The best Pontiac in Pontiac history just got better. The rear-drive G8, hailed here at AutoWeek and elsewhere in the wheeled world in its original rear-drive, 361-hp, 6.0-liter V8 form, now has a mighty 415-hp 6.2-liter V8 driving those rear wheels, making it the most powerful Pontiac ever.

“Now wait a minute,” you say. “What about the (fill in the blank) Pontiac of (fill in the musclecar hero year of production)?”

No, that model was not more powerful.

“They measured horsepower differently then,” product manager Brian Shipman said.

If they measured this one the way they did those old cars it would have more than 500 hp. And that ancient Pontiac of yore couldn’t turn or stop, as you may remember if you ever drove one.

To get all that torque to the ground, this one has a “race-tuned suspension” that was “tuned at the Nürburgring.” That means an FE3 suspension with firmer front struts and shocks, a 20-mm rear sway bar that is 2 mm bigger than the regular G8’s, and 19-inch wheels wrapped with 245/40 summer tires.

But the biggest difference between this and the rest of the new Pontiac G8 line is the availability of a six-speed manual transmission. We know, we just drove one for a week. (While the official word from the division at the G8’s launch a year ago was that there would be “no manual in the G8,” one has mysteriously appeared anyway, offering better access to those massive, meaty torque and power curves.)

We took this miracle of modern Pontiac engineering (or Holden engineering, depending on your perspective) and flung it about L.A. It is a lot of power.

As with many a power hog, this one is a little more difficult to master while cruising delicately through suburban streets. The 415 lb-ft of torque requires an extra-beefy set of gears to keep from blowing apart during spirited driving, but that beef makes it a bit clunkier in city maneuvering. We never fully mastered the art of gently engaging the TR6060 manual during our week with it. You, however, are probably a better driver and will get it right off the bat.

An added irritant was the 1-to-4 shift-lockout mechanism that we have hated with a fiery passion since it first appeared on Corvettes and Camaros in the early 1990s. Why, oh why, can’t they get rid of this?

The short-throw shifter is more at home being hammered on a track or on a twisitng mountain road. There you can better get the feel of proper engagement and effortless smoothness that will impress your passengers and garner you better lap times. You can shift all the way up to the fuel cutoff at 6,000 rpm.

At a track or from a stop light you will also better appreciate the 415 hp. It comes from the LS3 V8 with a promise a 0 to 60 mph time of 4.6 seconds and a quarter mile of 13.2 seconds at 109 mph, Pontiac says. Top speed is listed at 150 mph, limited by cooling and tires. A Track Pack that will add coolers for the transmission and engine oil is coming but no date has been released for when.

Stopping is equally impressive, with larger, 14-inch, four-piston Brembo brakes in front.

The FE3 suspension is plenty firm for cornering while not beating you up on placid, straight highways. It doesn’t bounce, either. It’s a nice accommodation for both uses. You could put kids or in-laws in the spacious back seats and not feel guilty.

The inside also gets standard leather, six-way power seat, six-CD 230-watt audio, Bluetooth, OnStar, XM satellite radio and 10 cupholders. Old Pontiacs didn’t have any cupholders.

Outside, the GXP gets a new front lower fascia, rear diffuser, tapered chrome tailpipes and three GXP badges.

Will it beat the BMW M5? The Cadillac CTS-V? The Audi S6? Sounds like somebody needs to rent a track and find out. Those competitors may be a little more refined, with interiors that rate higher on those nebulous luxury scales that focus groups always try to figure out, but the sticker price for the GXP is expected to be under $40,000 when the car comes on the market in late January. And remember, the G8 GT stickers at $32,495 and the six-cylinder base model is just $28,875.

Pontiac will make “5,000 or so a year,” but that is not production constrained, so buy all you want–they’ll make more.

SPECS
2009 Pontiac G8 GXP

On sale: Now

Powertrain: 415-hp, 415 lb-ft, 6.2-liter, normally aspirated V8; rwd, six-speed manual

Curb weight: 4,023 pounds

0-60 mph: 4.6 seconds (mfr.)

Fuel economy: 14/20 mpg (expected)

The pattern is provided by the CL 65’s powerfully stylish body. Kicherer purifies its exterior with carbon parts of grade-A quality. This carbon package consists a front grill, mirror shells, a rear diffuser and a front apron with a deflector created from precious material. The chassis lowers the car about 25 millimeters closer to the tarmac and equips it with a more athletic characteristic. At the rear, the mirror-finished stainless steel exhaust system with four magnificent tailpipes is joined into an active unity that offers acoustic qualities as well.

Under the hood, a real power plant is hiding. Initially, the V12 biturbo generated 612 hp and 1,000 Nm, but the performance has still been improved further. After the Kicherer treatment, it can now generate 650 hp and 1.200 Nm which propels the heavy luxury vehicle from standstill to 60 mph in less than 4.2 seconds. The ceiling speed is 200 mph (regulated).

Elegance, luxury and force. Those are the words that best describe the current CL 65 Coupé, since it offers more than enough of each of those three qualities.

Elegance: The basis is provided by the CL 65’s powerfully elegant body. Kicherer refines its exterior with carbon components of superior quality. This carbon package includes a front grill, mirror shells, a rear diffuser and a front apron with a deflector made of the precious material. The chassis moves the car about 25 millimetres closer to the tarmac and provides it with a much sportier characteristic. At the rear, the mirror-finished stainless steel exhaust system with four opulent tailpipes is merged into a dynamical unity that provides acoustic qualities as well.

The 9 and 10 x 20” Kicherer RS-X lightweight wheels are a further highlight and will be available from the first quarter of 2009. Due to its long spokes, the rim appears to be even larger, but, without loosing its elegance. Luxury: The interior allows the passengers to indulge in pure luxury. Exclusive quilted nappa leather seats, a hand-worked shag pile carpet covering the entire legroom, carbon intarsia and a fitting alcantara ceiling.

Force: Under the bonnet, a real power plant is lurking. Originally, the V12 biturbo had already been blessed with 612 hp and 1,000 Nm, but the performance has still been increased. After the Kicherer treatment, 650 hp and 1.200 Nm are waiting to be explored and push the heavy luxury glider from 0 to 100 km/h in less than 4.2 seconds. The top speed is only reached at 320 km/h (regulated).

In order to counterbalance those forces, Kicherer has added a high-performance braking system with composite brake discs. And, in order to transform those forces into performance, Kicherer has chosen a sports rear axle with differential lock, a modified translation and a reprogrammed transmission control system. Thus, the Kicherer CL 65 is the perfect incarnation of its three key qualities “elegance”, “luxury” and “force” – a trinity which is much more than the sum of its parts.

www.topspeed.com

SPECS
ON SALE: Now
BASE PRICE: $21,320
DRIVETRAIN: 4.6-liter, 248-hp, 294-lb-ft V8; RWD, four-speed automatic
CURB WEIGHT: 4,743 lb
0-60 MPH: N/A
FUEL ECONOMY (EPA): 16 mpg

After years of slowly dwindling sales, the Ford F-Series ceded its long-held top spot in May in dramatic fashion. Skyrocketing prices at the pump pushed most new-vehicle buyers into Honda showrooms in search of fuel-sipping Civics, while the F-Series dropped to an unheard-of fifth spot on the list of best-selling vehicles. The environment for truck sales has only continued to crumble beneath its wheels in the months since.

But the F-Series has recouped its king-of-the-mountain status, aided in part by exhausted inventories of smaller, fuel-efficient cars, plateauing fuel prices and generous incentives, but that’s little comfort. It is, after all, a much smaller mountain these days, and while projections for 2008 calendar-year sales of the venerable truck put it over the 500,000-unit mark, that’s a far cry from the nearly 1 million F-Series trucks that Ford sold at its peak.

Eroding sales also forced Ford to delay the launch of its new-for-2009 F-150. As mounting stocks of the 2008 model clog dealer lots, Ford pushed back to this month what should have been a summer debut for the new truck.

Yet those opting for the 2009 F-Series shouldn’t be disappointed. Ford has made a number of significant changes to the truck, making it not only more powerful, less polluting and lighter on fuel but also easier to live with for those who like both their towing and their technology.

For starters, powertrain choices will look largely familiar to most truck buyers, with a trio of eight-cylinder gasoline engines available at launch. Top-line models will have a 5.4-liter, three-valve Triton V8, tuned for the new truck to turn out 320 hp at 5,000 rpm, with 390 lb-ft of torque available at 3,500 rpm. That’s up 20 hp and 25 lb-ft over the 2008 model’s output, largely attributable to less exhaust back pressure and what Ford calls open valve injection, a strategy that also reduces the engine’s emissions. Moreover, Ford has made the 5.4-liter flex-fuel-capable for the first time in the F-Series, meaning that it can run on gasoline or a blend of gasoline and up to 85 percent ethanol.

Replacing the 4.2-liter V6 in entry-level models is a 4.6-liter, two-valve Triton V8, formerly the midrange motor, producing 248 hp at 4,750 rpm and 294 lb-ft of torque at 4,000 rpm, eclipsing the six-cylinder’s output by 46 hp and 34 lb-ft while returning the same fuel economy, an EPA-estimated 16 mpg.

The new entry in the powertrain lineup shows up in mid-level models: a 4.6-liter, three-valve V8 good for 292 hp at 5,700 rpm and 320 lb-ft of torque at 4,000 rpm. As with the 5.4-liter, the three-valve 4.6-liter relies on open valve injection, and both three-valve motors use a new, fuel-efficient six-speed automatic in place of the outgoing five-speed transmission. The base 4.6 two-valve V8 sticks with the four-speed unit it paired with in the outgoing model.

Ford says the entire powertrain lineup boasts an average 1-mpg improvement compared with the 2008 F-150, though the real economy boosters–diesel and turbocharged direct-injection EcoBoost gasoline engine offerings–won’t make their way underhood until 2010.

Besides power and torque, Ford beefed up all aspects of the F-150 that real truck buyers will care about, starting with a fully boxed frame that the automaker says features 10 percent better torsional rigidity than the outgoing model. The stiffer frame helps to increase towing and payload capacities, which, depending on configuration, can reach upward of 400 pounds more than in the comparable 2008 model. And Ford says that every cab style can now tow at least 11,000 pounds.

In addition, tow-friendly electronics such as Advance-Trac traction control with roll stability control come standard, while trailer-sway control, rearview camera and a factory-installed integrated trailer-brake controller are all available.

These refinements in body structure and electronic controls make a marked difference behind the wheel and in a variety of driving situations. Despite a slight increase in wheel articulation, which gives the F-150 even better off-the-asphalt chops, body roll is controlled and predictable through both long, sustained cornering maneuvers and emergency lane changes. And over choppy surfaces, the truck handles impressively, the back end kicking out minimally over the most aggressive road surfaces, with obnoxious washboards soaked up as well as we’ve experienced in a truck. We think the truck’s ride is its most impressive improvement.

Most surprising, however, was how quiet the cabin remains, how remarkably isolated passengers feel from road noises–especially in new-to-the-family Platinum trim.

The grille immediately sets the Platinum-trim trucks apart from lesser F-150s, with its mesh inserts of satin-finish aluminum. But it’s the additional sound-deadening material that keeps out even more noise than with other F-150s. Inside, Platinum trucks get 10-way power captain’s chairs dressed in leather, with extra-fancy ash-wood and brushed-aluminum accents, while outside are unique 20-inch standard wheels in a 16-spoke polished design, all for a starting price worthy of its name: $41,415.

Buyers can choose from three cab styles (regular, SuperCab and SuperCrew), four box lengths and seven trim levels (XL, STX, XLT, FX4, Lariat, King Ranch and Platinum). The permutations come to 35 different mix-and-match scenarios, and in each, Ford has made better use of the space–from its longer, more user-friendly center console to its 30 storage bins–and has made interfacing with the truck’s controls and gauges easier. And Ford continues with the innovations to the truck’s bed, too, with a retractable box-side step joining the tailgate step and stowable bed extender.

Then there’s the 2009 F-150 SuperCrew. Ford stretched its longest cab an additional six inches, giving rear-seat passengers more legroom and increasing interior cargo capacity. Flipping the second-row seats up against the front seats reveals a flat floor and 57.6 cubic feet of space behind the front seats.

As with much of the Ford lineup, the 2009 F-150 gets the automaker’s proprietary Sync system, which allows for voice-controlled access of vehicle communications and entertainment options, even plugged-in MP3 players and mobile telephones. A navigation system is optional, but as with all types of add-ons, you can check too many boxes and watch an otherwise reasonable base price of $21,320 quickly bloat–and who needs another economic stressor right now?

If the SLR 722 wasn’t exclusive enough for you, Mercedes is bringing the new SLR McLaren Roadster 722 S, an open-top model that delivers 650 hp, accelerates from 0 to 60 mph in 3.7 seconds and has a top speed from 208 mph.

The new SLR McLaren Roadster 722 S features even more dynamic suspension tuning and improved aerodynamics. It is recalling the historic victory won at the classic Mille Miglia long-distance race in 1955 by British motor-racing legend Stirling Moss and his co-driver Dennis Jenkinson, in a Mercedes-Benz 300 SLR with the starting number 722.

Under the hood of the new 722 S there is a supercharged 5.5-litre V8 engine which is hand-built in the Mercedes-AMG engine shop in Affalterbach. The engine delivers 650 hp and 820 Nm of torque and is mated to a five-speed automatic transmission.

The 722 S will be limited to only 150 units available from January 1, 2009.

Mercedes unveiled today the S 600 Pullman Guard, a limousine integrated Highest Protection. The car was unveiled to celebrate 80 years of manufacturing vehicles with factory-integrated special protection.

The technical basis for the new Pullman limousine is provided by the S 600 Guard, the top of the Mercedes-Benz Guard range. It is powered by a superbly smooth twelve-cylinder biturbo engine with a displacement of 5513 cubic centimetres and an output of 517 hp with an impressive 830 Nm of torque. As these figures suggest, the S 600 Guard Pullman can call on effortlessly superior power delivery, allowing it to get out of a danger zone rapidly, should the need arise.

The S 600 Pullman Guard offers most of the technical innovations which make the Mercedes-Benz S-Class the number-one trailblazer in passenger car development and the world’s best-selling luxury saloon. These include important developments such as the new COMAND APS system.

Mercedes-Benz’ night view assist system reduces the risk of accidents during the hours of darkness. This system is based on infrared light, which is invisible to the human eye and will therefore not dazzle oncoming traffic. Two infrared head-lamps illuminate the road, significantly extending the driver’s range of vision when on low beam. An infrared camera mounted on the inside of the windscreen picks up the reflected image of the road ahead and displays this in the instrument cluster.

Official Press release

Mercedes-Benz is proud to present a prestigious new luxury limousine for use by government leaders, captains of industry and royalty – the S 600 Pullman Guard with integrated Highest Protection. The latest in a long and unique tradition of large, armoured, prestige limousines from the world’s oldest automaker, this model also marks a special anniversary for the Stuttgart-based firm: 80 years of manufacturing vehicles with factory-integrated special protection.

The very first Mercedes-Benz car to be built with factory-integrated special protection was a Pullman limousine version of the “Nürburg” 460 (W08) series which was introduced in 1928. At the beginning of the 1930s, this was followed by the 770 (W07) “Grand Mercedes” (which provided protection befitting the status of Japanese Emperor Hirohito, to name but one prominent user) as well as by the special-protection variants of the 500 (W08) and 770 (W 150) model series. In the 1960s, the legendary Mercedes-Benz 600 took on the mantle of state limousine for a period of almost thirty years which saw it serve as an official vehicle not only for the German government, but also for many other countries’ leaders and ruling houses. Further special-protection Pullman versions of the Mercedes-Benz S-Guard followed their distinguished predecessors – the very latest being the new S 600 Pullman Guard.

Like the famously luxurious and spacious open-plan Pullman railway coaches after which it is named, the new S 600 Pullman Guard treats its occupants to a travelling environment characterised by generous accommodation and the highest comfort. The vehicle owes its remarkably spacious interior to its 4315-millimetre wheelbase (115 centimetres longer than that of the long version of the special-protection S-Class). Indeed, with an overall length of 6356 millimetres, the S 600 Pullman Guard is a vehicle of truly majestic proportions which offers its passengers not only a maximum of comfort, but also a superbly appointed setting for discreet meetings, equipped, of course, with all the key communications and entertainment systems. This ensures they are always able to remain fully in touch with the rest of the world while enjoying the luxury and comfort of their own very special place in it.

Developed as a new vehicle on the basis of the S 600

The technical basis for the new Pullman limousine is provided by the S 600 Guard, the top of the Mercedes-Benz Guard range. It is powered by a superbly smooth twelve-cylinder biturbo engine with a displacement of 5513 cubic centimetres and an output of 380 kW/517 hp with an impressive 830 Nm of torque.

The suspension and basic vehicle structure have been modified as it would be impossible to guarantee the long-term overall stability of the vehicle with its extra-long wheelbase if the lengthening process consisted of simply inserting an additional body section. The modifications also provide a solid foundation for the integration of the heavy special-protection elements. Furthermore, the new state limousine is equipped with a higher rear roof for easier access and greater headroom. Four passengers can be accommodated in the rear compartment behind the partition — in comfortable seats whose face-to-face arrangement recalls the great Pullman tradition.

Integrated special protection for outstanding safety

What’s more, the new Mercedes-Benz S 600 Pullman Guard offers its demanding passengers extremely effective protection from terrorist attacks. Its Highest Protection status means that it has been engineered to resistance level B6/B7, as tested and certified by state-approved organisations, and also meets additional requirements which go beyond those laid down in the standard but which are tested by public and independent organisations. Its armour resists military-standard small-arms projectiles and provides protection against fragments from hand grenades and other explosive charges. Additional safety features include run-flat tyres, a self-sealing fuel tank and a fire-extinguishing system.

In order to ensure that the vehicle offers outstanding protection, specialists with many years of experience in this field apply the principle of integrated special protection to the Pullman limousine. In effect this means that, rather than retro-fitting the protective elements in the doors, rear wall, side panels, roof lining and firewall etc. of an already finished vehicle, they fully integrate them into the bodyshell in a dedicated production process. This effectively creates a coat of armour around the entire passenger cell. Even the roof frame struts, door locks, door gaps, exterior mirror mountings and other components are incorporated into this security concept. The resulting vehicle offers hallmark Mercedes-Benz build quality combined with comprehensive Highest Protection characteristics, even in those areas where retrofitting would be all but impossible.

A further advantage of integrated special protection is that the protective features actually reinforce the body structure rather than exerting extra strain. In addi-tion, Mercedes-Benz’ integrated design approach means that any body-structure reinforcements required due to the weight of the protective elements can be integrated right from the very start. The result is extraordinary longevity and the same exceptional quality all round that distinguishes Mercedes-Benz standard-production models.
All Mercedes-Benz Guard models display the same outstanding ride comfort and effortlessly superior handling as their series-production counterparts. Further-more, generously dimensioned suspension components and brakes ensure that their handling qualities are almost identical to those of the standard-production models, thus giving the driver an optimal driving feel with high dynamic reserves at all times. The chassis is also designed to provide hallmark Mercedes ride comfort despite the extra weight.

The basis for this is the long-standing, continuous and close cooperation with nationally and internationally recognised security authorities. For decades, this has ensured that the Mercedes specialists have been able to continuously increase their expertise in the fields of development and manufacturing while also applying their vast experience in vehicle protection technology and ballistics to meet the highest standards.

Thanks to the seamless integration of the special protection features, the paint quality and corrosion protection match the standards of Mercedes-Benz series-production vehicles. And, like all other Guard models, the Pullman limousines can be serviced in any Mercedes-Benz service outlet anywhere in the world – another important factor which ensures easy access to comprehensive service of the highest standard.

80 years of Guard – factory-integrated special protection

As the inventor of the motor car, the world’s oldest automaker has always felt a special obligation to drive forward the development of automotive technology at the highest level and to keep on setting new standards for the industry. This demanding objective which Mercedes-Benz has set itself also applies to its special-protection vehicles, as is demonstrated by the Stuttgart-based premium brand’s unique track record in this field. As early as 1928, with a vehicle based on the Nürburg 460 model, Daimler-Benz became the first company to factory-fit vehicles with special protective elements design to provide the occupants with effective protection from attack with firearms and explosives. This was the start of eight decades of extensive materials testing and focused development, during much of which Mercedes-Benz enjoyed a unique position in the field of special-protection vehicles.

The special-protection version of the Mercedes-Benz “Nürburg” 460 model was followed in the 1930s and 1940s by armoured variants of the 770 “Grand Mercedes” as well as the 500 and 540 K models. In September 1963, Mercedes-Benz presented a new, exclusive prestige vehicle – the legendary 600 model – to meet the requirements of the most demanding customers. Shortly after the launch, the German government approached Daimler-Benz with a request for an armoured version for state visitors. For the engineering team in Stuttgart, this marked the beginning of a new era chara-cterised by a new set of challenges – not least, how to reconcile the requirements of a special-protection vehicle with a self-supporting body structure which had by now become the industry norm. With no other German manufacturer at the time able to offer factory-built armoured passenger cars and Mercedes-Benz limou-sines being held in high esteem by many governments around the world, a close working relationship developed between Daimler-Benz and the German author-ities. In the course of this cooperation, the Stuttgart-based automaker came up with many new techni-cal solutions and concepts. Indeed, this intensive cooper-ation formed the basis for the current European standards which define the different resistance levels.

In 1970, when there was suddenly great demand for special-protection vehicles following attacks on diplomats in Latin America, Daimler-Benz rose to the occasion with armoured versions of the 280 SEL 3.5 model. Demand grew once again during the 1970s with the attacks by the RAF terrorist group. Mercedes-Benz therefore built special-protection variants of the eight-cylinder 350 SE, 350 SEL, 450 SE and 450 SEL models which it supplied to a select group of customers, including state bodies and governments in Europe and beyond.

All subsequent generations of the S-Class have been available in the form of special-protection variants. This was the case with the 126 model series as well as the 140, 220 and the current 221 model series. In addition to its S-Guard line-up, Mercedes-Benz today also offers E-Guard and G-Guard special-protection vehicles.

Mercedes-Benz offers High Protection and Highest Protection

Mercedes-Benz uses this know-how acquired over many years to provide answers to different risk scenarios all over the world, offering Mercedes-Benz Guard models with various resistance levels in accordance with the European standard.

• High-Protection vehicles, engineered to the European B4 resistance level, resist large-calibre revolver ammunition and offer particularly good protection against the increasing threat of drug-related and violent street crime.
• Highest-Protection vehicles, engineered to resistance level B6/B7, provide effective protection against the threat posed by terrorist attacks. Their armour is designed to resist rifle-launched projectiles from military weapons which have a velocity almost twice that of bullets fired from a revolver. They also offer resistance to shrapnel from hand grenades and explosive charges.

By Simona Alina

www.topspeed.com

2009 AUDI A4 STYLING
The 2009 Audi A4 sports a larger body with a sense of style like that of the bigger Audi A6, according to reviews from across the Web and the firsthand experience of TheCarConnection.com’s editors.

For the new model year, the 2009 Audi A4 has grown substantially larger in both sedan and wagon form. It’s “4.6 inches longer and two inches wider than before,” Car and Driver says, and it “grows from one of the smallest cars in its class to one of the largest, versus competitors such as the Mercedes-Benz C-Class and the BMW 3 Series,” according to AutoWeek. That increased size gives it “infinitely more presence,” Car and Driver adds. “Imagery doesn’t do justice to the new A4.”

Cars.com notes the similarities with Audi’s larger four-door and wagon. The new 2009 Audi A4 “isn’t a radical departure from the outgoing model, but it now bears a greater family resemblance to the larger A6,” they report. Motor Trend likes the new “sculpted lines” and the “more aggressive front end,” noting that the changes give the A4 “a planted, sportier stance” that “holds the road with a new sense of confidence and enthusiasm.” Car and Driver approves of the new lighting applied to the nose, calling it “LED eyeliner”; Cars.com says these lights are “an uncommon feature, but they are very good at grabbing the attention of oncoming motorists thanks to the bright, white light they emit.” Popular Mechanics calls the new design “crisp and attractive, with a face resembling the A5 coupe.”

AutoWeek also reviewed the new 2009 Audi A4 Avant wagon and said it’s “good-looking to boot,” with “muscular proportions, short overhangs and gracefully arcing roof.” They argue that “the wagon is arguably more dynamic-looking” than the sedan.

The 2009 Audi A4’s cabin is entirely new, and it’s “a huge step forward,” in Car and Driver’s opinion. “Even without the sunroof, the space feels open and airy.” Motor Trend gives their approval to the “high-quality materials and clean, attractive design [that] continue to live up to Audi’s stellar reputation as the industry benchmark.”

In TheCarConnection.com’s stint behind the wheel of the 2009 Audi A4, editors noticed the strong resemblance to the Audi A6—particularly in the “tornado line” that borders the passenger cabin from the front fender to the rear fender. The deeply cut-in grille isn’t a favorite detail, as it leaves a large opening in front framed by headlamps and air intakes that draw a squint on the car’s nose. The LED running lights are an interesting, forward-looking filigree. In general, the exterior shape is more balanced on the wagon.

Inside, the cabin has good materials, but to the staff at TheCarConnection.com, Audi’s stepped away from the styling that put it far above other brands. The new interior has more black plastic facing the front passengers; it’s angled more like a cockpit—or a battleship. It does have some wonderful details, however, like a thick steering wheel, a choice of brushed-aluminum or wood trim, and a more substantial look than either the rival BMW 3-Series or the Mercedes-Benz C-Class—as well as the ubiquitous starter button.

Conclusion: Some details are jarring, but the 2009 Audi A4’s handsome genetics are on full display.
read more from "Audi A4 2009 Review"

Politically and environmentally correct, it isn’t. And we’re glad for that. For as much as we’re chafed that we’ll never see gas under three dollars per gallon again, we are encouraged that manufacturers still have tuning departments that are passionate about performance. This, in turn, inspires them to push the envelope further. So, of course we were ecstatic when Mercedes dropped off a 2009 C63 AMG sport sedan recently.

What is it?

A hot saloon or estate, in the Queen’s English, it is only available here in the colonies as a sedan. But no matter: It’s a hot five-seater capable of 0-60 times of 4.3 seconds and road-handling manners that will rival any of the cars in its competitive set.

What’s It Up Against?

You name it. Practically every car that winds up in any “top-five best” list for hot, high-performance sedans is a competitor. The Audi RS4, BMW M3 sedan, Cadillac CTS-V and Lexus IS-F all qualify as contenders. Do they match up? Does the C63 match up, for that matter?

Any Breakthroughs?

The AMG Speedshift Plus 7G-Tronic automatic transmission with paddle shift levers on the flat-bottomed AMG steering wheel offers a hands-on way to shift through the cogs with both mitts on the wheel. At the same time, it incorporates a rev-matching feature which powers up or down to the logical RPM for the gear selected.

Another breakthrough is AMG’s speed-sensitive sports steering. Recently seen in the newly introduced SL 63 and SL 65 roadsters, it also shows up in the C63, and enables quicker turns in tighter radius while giving more subtle feedback on wider radius turns.

How Does It Look?

Sleek. In Piano Black with chrome accents, the C63 looks like a Teutonic businessman ready for a day on the floor of the Frankfurt Stock Exchange. With discreet flash, the C63 is one sedan that holds back on braggadocio, instead letting its performance do the talking. That’s not to say it’s boring. It’s just more like the elder, more mature statesman of the group.

We are fans of this latest generation of C-Class body, with its new, crisp design. When equipped to wear the badge of the AMG division, you know that you are not just getting a standard, off-the-shelf sedan. Expect the usual roundup of front and rear custom fascia, the under-rear-bumper diffuser, and the top-of-the-decklid spoiler. Don’t forget the dual pair of chrome twin exhaust tips and the trick AMG 18-inch alloy five-spoke wheels.

And Inside?

Following the philosophy of talking softly and carrying a big stick, the C63 comes off as almost boring in its inside execution. There is black everywhere. A padded leather and plastic dashboard helps to frame the windshield, while the front seats offer the most generous bolstering we can ever remember doing seat time in. Sit in them, and you feel pretty much locked and loaded for the drive that lies ahead.

The smattering of bright work around the gauge binnacle, door panels, and stick shift surround don’t do much to dress up the interior. With a cockpit that shows more black leather than a dominatrix’s closet, it carries over the strictly business theme from the outside.

A seven-inch power-retractable monitor incorporates the harman/kardon Logic7 Surround-Sound system with GPS navigation, a 40-gb hard drive, and in-dash memory card reader holds sway over the top of the center stack. After finding the audio of your choice, you have the option of pushing a button to cause the screen to retract. Thinking that it’s just something else that might break, we would much prefer to have it visible all the time within a binnacle of its own. On the other hand, though, we find the h/k audio system one of the best available.

But Does It Go?

The C63’s 6.3-liter V8 is a work of art. And it is also the work of one pair of hands. Hand-built in the AMG works in Affalterbach, it prominently displays a build plate with the engine builder’s signature in the area over the intake manifold. The rest of the engine room is sublime, as is its performance.

About performance: Of the cars in the competitive set, the C63 AMG, with 451 horsepower and 443 lb-ft of torque, is the class of the field, and trumps its closest competitor, the Audi RS4 by 31 horses. Torque-wise, the C63 surpasses the Lexus IS-F, which is whipped handily by a 72 lb-ft advantage over its 371 lb-ft. The Cadillac CTS-V did offer a 400 hp / 395 lb-ft engine choice, but it is currently out of production. Check back in a few weeks for Leftlane’s review of the all-new 2009 Cadillac CTS-V.

Throttle up, and the power from the V8 pushes you back in the seat like a 757 at takeoff. The sound from under the power-bulged hood is throaty and deep. It’s power you can hear and feel. Speed is artificially limited to 155 mph.

The drivetrain throws down with the AMG Speedshift Plus 7G-Tronic with blipping function for immediate response. The side-to-side manual function of the shift lever is one we have never warmed to, and much rather prefer the aluminum paddle shift levers mounted on the steering wheel. Below the gear indicator is a preference selector, which allows choices in the C-comfort, S-sport, or M-manual modes to determine engine mapping for fast or comfortable gear changes. A distinctly faster shift occurs when the sport mode is selected over the comfort mode. The throttle blipping is basically rev matching—which we found to settle the car while downshifting before executing a challenging turn. It provides both an audible, and as Mercedes claims, emotionally satisfying experience at the wheel, especially while dicing through flat-graded turns, which are abundant in our South Florida test loop.

The C63’s wide track, coupled with the AMG speed-sensitive sports steering and multi-link front and rear suspension helped us to basically “will” the car wherever we wanted it to go. I guess this must be the emotional part that Mercedes speaks of, where the good stuff on board instills confidence so that the car and driver become one. Poetically hokey stuff for sure, but it really does feel as though the car becomes a part of you. After all the fun has been had, reality can be grasped at again by way of the cross-drilled and ventilated braking system which performed flawlessly once we had to apply the binders. And oh, how we hated to do that.

As we stated when starting this joint, it is a politically incorrect consumer of fossil fuels. The 17.4-gallon tank will hold enough go-juice to get 12-mpg city/19-mpg hwy. That, of course, is if your right foot behaves.

The amazing thing about the C63 AMG is that before we pulled out the Monroney window sticker to check on pricing, we were anticipating an as-tested price north of $72,000. We were too high. All this could be had for $66,160, transportation included.

If you like your speed un-tethered, order the AMG performance package. For an additional $3990 simoleans, your C63 will be outfitted with a stiffer suspension, limited-slip differential, compound brake rotors, Alcantara trim inside and a 6.3-liter V8 without the speed limiter. In the words of Spinal Tap’s Nigel Tufnell, this one goes to 11. Well, actually, 186 mph.

Why You Would Buy It

You need a five-place sedan that looks conservative but when pressed, goes like snot, and you can afford to laugh at the $4.50 per gallon signs at your local gas station.

Why You Wouldn’t

You can’t get your head around paying $66,000 and change for a C-Class. Conservative styling doesn’t fit with your idea of 450 horsepower.

Words and Photos by Mark Elias.

www.leftlanenews.com

After Leftlane took a substantial look at the all-new 2009 Acura TL SH-AWD last week, we’ve moved on to its smaller brother, the very similar but softer, less expensive, less-powerful, front-wheel-drive TL sedan aimed more at the entry-level luxury market.

Take the successful 2008 Acura TL, make all the performance upgrades that a tuner could desire, add a techno-geek’s dream package of technology, then sharpen the feature lines and substitute an edgy grille to make sure everyone will recognize this car on the road and you’ve got the 2009 TL. Leftlane’s drive on California’s coastal backroads north of San Francisco showed that the new TL could make a lot of previous TL owners very happy while attracting more entry-luxury buyers into the fold.

Acura product planners said that extensive study of the entry-luxury market segment, coupled with focus group research with current TL owners, determined that the buyer targeted for the TL balances rational judgment with emotional reaction when evaluating an automobile – a logical but not particularly surprising deduction. In their effort to keep the TL as the “class-defining performance luxury sedan,” this owner definition meant simply that Acura had to improve every single attribute on the new model. From the numbers and a quick 150 miles in the new cars, we’d say they’ve succeeded.

What is it?
The TL is designed for the mainstream owner looking for a comfortable car with some luxury touches and an affordable price tag. Acura equips the new TL with a 3.5 liter front-wheel-drive VTEC engine producing 280 horsepower and 254 pound-feet of torque, an increase of over nine percent from the previous TL, linked to a paddle-controlled five-speed automatic transmission. Mileage is a reasonable 18 mpg city and 26 mpg highway.

Performance enthusiasts might be disappointed to learn that Acura has no current plans to introduce a Type-S version of the TL; instead, they’ve added a “super handling, all-wheel-drive” (SH-AWD) version to the TL line-up, with more power and a high-tech handling system. Because of its complex technology and its appeal to a different type of customer, we’ve reviewed the SH-AWD model separately.

What’s it up against?
Acura set the bar high for the TL by seeking to hold on to their existing near-luxury customers while hoping to attract some sport sedan customers. The designers and engineers were compelled to benchmark the new TL against the whole range of entry-luxury sport sedans, including the BMW 3-Series, Mercedes C-Class, Audi A4, Lexus ES 350, and Infiniti G35. That’s a tough crowd to match when you want to stay near the $35,000 average purchase price of the previous TL.

For comparison, the TL SH-AWD looks and feels essentially the same in a showroom (obviously not on the test drive) yet Acura sees its competitor set a class above.

Any breakthroughs?
When you set out to improve your previous offering and beat all your competitors on every luxury and performance attribute, you’d better come up with some major breakthroughs, and there is a lot to talk about, even in the standard TL. Briefly, the next big things in the TL can be found in the engine room, in the suspension, in the crash zones and in the center console.

Honda/Acura was a pioneer in variable valve timing technology with its VTEC engines, but now the engineers have gone one step further. To provide greater performance while meeting more stringent California and Federal EPA standards for ultra low-emission vehicles, the new engine varies not only the intake timing, but also the exhaust timing. With electronically-modulated lifters, the engine can change both the intake and the exhaust cycle to provide optimum flow into and out of the engine at all rpm.

To maintain handling confidence without sacrificing ride comfort, the TLs incorporate a sophisticated multi-valve system in the shock absorbers that opens both valves to absorb bumps on straight sections but then shuts one valve while cornering to provide taut, level handling. This damper system has been improved with the addition of a blow-off valve, so that the shock absorbers can compensate quickly for unexpected bumps, even while the car is in a tight turn.

Underneath the skin, Acura has improved the skeleton of the chassis to increase torsional rigidity while increasing crash zone responsiveness. With this new system, they’ve earned them the maximum five-star ratings in front, side, and rear collision testing, an achievement equalled by few other brands.

On the interior, the console controls have been redesigned to improve what Acura calls “intuitive technology” which we guess means you should be able to operate all the devices without spending a day at a training seminar. The optional “Technology Package” adds a variety of audio, device interface, communication, and navigation capabilities that compares favorably with any other car on the road today.

How does it look?
Acura says it was their intention to design the TL to get attention, and they definitely succeeded, since the first views of the new car we showed you have inspired heated discussion. This is clearly not the bland previous-generation Japanese styling that tried to appeal to everyone without offending anyone. Acura says their intention is to make sure that, with all the product advances they’re so proud of, the new TL will stand out on the road. To that end, it certainly does.

Their design goals, they say, were to create an impression of linear fluidity by designing smooth lines that flow without interruption from front to rear, and establish a strong design presence by using a high, well-defined shoulder line. But the most controversial aspects of the design are the hard, origami-like folded edges along the feature lines, which emanate from the flat, v-shaped surfaces of the signature Acura grille and culminate in a similar v-shaped form at the center rear of the car.

We’d only note that the folded-edge style is not new, having been introduced several years ago by Cadillac, so it isn’t likely to create any serious issues for Acura, except perhaps for some previous TL owners who might resist the idea of change.

And inside?
On the inside, with high-quality materials of soft-touch vinyl and leather trim, accented with an attractive, pleasant-feeling metal composite material, the TL feels upscale and modern. We liked the choice of materials and the workmanship and definitely felt that the composite metal trim was superior to both the brushed aluminum and retro polished wood that are the typical clichés of most luxury car lines.

The front cabin has been sculpted to create two visually separate passenger spaces, divided by an imposing center console. That console includes both a huge iDrive-style center knob and a huge array of separate buttons, apparently for every single controllable function in the car. About the only thing not on the console was a tape cassette slot, which Acura was still building into its 2008 models.

The center-stack design is perhaps the one feature in the car where Acura gets barely a passing grade in a class where Audi is the curve-breaker, Mercedes gets high marks for trim quality, BMW compromises between high style and convenience, and even Volvo comes through with elegant understatement. We’d like to say that the Acura design was superior to at least one of these competitors, but unfortunately, the best we can say is that the car has more electronic features than the competitors. To their credit, we were able to find many of the features without cracking the owners’ manual in our short few hours in the car.

The TL also excels in the category of number, size, and placement of stowage spaces This is a small, but nevertheless important detail to us, and becomes more significant on the longer journeys for which this car is suited. Neat little iPod and cell phone compartments are situated in the console near the plug-ins, and in the sides of the foot wells, and cup or bottle holders are placed not only in the center console – where they’re usually in the way – but in the door panels as well.

Acura offered excellent interior space and comfort with the previous TL, and with this model they’ve raised the bar by adding another inch to rear leg room and a fraction of an inch to rear shoulder room. The rear seating is as comfortable as any current car of comparable size.

Given the comfort and space of the rear seat, we were amazed to find that the trunk is huge as well. We’re perfectly willing to believe that there would be no problem in fitting the four suitcases, or the four golf bags, or the full-sized cooler that the Acura’s press literature promises.

But does it go?
We love any excuse to get out on the two-lane coastal roads north of San Francisco when we’re in a car that promises good handling, so we were pleased to learn that our route would take us from Sausalito along Route 1 to Bodega Bay, where the intricacies of the curves are exceeded only by the breath-taking coastal scenery. After lunch at the north end of the route, we returned to home base through the redwood groves and cattle country just inland of the coastal hills. The route allowed us to sample both the handling competence and ride comfort that the TL offers in equal amounts.

Though not breath-taking, acceleration in the TL is competent to handle passing situations on two-lane backroads, and the paddle controls allowed us to drop the car down a gear in those circumstances without having to first shift out of drive.

The TL transmission offers only five speeds. That sounds as if it wouldn’t match the flexibility of the six-speed auto boxes standard in most competing brands, but the wider, and more balanced gear ratios probably explain why we found the transmission to be so smooth we could only tell it had shifted by watching the tach.

Handling on back road curves was also quite competent, taking us through tight corners without any sense of body roll and only the vaguest notions of front-wheel-drve. What was really gratifying was the smoothness of the ride. Current TL owners will be more than pleased when they trade in the old TL on this car, and if they comparison shop, they’ll be even happier.

Why you would buy it:
Manufactured in Marysville, Ohio, the TL benefits from exchange rate fluctuations that have hit its competitors from Europe, so Acura promises a price starting at around $35,000, pretty close to the 2008 level for a car that offers space, comfort, handling, and performance of cars selling for considerably more.

Why you wouldn’t:
No one is going to confuse the luxury touches in the cabin with the elegance offered by some competitors, and that excessively busy center stack with its plethora of push buttons just doesn’t say upscale like the rest of the interior does. And some near-luxury buyers have no desire to drive a car that has “look at me” written all over it, no matter how bold a presence it creates.

The TL will be on sale in September of this year. Look for official pricing to be released here in the coming weeks.

Words and Photos by Gary and Genie Anderson

www.leftlanenews.com

by Sam Livingstone

The Lexus IS-F is a significant new design for one core reason: it introduces a performance sub-brand parallel to that of the M-cars from BMW, AMG from Mercedes-Benz, and the S and RS sub-brands from Audi. This then is Lexus making a logical next step to further encroach on the established German premium brands.
BMW originated the premium brands’ performance sub-brand with the ‘M for Motorsport’ M3 of 1986 (the M1 supercar of 1978 preceded that, but was a singular model, not a performance derivative). Now they are on their fourth generation M3 and M5. Though the ‘M for Motorsport’ moniker is now perhaps more ‘M for marketing’, M-cars still have a focus on lightweight track-orientated performance.

Mercedes-Benz, and to a lesser extent Audi, differ with their performance sub-brands in that they place emphasis on power and usability with automatic gearboxes and non-switchable ESPs. It is this direction that Lexus are also taking with their ‘F’.

A naturally aspirated 5.0-liter 417bhp V8, which powers the rear wheels through an eight (!) speed automatic, makes the IS-F a close competitor for the M3 sedan and C63. But the way the design differs to the IS250/350 it is based on is different to how BMW, Mercedes-Benz and Audi differentiate M, AMG and S/RS cars from their base model brethren.

The most significant difference is the longer, taller re-profiled hood that looks as though its iron fist of an engine has pushed up into the hood surface - it has a subdued, but clearly portentous, design identity. The second most notable and unique difference is the fake side air outlet vent in the subtly flared front wings - a tall slim aperture than runs rearwards and down into the extended rocker, which in turn leads into the flared rear wheelarches. There are also twin stacked exhaust pipes at both sides, distinctive smoked alloy wheel designs and new chunkier bumpers.

The interior differs with a silver weave carbon fiber look trim appliqué on doors and center console in place of the molten chocolate wood-look trim that blights other IS interiors. It has separate rear seats with a very low quality plastic tray dividing them - and blue stitching on black leather combined with subtle blue relief to the leather perforations, which is most effective. There are also solid aluminum gear shift paddles, an ‘F’ on the steering wheel and seat squab sides and bespoke analogue instrumentation that, though handsome, sadly eschews the distinctive chronograph design of the original IS.

Overall, outside and in, the IS wears its ‘F’ clothes very well. The differences from the base IS are seamlessly integrated, harmonious and distinct when compared to other premium brands’ performance sub-brand cues, and they create a uniquely subtle but noticeable image.

The IS-F may not be a radical departure from what we might have expected given Lexus’ penchant to chase after the more well established German makes, but it does innovate and mark out a distinctive territory for Lexus relative to the C63 and M3 sedan. It may lack the ultimate handling of the M3 or the punch of the C63, but the differences are slight enough to be overlooked by the significant minority who desire an alternative to those cars. It will also undeniably appeal to those who want a design that has a unique iron fist quality in a velvet glove look…

Photos: Eric Gallina

In the most eagerly awaited drive of the year, we give our verdict on Ford’s new supermini.

At last, the wait is over. Ford’s new Fiesta has arrived, and Auto Express is first to drive it! In a world exclusive, we’ve driven and tested the first example of the supermini to hit UK soil so we can deliver the definitive verdict on the most important new model of the year.

And after Ford’s success with the Focus, Mondeo and Kuga, expectations are running high. For starters, it is going to turn heads with its large, swept-back headlamps, steeply rising waist and high-mounted rear lights. There are three and five-door styles, and Zetec S trim also adds a neat bodykit.

The cabin has Mondeo-style dials and a centre console design that’s been influenced by mobile phones. Crowned by a large LCD display screen, it helps to give the interior the same fresh look as the outside. Our only gripe is the quality of plastics, as some don’t match those of the class leaders.

Despite being only marginally bigger than the outgoing car, the latest Fiesta fits five adults easily, and the boot is 281 litres. The cabin lacks the clever seating systems of the Honda Jazz and Nissan Note, but there are lots of features more commonly seen in big cars. Our range-topping Titanium model had optional keyless start, cruise control, a trip computer, powered mirrors, automatic lights and wipers, plus five airbags – but no sat-nav, even as an option.

So there’s lots of extra equipment – but the Fiesta’s weight has dropped by 40kg to improve performance, while boosting fuel economy and lowering emissions.

The most frugal variant is the ECOnetic, capable of 76.3mpg with a CO2 figure of 99g/km. But even the 1.6-litre TDCi we drove achieves 67.3mpg while pushing out only 110g/km in emissions. The smooth, refined unit offers punchy performance, so the car is equally at home whether zipping around town or effortlessly racking up the motorway miles.

Improved sound insulation and aerodynamics make the Ford quieter than ever, giving it big-car standards of refinement.

On the road, the new electric power-assisted steering is well weighted and direct, giving the Ford sharp responses and amazing agility. Tight bends and mid-corner bumps can’t upset its composure, while the slick five-speed box has a beautiful feel. Ride comfort is excellent, too. The fresh Fiesta has been well worth the wait.

Text: James Disdale / Photos: Dominic Fraser