm?”

First Ride: Mercedes-Benz F700 Fuel Cell Concept

Matt Davis — Thu, 19 Jun 2008 13:13:12 -0500

—Seville, Spain

The F700 was the crown jewel in Mercedes’ “Road to Tomorrow” fashion show of cars at last September’s Frankfurt Motor Show. Following on the wheels of the F600 Hygenius research car at the 2005 Tokyo show, the F700 carries on the F tradition of shedding light on future technologies that could be readily adopted by all companies within a few years. It also continues a sea life theme.

The F600 styling was influenced by the glorious boxfish found mainly in mid-latitude warm waters, and the F700 exterior design by the Mercedes advanced design studio in Irvine, California, takes its cues from the brainy dolphin. And there’s a lot of brain behind this polarizing science-mobile.
Mercedes had twenty-one different vehicles for us to drive, or, in the case of the F600 and F700, be driven in, plus seven models that we’ll be writing about soon but were barred from driving for the moment. Sifting through all of the assembled treats, however, left us with three big stars for our current focus: the F700 research car, an S-class fitted with Pre-Scan suspension, and another S-class powered by the 1.8-liter DiesOtto engine. We drove the latter two cars on a closed circuit, and that allowed us to better understand the two chief technological highlights of the F700.

First, we know it’s a tall order, but don’t focus on the F700’s “Aqua Dynamic” design too much. If any of this wild styling makes it onto future cars, it will just be isolated parts of the design. This is not the 2012 S-class, okay?

For our ride experience at the circuit outside of Seville, the Mercedes team had already set up the Reverse Seat at the right rear to have us facing backwards, which put our right ear pleasantly close to the voice of chief engineer for the F700, Jürgen Hirsch. No sooner had we entered the circuit from the pit lane for our three ride-lecture laps than engineer Hirsch divulged to us, “In the rear-facing position we find that around 60 percent of passengers are okay, but the other 40 percent can get a little ill.” We did not get ill, but those percentages—plus the fact that the right front seat is rendered unusable by this flourish—make it safe to say that this particular seat solution will not be offered on a Mercedes mass-production car soon. Watching the Reverse Seat do its movements was nonetheless extremely cool stuff, and it was comfy gazing rearward with our feet up and watching the twenty-inch 3D display that rises out of the back shelf.

Sitting on the stretched S-class chassis, the F700 is 204 inches long, or just one inch less than the current long-wheelbase S-class. At the same time, however, the F700 wheelbase of 135.8 inches is 11.2 inches longer than that of said S-class, explaining the palatial interior feeling. Besides the pretty comfortable seats for four grownups, sound in the interior is wonderfully muffled by the one-millimeter-thick cork veneer that bathes several surfaces. Director of group research and advanced engineering for vehicle concepts and human factors (and owner of the longest job title in the Daimler group) Gunther Ellenrieder explained, “Cork is lighter than leather, and we wanted a very natural-feeling surface treatment that meshed with the more efficient technologies of the car.”

The DiesOtto 1.8-liter engine with two-stage turbocharging does what gas engines do best: it runs naturally cleaner and quieter than diesel, costs less to build and buy, and provides good horsepower, while also doing what a diesel does best—namely running efficiently and creating a lot of torque. Initially we were skeptical of any four-cylinder engine driving a stretched S-class, thinking that it would be suitable only for freelance chauffeurs. Riding with the DiesOtto in the 3750-pound F700 and then driving it in a roughly 4300-pound S-class revealed to us that this is a downsizing trend that will take hold in this upper segment sooner or later. The current powertrain creates 235 horsepower with the engine and 20 horsepower more from the electric motor (255 horsepower total) with its starter-generator integrated within the housing for the 7G-Tronic automatic transmission. Cumulative torque is rated at 295 pound-feet and is all available from very low in the rev count, which helps explain the respectable acceleration to 62 miles per hour of just 7.5 seconds. This is a package that, in the end, roughly equates to either the Daimler 3.5-liter gas V-6 or 3.0-liter CDI turbo-diesel experience.

Anytime the F700 comes to a halt, the engine stops and the subsequent re-launch happens via the electric motor, so there is also the popular hybrid aspect to all this. At no time while guiding the system around the track did we feel brusque transitions between either the electric and internal combustion modes or between the conventional combustion cycle using spark plugs during heavier throttle input and the “controlled auto-ignition” (i.e. the diesel-style combustion part) phases under light loads and while cruising.

The compression ratio ranges between 7.0:1 and 14.0:1, and the direct injection allows for a much cleaner burn in all conditions. Basically, the DiesOtto attempts to combine all of the strengths of current leading technologies while doing away with the need for the complex and heavy after-treatment systems of Bluetec diesel. Overall operating temperatures are kept low by removing the hot peaks associated with normal spark-plug initiated combustion, and this in turn does away with most all of the nitrogen oxides. Hence a relatively low-tech three-way catalytic converter is all that is needed to clean up the exhaust fumes. Total average CO2 emissions per mile are extremely low at 204 grams, while average mileage of the system hits at least 44.3 miles per gallon.

Underneath us at all four corners, meanwhile, the interesting new Pre-Scan suspension was working overtime, sucking up the bumps ahead. This is a laser-based system (created by a company with the unfortunate acronym S.U.C.K.) with two of the infrared units in each headlight assembly. The beams start reading things in detail at about fifty feet in front of the car, and the bounced-back image grows clearer right up to ten feet in front. Needless to say, these beams work ridiculously fast, and the special dampers do a remarkable job.

Leaving the chassis in default Active Body Control in our other S-class tester, we felt the capabilities of this currently available setup in comfort mode. Right after that, we approached the same bumps with Pre-Scan activated, and the level of the car never changed while we rode over them. Then we did the same on alternating bumps side to side, and the effect was the same. Imagine a bird of prey on the hunt for dinner, sitting on a branch while the wind blows, but the bird’s head stays frozen still. It’s the same deal here, and it feels a bit odd.

There’s no doubt that both DiesOtto and Pre-Scan will work their way into production, most likely on the next-generation S-class to begin with. Think 2011 or 2012.

Motor City Slot Cars: Chevrolet HHR SS vs. Dodge Caliber SRT4

Winding Road Administrator — Tue, 03 Jun 2008 11:30:13 -0500

Considering their specs alone might lead you to believe that these two Detroiters are cut from the same bolt of cloth. After all, both are based on bargain-priced grocery-getters fortified with blown four-cylinders, big rolling stock, and additional aero appendages.

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First Drive: Lincoln Unveils the 2009 MKS Flagship To Polite Applause

Winding Road Administrator — Mon, 02 Jun 2008 22:52:33 -0500

By Jim McCraw

Washington, DC – Journalists got their first drives of the new Lincoln MKS yesterday in the Virginia countryside, and the verdict from most of them was: nice car. Not exciting, not great-looking, not much new ground broken. Nice car, roomy car, especially for droning across the Interstates; backroads, not so much. The engineers clearly have aimed this car at the middle of the road, accenting luxury materials inside the car and very quiet road behavior.

The marketing people have aimed the car at a mythical 42-year-old entrepreneur named Paul, who makes $125,000 a year or more, is brand conscious, and is willing to pay for a car he really likes. The Lincoln MKS is built on a version of the platform that underpins the Ford Taurus and Taurus X, the Mercury Sable, and the new Ford Flex wagon. It comes in only one model, with a starting price of $38,465, well under most of the competition from Cadillac (the STS) and Lexus (the GS 350 and GS 430). The MKS is a full-size luxury car, rated at just under 106 cubic feet of interior volume with an 18.4 cubic-foot trunk, with very generous interior dimensions for four occupants, especially headroom and legroom, even with the dual-panel sunroof installed.

The design, shown previously as the MKR concept, has been quieted down from that radical approach, but it is an utterly clean break from all the Lincoln sedans of the recent past, with cues taken from the 1941 Continental (the twin grille), the 1956 Mark II (the C pillar), the 1961 four-door Continental (the unadorned slab-sided body), and a few others from later cars. There is only one engine, a bored-out 3.7-liter version of the veteran Duratec 3.5-liter 24-valve V-6, rated at 275 horsepower and 276 foot-pounds of torque. It comes only with a wide-ratio 6-speed automatic transmission, in either front-wheel drive or optional all-wheel-drive for $1900 more money (base MSRP $40,355, including delivery), using the Swedish Haldex computer and hardware from the Volvo XC90.

The MKS has moved into the 21st Century, for sure, with new standard features like the Sync system, a new type of keyless entry system with a touch key on the outside and a Start button inside, a capless fuel system, HID headlamps, reverse sensing system and TPMS, dual air, a very complete AM/FM/CD/AUX sound system, Sirius satellite radio, power tilt and telescope column, Bridge of Weir Scottish leather 12-way power seats, heated and cooled front and heated rear, and all the usual luxury-car power equipment. Lincoln marketing folks told us that, with the Ultimate Package, and the Technology Package to personalize the MKS, the price walks up to about $46,000, and with absolutely all the boxes checked, $49,100. The best new electronic feature on the car is the optional Sirius TraveLink system that provides real-time traffic, weather, movie listings, and prevailing gasoline prices wherever you happen to be.

Make sure to keep an eye out for a full review of the Lincoln MKS in an upcoming issue of WINDING ROAD Magazine.

Editor's Roundtable: 2009 Pontiac Vibe AWD

Winding Road Administrator — Wed, 28 May 2008 10:00:13 -0500

After recently testing the 2009 Toyota Matrix, we ordered up a new Pontiac Vibe AWD for a one-week stay in our test fleet. While the Vibe didn’t knock our socks off with outstanding performance, we commend the little five-door on its all-around usable nature. Click the images below to launch a gallery and click through the jump to read our full impressions.

Nate Luzod Art Director

I was pleasantly surprised with the new Matrix last month, and can only say more of the same for the new Vibe. I actually prefer the “muscular stance

Drives: Hummer H3T Alpha

Winding Road Administrator — Mon, 19 May 2008 14:00:43 -0500

Imagine being a Hummer engineer. You spend your work life designing vehicles with extraordinary off-road capabilities, but the only people who seem to buy your SUV's are well-heeled bottle-blonde soccer moms and ne'er-do-well urban poseurs rolling on twenty-four-inch wheels.

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Editors' Roundtable: 2009 Mercedes-Benz SLK350

Winding Road Administrator — Fri, 16 May 2008 14:31:07 -0500

Just in time for warm weather to grace our Michigan office, a 2009 Mercedes-Benz SLK350 rolled into our test fleet for a fourteen-day stay. For 2009, Benz has removed the manual transmission from the 350, which was one of the best parts of the SLK we tested last year, but we weren’t completely turned off by the 7G-Tronic manu-matic setup which has been added in its place. The new SLK boasts more power and a revised appearance, and it quickly became a dear friend to all of us on staff. Click through the jump to read our full impressions and click the images below to launch a gallery of our SLK350 test car.

Steven J. Ewing Production Assistant

I feel like the 7G-Tronic transmission is poorly suited to the new SLK. Sure, the paddles are fun to play with, especially in manual mode, but I would give anything to have a third pedal and a proper stick-shift in this car. The last time we had an SLK350 in the fleet, one of the best parts about it was the six-speed manual, and I’m sad to realize that for 2009, only the base SLK300 benefits from a proper manual gearbox. Transmission aside, I really like this car. The steering is very responsive, though I would like to have a smaller-diameter wheel to wrap my hands around. The revised V-6 has a lot of power, but it all comes on in a smooth, silky fashion, which is really appreciated. It’s good to see that Mercedes-Benz didn’t overboost the power in this V-6, especially since it leaves room for the SLK55 AMG. The interior of this car is not only comfortable but visually appealing, too. Our test car’s red leather seats look great, though I would like some more bolstering around my upper thighs. The seat backs themselves could use a bit more support, too. Oh, and did I mention the styling? Talk about gorgeous. I might go so far as to say that I would drive this over a BMW Z4, but if I were in the market, I would go for a Porsche Boxster hands down.

Laura K. Cowan Chief Copy Editor

I absolutely adore the looks of this car, especially that steeply raked front end. The interior is also very well executed, though I wish more of the controls were lit so I could find my way around the center console at night. The red leather is gorgeous, the shimmery side sills and thick, carpeted floor mats impeccable, and quality throughout feels really solid. I also would have preferred a little more side bolstering on the driver’s seat, as I found myself bracing my legs into turns. Rearward visibility isn’t great, due to the windscreen and thick headrests, but just put the top down to fix this. If you buy this car, you’ll be driving with the top down all the time anyway. I was surprised that the SLK didn’t feel a little more powerful or have a better-sounding engine than it does, but there are other options in the Mercedes lineup if you’re looking for more muscle. Part of the blame here goes to the automatic transmission, which really limits performance. The shifter feels magnificently smooth in your hand, and shifting manually with it is pretty fun, but nothing compared to a traditional manual. Handling is great, the brakes are just right, but what I like best about this car is what a great package it is all around. It doesn’t try to be everything to everybody, and what it does do it does beautifully.

Seyth Miersma News Writer

The SLK350 continues the tradition of elegant Mercedes-Benz convertibles. The car looks not only beautiful but well made, both inside and out. The red leather covering a portion of the seats and interior is a little over the top, but the rest of the cabin is both comfortable and good to use, and the whole SLK package was (no surprise) a huge hit with my girlfriend. The 350 doesn’t come with the option of a manual transmission, but paddle-shifting my way through the seven-speed auto was no chore as the unit was quite responsive. And though the option of keeping my hands on the well-weighted steering wheel through the bends was nice, simply selecting “drive

Drives: 2008 BMW X6 xDrive50i

Winding Road Administrator — Fri, 16 May 2008 11:30:31 -0500

We've covered the X6 phenomenon already, driving some pre-production prototypes around BMW's South Carolina campus a few issues ago. Between that early drive, the crowd reaction at last September’s Frankfurt Motor Show unveiling, editor Chris Paukert's recent frankness regarding the vehicle’s marketing strategy, and now this full-on try in dealership-ready trim, we are still left asking, "What is it?"

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Early Scoop on Volkswagen Tiguan’s U.S. Launch, Diesel Delayed? Not Coming?

Chris P — Thu, 15 May 2008 21:15:59 -0500

For some time now, reports and rumors had us believing that a U.S.-market diesel variant of the Volkswagen Tiguan was a done deal. Today at the Boulder, Colorado launch of VW’s new compact softroader, we were reminded that you can’t always believe what you hear—and you can’t always get what you want. The first 2009 Tigs are rolling into dealerships as you read this, but all of them will be powered by the same 2.0-liter turbocharged four that’s found under the hood of the GTI hot hatch. In U.S.-spec guise, that means an even 200 horsepower and 207 pound feet of torque, yoked to either a 6-speed manual or automatic with a manumatic gear lever. EPA mileage figures range depending on transmission choice and the number of driven wheels, but a front-drive manual S model receives a rating of 19 city / 26 highway. The full-boat SEL with 4Motion and automatic transmission returns 18 city / 24 highway.

According to Tom Ellis, VW’s vice president of marketing, the company wants very much to bring a TDI Tiguan to the States, but they’re still trying to determine whether they can do so and still sell it at a reasonable price point that will ensure profitability. Further complicating matters is that the Tiguan is proving to be a hot seller in Europe, where it has been on sale for some time now. Ellis quotes customer wait times as being “several months,

Drives: MTM Audi Q7

Winding Road Administrator — Wed, 14 May 2008 11:30:57 -0500

So, you want a Porsche Cayenne Turbo, but Stuttgart's two-row SUV isn't spacious enough to swallow your clan and its growing impedimenta. What's a well-heeled enthusiast to do? Allow us to suggest an Audi Q7 augmented with some tender loving performance from the folks at Motoren Technik Mayer.

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Ask It: 2009 Subaru Forester

Seyth Miersma — Fri, 02 May 2008 13:00:30 -0500

This week’s Ask It subject may be a bit more pedestrian than its counterparts so far, but that certainly doesn’t mean there’s not a whole lot to love about the 2009 Subaru Forester. The versatile, manual-transmission equipped Subie is already finding fast fans amongst the WINDING ROAD staff, and is ready and willing to man-up under the best questions you can throw at it. Throw out your best Forester question, in comments.

Editors' Roundtable: 2009 Toyota Matrix XRS

Winding Road Administrator — Fri, 02 May 2008 09:00:03 -0500

A few of our staff members aren’t too smitten with the styling of the new Toyota Matrix, but once we all got time behind the wheel, it didn’t matter. We agree that this car has plenty of power and passengers praised the Matrix’s comfortable interior, as well.

Click through the jump to read our full impressions and click the images below to open a gallery.

Nate Luzod
Art Director

I’m not big on the styling of the Matrix, inside or out, but God can it move. I found myself going way too fast on the way in this morning, barely noticing my speed since handling was consistently solid.

Laura K. Cowan
Chief Copy Editor

The Matrix XRS had way more power than I was expecting, almost too much for the little car to handle. I really love small cars like this that can move, as they’re good both on the highway and for zipping around town. Our tester came with some nice amenities such as the power moonroof, which really tied the package together well. Toyota knows how to get the most out of mid-level interior materials and some good design. Looking at the specs I’m surprised at both the relatively low horsepower and high weight here: the Matrix is a lot more fun than this spec sheet would suggest.

Kimberly A. Ewing
Business/Fleet Manager

I drove our Editor Emeritus, David E. Davis, Jr., and his wife to the airport on a beautiful Saturday morning. Mr. Davis drove there as he wanted to experience the Matrix. He couldn’t say enough positive things about the vehicle. Mrs. Davis was in the back seat letting us know about all of the room, how comfortable it was, and the cool cup holder that popped out of the center console mounted on the floor. When I got behind the wheel for my drive back, I was surprised at how fast the Matrix was. I had to set the cruise in order to maintain legal speeds. The Matrix XRS is a great driver, with plenty of user-friendly options. At $24,560 this vehicle is a great package and an even better buy.

Steven J. Ewing
Production Assistant

I’ve always liked the Matrix, though I’m still warming up to the styling of this 2009 model. All of my praise would match what my fellow staff members have already said, though I must point out that this car would definitely be better suited with a proper manual transmission. Yes, a do-it-yourself shifter is available, I just wish our test car had been equipped with it.

2009 TOYOTA MATRIX XRS

Engine: Inline-4, 2.4 liters, 16v
Output: 158 hp/162 lb-ft
Transmission: Five-speed automatic
Weight: 3220 lb
Fuel Economy, city/hwy: 21/29 mpg

Base price: $21,850

In-dash 6-CD package: $1010
All-weather guard package: $150
Power moonroof: $890

Destination: $660
Price as tested: $24,560

Eight Smoking Barrels: The Mercedes-Benz AMG SL63 (Road Test)

Seyth Miersma — Thu, 01 May 2008 14:45:36 -0500

Mercedes-AMG brings another 6.2-liter V-8 bomber for the ‘burbs. The thumping SL63 AMG makes us both dismiss and appreciate the outgoing SL55 AMG.

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Drives: Infiniti FX50

Winding Road Administrator — Wed, 30 Apr 2008 13:00:31 -0500

They called it the Bionic Cheetah. When Infiniti’s radical FX45 debuted in 2003, it was a dead ringer for the like-named show car from a year earlier, which was begotten from a 2001 show car also called the FX45.

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Exotica: Bentley GTZ Zagato

Winding Road Administrator — Wed, 30 Apr 2008 10:00:06 -0500

After floundering for a time with noble attempts that didn’t quite cut it, Zagato presents the Bentley GTZ, and nails the whole concept. We spend a day learning the art.

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