First Drive: Chevrolet Volt powertrain mule

It's been 28 months since we watched Bob Lutz drive onto the stage at Cobo Hall in Detroit and step out of the Chevrolet Volt concept. In the intervening period, a corporate drama of epic proportions has transpired as Lutz has gone into semi-retirement, Rick Wagoner has been ousted as CEO and the U.S. government and the UAW are about to take a 90% ownership stake in General Motors.

In the midst of this corporate chaos, a dedicated group of hundreds of engineers, scientists, designers, technicians and drivers have tried to keep their heads down and out of the line of fire as they worked to make the Volt a production reality. From the time we first saw the original concept, GM has selected a battery supplier (LG Chem), defined the final powertrain configuration and released the production design, among countless other tasks. After more than a year of pestering GM, the call finally came to get behind the wheel of a Volt prototype.
We arrived at the design building on GM's tech center campus in the middle of a torrential downpour where we were escorted to the executive garage. There we found two of the 30+ second-generation Volt mules that are running around in Warren, Milford and other locations undergoing testing and development. Like their four-legged namesakes, mules are a cross-breed of different vehicles, and because of the lead times and testing required to bring a mass production vehicle to market, development is done in parallel on multiple paths. Automakers build these prototypes by taking an existing vehicle and adapting new components to road test the systems before the complete vehicle is ready for production.



For the Volt program, the first-generation powertrain mules were built using previous-generation Malibu body shells with the Voltec (E-Flex) powertrain -- the so-called Mali-Volts we first saw about a year ago. Those vehicles originally ran in late 2007, with the engine-generator and electric motor as well as a small hybrid battery to start development of the powertrain control system. Later, the full Volt T-shaped battery pack was installed and in 2008, the second-generation mules were built using the body of the new Chevy Cruze. Unlike the larger mid-size Malibu, the Cruze is based on the same Delta global compact platform as GM's plug-in savior, which is closer in size and weight to the Volt and was used throughout winter testing in 2008-2009.

Volt Vehicle Line Executive Tony Posawatz rode with us in the Cruze-Volt and discussed the current state of development. The prototype we drove had a powertrain that was about 80% representative of the final specification, and while the full powertrain was in place, including the 1.4-liter four-cylinder range extender, our time was spent in EV mode only.



Since the Cruze is close to the Volt, packaging the powertrain was less of a challenger than it would have been on a completely different platform. These cars were built up from early Korean-market Cruzes (hence the different grille) and are remarkably well finished. Setting aside the Volt powertrain for a moment, the Cruze seems like it will be an excellent competitor in the compact sedan segment. The interior is attractive and well laid out, and it's exceptionaly quiet inside.

In the garage, the cars were already running, sitting silently with the gear selector in park -- one of the wonderful things about electric drive -- and even though the Volt, like most other EVs, uses a single-speed reduction gear transmission, the shifter is still there to enable park, reverse, neutral and drive. The mules use the stock Cruze instrument cluster, but since the wiring harness was modified, some of the warning lights remained lit throughout our drive. Once we adjusted the seats and mirrors, and verified the warning lights weren't a problem, we moved the shifter into drive and "motored" off.

Out in the rain, we had to crank up the window defogger which, like all other accessory systems in the car, was electrical. Even though electric cars are considered to be quiet, older examples tended to produce whine from the drive motors (see: Dodge Circuit). GM and others have addressed this issue, and to our surprise there was no audible squeal inside the prototype.



The electrically-assisted steering has a nice heft that should make the production version an entertaining steer, although we couldn't judge it extensively on our wet "route" which consisted of two-mile laps on the tech center campus. The braking hardware, based on the system found in GM's two-mode hybrid SUVs, has a similarly firm and communicative pedal feel with no noticeable transitions between regenerative and friction braking. There were a few of minor glitches when we hit a major bump in the pavement while braking, but these will undoubtedly get sorted out as the final calibrations are completed over the course of the next year.

Power delivery is seamless and when the time comes to slow, lifting your foot off the accelerator yields a small amount of regen braking to simulate the coast-down on a conventional vehicle. The transmission shift lever also has a low gear position that induces more aggressive lift-off regen, about 0.25-0.30 g of deceleration -- equivalent to the braking most drivers regularly perform. When driving in stop-and-go traffic drivers could select L and just drive with one pedal much of the time, maximizing regenerative braking and range. According to Posawatz, future generations of electrically-driven vehicles could offer drivers different braking options, allowing them to select the amount of regen they want, but this won't be available on the first run of Volts.



Overall, the electric drive system in the mules performed as advertised and GM appears to be well on its way to meeting a November 2010 Job 1 date. We drove about ten miles in the rain on electrical energy only with plenty of accessories running and no significant problems. However, it's obvious there's a great deal of work to be done between now and the latter half of 2010. Right around May 27, GM will start final assembly of the Integration Vehicle Engineering Release (IVER) prototypes of the Volt; the final prototype stage where the production body work will be joined with nearly all the production-tooled compenents. These vehicles are used for final calibration and validation of all systems.

The bodies-in-white for the 75 IVER prototypes have largely been completed and once these vehicles are built, the engineers will start the final push toward finishing the first-generation Volt. Posawatz promised to have us back for another drive to sample the range-extender in action. Let's just hope that the Volt doesn't become a victim of the financial apocalypse currently afflicting General Motors.



[Source: Autoblog]

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MINI to launch Special Edition F1 Cooper at MINI United

According to MotoringFile, internet keepers of all things MINI, BMW's cutest brand plans to launch a new Special Edition Cooper to coincide with the first Formula 1 racing car ever created by legendary British racer and company namesake John Cooper. To stand out from the rest of the already crowded MINI pack, the Special Edition F1 Cooper will be painted up in a new non-metallic British Racing Green, which will be offset by black hood stripes plus a contrasting white roof and mirror caps. The factory JCW aerokit will also be fitted along with a slew of F1 badges.

Underneath the car's pretty exterior will be the stock powertrain from the MINI Cooper S JCW, including the 1.6-liter turbocharged and intercooled four-cylinder engine with 208 horsepower and 192 lb-ft of torque. Expect the new edition to make an appearance at the MINI United event on May 22nd in Silverstone, England.

[Source: MotoringFile]

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Obama planning to announce Chrysler bankruptcy tomorrow

According to a report by Bloomberg citing the usual unnamed sources, President Obama will announce tomorrow that Chrysler will file for Chapter 11 bankruptcy while continuing to work on its alliance with Fiat.

Bloomberg's source made it clear that the there are still several loose ends and the plan "is not finished yet," but it will likely involve Chrysler's strongest assets being bundled and sold to a new entity. In that scenario, Fiat would become a 20% owner of the Auburn Hills-based automaker, the UAW retiree health-care trust would take a 55% percent stake and the government would gobble up the rest. Essentially, it's the same out-of-court deal initially proposed, but now, with all the benefits (and hurdles) of bankruptcy protection.

No surprise then that Fiat's CEO, Sergio Marchionne, was right in his assessment (see below), nor is it a shocker to anyone that's been following Chrysler's trials and tribulations over the last week and beyond.

[Source: Bloomberg]

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Ford Fusion Hybrid pedals its way to 1,445 miles on a single tank

The Ford Fusion Hybrid we talked about yesterday, the one that had as of our last report cleared 1,000 miles on its hypermiling publicity stunt, has finally reached the end of the road its fuel supply. The final number: 1,445 miles on a single tank of gas.

For the high-mileage odyssey, the Fusion hybrid was pushed to an average of 81.5 mpg. Even considering that hypermiling techniques were employed to reach these numbers, we're quite impressed, as the event took place on city streets and public freeways, not on a closed course. Better still, the entire 69-hour event raised $8,000 for the Juvenile Diabetes Research Foundation. You can read the details of how the driving teams managed the 80 mpg in the official press release after the jump – and no, they didn't find a thousand-mile downhill road.


[Source: Ford]

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Honda gives Acura its own financial arm

The late eighties is when it all happened for Japanese luxury vehicles in North America. But by the time Lexus and Infiniti launched in 1989, Acura was already on the market for three years. Since then, Acura customers in the U.S. looking to finance new cars went through the same American Honda Finance Corporation that bankrolls the purchases of new Honda cars, trucks, vans, motorcycles, lawnmowers, outboard marine engines and everything else the Japanese industrial giant builds (to the possible exception of corporate jets and robots), not to mention the establishment of new dealerships and all that entails.

That's all about the change with American Honda Motor Co.'s announcement of the launch of Acura Financial Services, a new financing arm for the company's luxury division that will handle the purchases of new Acuras. The move is part of an effort to distance Acura from the more commonplace offerings of its parent company, and to give the division its own look and feel. A strange time to launch a new financial company,

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Video: Aston Martin One-77 exhaust note

Aston Martin One-77 made its first appearance as a completed car last weekend. So now that the car is moving under its own power, the question is what does £1 million (currently about $1.47 million) sound like?

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Swiss-tuned McLaren SLR Red Gold Dream

We know to expect the unexpected when it comes to aftermarket work in certain Middle Eastern enclaves. But this... this is, well, this is something that even Tim Burton would have to dismiss as just too outrageous. Part of what makes this car even more interesting is that it was the product of Swiss tuning firm Ueli Anliker Design, and as such, it is called the Anliker McLaren SLR 999 Red Gold Dream.

What was once a standard SLR (may God have mercy on its soul) now has a cow catcher up front, a Mustang wing out back, and 24 karat gold and rubies plastered throughout.

[Source: Supercars Dubai]

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Toyota recalling nearly 40k Highlanders fitted with... optional stainless exhaust tip?!

Toyota and the National Highway Traffic Safety Administration are announcing an equipment safety recall on the Japanese automaker's 2008 Highlanders and Highlander Hybrid models.

On the 2008 model year crossover, the optional stainless steel exhaust tip retention clamp apparently has a manufacturing defect that can cause it to develop microscopic cracks, and in the worst case, fall off. We're not entirely clear on why this warrants a full-blown safety recall (perhaps to avoid the possibility of road debris), but in any case, NHTSA reports that ten incidents have been filed and the recall is moving forward. Overall, only 39,100 clamps are suspected to be flawed, but Toyota is notifying all 121,000 Highlander owners in case they bought the add-on exhaust finisher at their local dealer's parts counter.

You can read the full press release after the jump, and contact your dealer for an inspection and fix if necessary.

[Source: Toyota]

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First completed Aston Martin One-77 wins Concorso d'Eleganza Design Award

Aston Martin finally took the wraps off the first completed One-77 this past weekend at the Concorso d'Eleganza on the shores of Lake Como and came away with the top design prize at the event. Aston Martin CEO Dr Ulrich Bez was on hand to show off the car that we saw in skeletal form at the Geneva Motor Show in March. While the aesthetics of this new Aston have drawn decidedly mixed reviews, there is no doubt that it is a striking machine. The huge grille flanked by large air scoops is a departure from the classically beautiful Astons of the last 15 years and even goes well beyond the DBS. However, when considered in the context of its functionality, the appearance makes much more sense.

[Source: Aston Martin]

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Bugatti unleashes four-door Veyron

It's the Veyron for all the family! This is our best look yet at the stunning Bugatti Royale – a four-door four-seater that’s set to take the famous firm into a new market.

With the £900,000, 253mph Veyron 16.4 already crowned the world’s most expensive and fastest supercar, Bugatti is seeking to go a step further: it will celebrate its 100th anniversary by unveiling this hyper-saloon at the Frankfurt Motor Show in September.

Inspired by the legendary 1927 Type 41 Royale, the new model would be as expensive as its brother and be available in a very limited production run for the company’s most loyal customers. As you can see, the exterior echoes the Veyron’s, while inside the cabin will offer unparalleled luxury, with the finest leather, suede and metal trim in addition to seating for four people and a luggage compartment at the rear.

Bugatti won’t be embarking on the project alone, though. It’s rumoured that the firm will team up with fellow VW Group luxury manufacturer Bentley in developing a new front-engined limousine platform. As well as underpinning the Royale, the chassis would be used on the next Arnage. However, the new Bugatti will keep much of the technology seen on the Veyron, such as its four-wheel-drive set-up and 8.0-litre quad-turbo W16 engine, although this will be mounted at the front.

With the same 987bhp and 1,250Nm of torque, the Royale should cover 0-60mph in three seconds and hit a 250mph top speed, making it the fastest four-seater in the world. It will also feature the same seven-speed twin-clutch transmission – developed by UK firm Ricardo – along with that Haldex clutch-equipped all-wheel drive. There will be active aerodynamics, a Veyron-style hydraulic rear wing that rises at speed, huge carbon composite brake discs and adaptive dampers, too.

The current economic downturn means the Royale is still some way off. But with McLaren Automotive boss Ron Dennis predicting a return to growth in 2011, just in time for the launch of his company’s P11 supercar (see Issue 1,060), expect the four-door to go on sale in three years’ time.

In further celebration of its 100th birthday, Bugattiis also planning to launch a 1,350bhp ‘super’ Veyron later this year, along with additional special editions.

[Source: AutoExpress]

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Ferrari releases more pics, details on experimental 599XX

Road cars have laws to contend with, and racing cars have regulations to uphold. But for track cars, the sky is the limit. Unfortunately for track enthusiasts, purpose-built track cars built from the ground up with a blank sheet of paper and a limitless sky are few and far between. One example comes from Ferrari with its XX-rated development program that creates a series of cars that bridge the gap between road and track. First up was the FXX, an Enzo with some extra kit. That was followed by the even more extreme FXX Evoluzione. But at the Geneva show last month, Ferrari took the wraps off the 599XX, a rolling laboratory based on the 599 GTB Fiorano only unbound by the rules of governing bodies. And while the 599XX's debut was accompanied by only limited details and even fewer photos, Maranello's finally released more of each to salivate over.

Over the course of its ongoing development – that is, after all, the point of the XX programs – the 599XX will receive all manner of new features and technologies. There's even word it may serve as a test bed for the adaptation of Formula One's KERS regenerative braking system for future road cars. But in the meantime, Ferrari's engineers have started with a host of aerodynamic and engine modifications. Added aerodynamic elements abound, some more visible than others. Little black winglets protrude from the C-pillars (which themselves were already aerodynamically optimized on the road car), and the wheels integrate F1-style "donuts" to channel the air for optimized cooling and clean airflow. Underneath the bodywork, a new Actiflow system employs a porous diffuser and two fans in the trunk to channel the airflow for increased downforce at cornering speeds or reduced drag at higher speeds. All that and more adds up to 617 pounds of downforce at 124 mph or 1,389 pounds at 186 mph. Reduced mass inertia in the engine compartment helps the V12 produce 700 horsepower at the XX's stratospheric 9,000 RPM redline, the shift program has reduced gear changes to just 60 milliseconds, and the carbon ceramic brake pads are gripped by experimental carbon-fiber calipers to keep it all under control. All that new tech helps the 599XX lap Ferrari's own Fiorano test track in 1 minute, 17 seconds... faster than any road car the company has ever produced, a tick under the FXX's lap time, and faster than some of the company's modern race machinery

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Chrysler planning second Fiat-based compact sports sedan

For Chrysler, the cornerstone of its proposed alliance with Fiat is for the Italian automaker to supply its domestic partner with smaller, more fuel efficient platforms and drivetrains. It's been assumed that the Fiat 500 would be one of the vehicles Chrysler plans to market in the U.S., but according to a the Wall Street Journal, it may have more than a subcompact up its sleeve.

According to the report, Chrysler showed its (troubled) dealers the automaker's future products today in Auburn Hills, Michigan, and along with the all-new 2011 Jeep Grand Cherokee and a revised Chrysler 300, a "sporty little sedan" produced by Fiat was in attendance.

Chrysler's head of design, Ralph Gilles, told dealers that the automaker intends to have its own version of the car, with Fiat providing the chassis and Chrysler designing the exterior.

Although the WSJ's source didn't specify which Fiat was shown, informed speculation says that it was likely the Fiat Bravo, which would make a killer Dodge Caliber replacement and would finally provide Chrysler with a true successor to the Neon after its demise in 2006.


[Source: WSJ]

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Bugatti celebrates 100 years with four Centenaire specials at Villa d'Este

Although decades have separated the modern Bugatti from its heritage, the Alsatian exotic marque is one that prides itself on its racing pedigree. So to bridge that gap and celebrate its 100th anniversary, Bugatti rolled in to the Villa d'Este auto show on the shores of Lake Como in northern Italy, as promised, with a quartet of special edition Veyrons.

Each of the four one-offs bares a different color to contrast with the chrome fenders, and each honors a different driver from Bugatti's glory days by taking their names. To more clearly emphasize the cars historical linkages, the four Veyrons arrived in Italy accompanied by matching historic Bugatti Type 35 Grand Prix racers.

One of the most successful race cars in history, the Type 35 racked up some 2,000 race victories over the course of a decade of competition in the inter-war period. Thanks to its advanced lightweight construction and pioneering client-racer availability, the Type 35 was one of the most popular and indomitable racing machines of its day. Alongside its identically-colored historic counterpart, the Bugatti Veyron Jean-Pierre Wimille edition appeared in bright blue, the Achille Varzi in dark red, the Malcolm Campbell example in dark green and the Hermann zu Leiningen in off-white. No official word so far if these specials will be for sale or if they'll remain at Bugatti's headquarters in Molsheim, but if they do find their way to market, you can expect them to be marketed at a considerable premium.

The presentation at Villa d'Este is the second of many celebrations which Bugatti has lined up to celebrate its centenary this year, following the Bleu Centenaire edition presented at the Geneva show and ahead of Pebble Beach in August and the grand finale in Molsheim on September 12.

[Source: Bugatti]

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Official pricing for BMW X5M and X6M leaks out

The BMW X5M and X6M are all about excess. Excess power (if that's possible), excess girth, and, as we already knew, excess cost. BimmerFile is reporting that the X5M will ding your budget to the tune of $85,400, while the X6M will set you back $88,900. And anyone that has ever priced out a Bimmer with options knows that those prodigious figures are only the baseline of what will no doubt be two even more expensive BMWs.

But for nearly $90,000, you get what, for now, are the two most powerful BMWs on the road. Both models will reap the benefits of a 555 hp, 500 lb-ft twin turbo 4.4L V8. That's 55 hp and 105 lb-ft more than the M5 or M6; two vehicles that cost more than their crossover counterparts. The M treatment will also add more aggressive aesthetics, torque-vectoring AWD, and massive 15.6 inch front rotors to help these flying bricks stop on a dime (or 900,000 dimes, really). Does that make the X5M and X6M a compelling value? If you're in the market for a 550 hp crossover, we guess so, because outside of the substantially more expensive Porsche Cayenne Turbo S ($124,000) these new Bimmers are the only other family-haulers with that kind of muscle.

[Source: BimmerFile]

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Review: 2009 BMW 750i

The BMW 7 Series and the Mercedes-Benz S-class are two vehicles utterly defined by their birthplace. Each was spawned in Southern Germany, where massive stretches of autobahn honed their ability to cover boundless distances at high velocities, cosseting occupants in Teutonic luxury. But they're decidedly different beasts. In spite of their similarities, the two brands have always had distinct personalities. BMW followed its tag-line of the "Ultimate Driving Machine," while Mercedes stuck to its more sober image, focusing on its "Best in German engineering" meme.

As so often happens, automakers feel compelled to grow and expand beyond traditional audiences, and at times, the result is a diluted product that strays from its roots. When everyone is attempting to cater to the broadest possible audience, overlap is inevitable and distinctions begin to disappear. Look no further than the American mid-size sedan segment, or in this case, the last generation 7-series. So for 2009, BMW sought to re-focus its uber-sedan on what it does best. Read on to find out if BMW succeeded or if the new 7 suffers from further dilution.

It seems fitting that BMW's flagship would lead the way in introducing new design directions for the brand. The previous fourth-generation model marked the debut of the controversial Chris Bangle era. The Bangle 7 may not have received much in the way of critical acclaim for its aesthetics, but it was the best-selling generation to date, and its distinct styling cues have found their way into many other vehicles. Even with a mid-cycle refresh that significantly improved its looks, the fourth-gen. model still suffered from a top-heavy appearance that diverged from the lower, sleeker looks of earlier editions. This latest edition marks a return to form for BMW.



While Bangle remained the titular head of BMW design during the course of the 7 Series development, his successor, Adrian van Hooydonk, led the team that created this new version. The result is a sedan with virtually the same dimensions as the last 7, but with an additional three-inches of wheelbase. Despite the stretch in the middle, the new car looks significantly smaller thanks to a slopping nose and contoured flanks that lend a tauter, more muscular appearance.



Our first experience with the new 7 Series involved time in an extended wheelbase, sport pack-equipped 750Li. This time, our tester is a standard wheelbase 750i. Currently, the only engine available in the U.S. market 7-series is the 4.4-liter twin-turbo V8 that debuted last year in the X6. However, just before our test, BMW announced a new V12-powered 760 that will find its way to the States later this year, while buyers in other parts of the world have a choice of gas or diesel mills.



With its 400 hp and 450 lb-ft of torque at just 1,800 rpm, the turbo V8 is an ideal power-plant for a big luxury sedan. It's only available with a ZF six-speed automatic transmission, as for the overwhelming majority of people who choose a 7 as their preferred conveyance, a manually-operated clutch wouldn't find favor. But that's not to say the 750i isn't suited to fast driving. On the contrary, even without the sport package, the 7 feels surprisingly nimble for a 4,500 pound vehicle. To the left of the shift lever is a switch that allows the driver to select from comfort, normal, sport and sport+ modes. Similar to what's found on most other modern vehicles with sport settings, the various modes adjust the response of the electronic throttle, transmission controls, the adaptive damping and the traction/stability control.



In comfort or normal modes, BMW's flagship feels a restrained at first, but a quick switch into one of the sport modes causes the 7 to leap of the line with enough gusto to belie its curb weight. BMW claims a 0-60 mph acceleration of 5.1 seconds for the lighter standard-wheelbase 750, a number consistent with our informal timing and perhaps even slightly conservative. Those who want to manage the shift points on their own can do so by tapping the shifter to the left, followed by the usual fore-aft taps. The transmission responds quickly to driver commands, but without any wheel mounted paddle shifters, the manual mode seems to be of limited value. It's generally best to leave the controller in drive, engage sport or sport+ and let the electronics to the work.



Under braking, the sport modes induce automatic down-shifting to help ensure the engine is in the meat of its powerband, so there's never a chance of being below the curve when powering out of the corners. Accelerating in sport mode, the transmission holds gears after backing off the throttle, allowing the driver to negotiate a series of bends without hunting for gears. Of course, even though the 7 is capable of traversing winding roads at elevated velocities, its natural habitat is the autobahn or interstate. Here, a squeeze of the go-pedal will find the 750's speedometer swinging clockwise at an alarming rate.

From a 70 mph cruise, dipping into the long pedal will have you in extra-legal speeds in decidedly undramatic fashion. Wind and road noise are well controlled thanks to the triple seals on the doors and acres of insulation elsewhere. At part throttle, the V8 is just audible enough that you can tell it's running, but it's never intrusive. Get on it hard though and an aggressive snarl begins to build. Even then, the 750 never forgets that it is a luxury sedan rather than a hardcore sports car.



Smaller BMWs have been lauded for their steering feel, and while the big sedan doesn't quite measure up to the 3 Series standard, it never feels loose or sloppy. The weighting provides just the right amount of resistance while providing feedback commensurate with the amount of lateral force being generated by the front tires. When maneuvering around tight spaces, the optional camera package on our tester came in handy. Pressing the camera button on the console toggles the massive 10.2-inch dash-mounted LCD to display the surrounds courtesy of two side-view cameras mounted just above the side markers on the leading edge of the front wheel wells.



The front seats of the 750 offer excellent comfort and lateral support, with the driver's seat benefiting from multiple power adjustments including the side bolsters that can be optimized to the width of your torso. When the door is opened, the bolsters automatically retract making it easier to get in an out, and the $2,500 luxury seating package includes a massage mode for the driver's seat as well as heating for the rear seats and steering wheel. Even in the standard wheelbase 7, the distance between the axles spans nearly 121 inches, meaning there's plenty of room in the rear compartment for three passengers. Of course, the usual caveats about the center position remain in place, including limited leg room around the center tunnel and the raised cushion which is optimally contoured for only two occupants.



Typical among modern luxury cars, every generation of the 7 Series adds more features and more fluff. Since all the added accouterments need a central control interface to avoid an overwhelming number of buttons, switches and dials, BMW led the charge with the implementation of iDrive on the last 7. Unfortunately, BMW apparently completely forgot about human usability and the result was a disaster. When the mid-cycle refresh of the 7 debuted, BMW added a few switches back into the mix to provide shortcuts to the main menu and other frequently used features. The new, third-generation system that debuted on the refreshed 3 Series last fall as well as the new 7 is vastly improved. The menu structure is much easier and intuitive to navigate, but it's still not quite as good as the interface offered by its closest competitors, not to mention some contemporary Fords.



So is the 7-series back on track? Most definitely. The 750i is a pleasure to drive and its responses belie its dimensions. For those that live in regions where roads are less than stellar, the absence of the sport pack is less of an issue. The adaptive damping system keeps the body level and unperturbed whether the pavement is pock-marked or curvy, and its surprisingly satisfying on all manner of roads. Of course, in typical German fashion, the price starts high and escalates quickly with the addition of options. Our tester had a base price of $80,300, but premium sound systems, seating, camera and convenience packages drove that up to an out-the-door price of $92,170. If you can manage those payments, the 750i's 16/22 mpg thirst for premium gasoline shouldn't be a bother, and for the money, you'd be hard-pressed to find a more willing and eager luxury sedan to consume acres of asphalt with ease.

[Source: Autoblog]

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Nissan clocks unofficial 7:26.7 'Ring time, gets dangerously close to ZR1

The Battle for top honors at the Nordschleife continues, with yet another revised 'Ring time for the Nissan GT-R. After a second day of testing, Nissan claims that the 2010 model hacked off nearly a second from its time on Wednesday, delivering an unofficial lap of 7:26.7 – a mere four-tenths of second behind the Corvette ZR1's official time and just over a second slower than the Ferrari Enzo. As always, unofficial times should be taken with the appropriate amount of NaCl, and the way things are going, we expect Porsche (or GM) to fire back, at which point Nissan may finally release the GT-R SpecV's lap time.

[Source: GTRBlog | Image: Kislik]

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Geely reportedly denies copying Rolls-Royce

With gloved white fingers pointing in their direction, Geely Automobile is in full denial of British accusations. The independent Chinese automaker, which rolled out its luxurious GE model bearing more than slight resemblance to the Rolls-Royce Phantom at the Shanghai Motor Show, seems rather unconcerned. "As it were, they are actually different ... people may feel they are the same at the first glance, but the details are certainly different," Geely spokeswoman Zhang Xiaoshu told AFP.

Keep telling that to the good blokes at Rolls-Royce who are considering legal action against Geely. To most observers in the industry, the production-bound Chinese GE concept clearly borrows the Rolls signature grill, down-sloping rear deck, and the Flying Lady mascot. Unlike the Phantom, the Chinese variant is set to hit the market at a sliver of the cost of the exclusive Rolls. While imitation is often considered the most sincere form of flattery, the British evidently aren't cracking so much as a smile.

[Source: Drive]

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Unique Pegaso edition Bugatti Veyron for sale

It's hard to believe that Bugatti is still pumping out more special editions of its already special Veyron when owners of some of the most exclusive versions to date have been going up for sale on what seems like a daily basis. A couple of weeks ago, we reported on one of the five Pur Sang editions being put up for sale in Abu Dhabi, and our man Jared Paul Stern over at sister-site Luxist found another one a few days later. But as exclusive as the Pur Sang edition was, an even more exclusive Veyron has now popped up on the market on a Polish website.

The Pegaso edition was a one-off built for one fortunate Eastern European customer living in Dubai (where else) at the exclusive Burj al Arab complex. It was painted a special pearl white and light red metallic with a custom interior bearing the Pegaso badge in tribute to the 1950's-era Spanish coachbuilder. We guess times are tight for everyone if the owner is motivated to sell, but then again, at €1.85 ($2.45M USD), the offering party is asking for a considerable premium over the standard million-€uro price of a new model for this barber pole Bug.

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Hennessey Camaro in action

Hennessey Performance Engineering already has big plans for the Camaro, so it’s wasting no time and getting its first Camaro SS out on the track. Watch as it gives its brand new 426 hp beast a thumping, including 0 to 60 mph in 3.9 seconds, and a 11.9 second quarter mile run.

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Chevy Corvette Grand Sport returns for 2010

Chevy is bringing back the Corvette Grand Sport, and unlike the one offered at the end of the C4's run in the mid-Nineties, this one sports a long list of performance upgrades that would make even Zora Arkus-Duntov proud. Rather than treating this revival as a special model with a limited run, Chevy has decided to ditch the Z51 package entirely and offer the Grand Sport that pushes the standard Vette's performance even closer to that of the Z06.

While the 430-hp (436-hp with the two-mode exhaust) LS3 V8 remains unchanged, wider front and rear fenders allow for 18- (front) and 19-inch (rear) wheels that are also wider than before. Larger brakes are included and the special suspension tuning is now even closer to that of the Z06. You'll also notice other Z06 elements like the front splitter, rear spoiler and functional brake ducts behind the doors. Unlike the Z06, you can order a Grand Sport with a manual transmission or the Vette's six-speed automatic with paddle shifters. If you're a true track hound, though, go with the manual that also comes with a dry-sump oil system, differential cooler and rear-mounted battery.

Though available as a convertible, coupe models also feature a removable roof. The Grand Sport can also be had in all four Corvette trim levels (1LT, 2LT, 3LT and 4LT) and any standard Corvette color, and a special heritage package gives a nod to the past by adding a pair of hash marks to the front fenders. The new Grand Sport is being announced at the 12th annual C5/C6 Corvette Birthday Bash at the National Corvette Museum in Bowling Green, Kentucky as we speak and pricing has yet to be announced, so stay tuned.

Stop by CorvetteGuys.com and check out their large ivnentory of C5 Parts.

[Source: Chevy]

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2010 Porsche 911 GT3 runs the 'Ring in 7:40, reps still claim Nissan GT-R is slower

The 2010 Porsche 911 GT3 is unquestionably bad-ass. Its naturally aspirated 3.8-liter flat-six provides 435 hp from behind the driver's seat, and its track-tuned chassis can dance with the world's most nimble supercars. The free-wheeling product of Stuttgart has been undergoing testing at the famed Nurburgring in Germany (along with every other sports coupe worth its salt) and it's been timed at an unofficial 7:40. Porsche driving ace Walter Rohrl was behind the wheel for the sprightly lap.

While 7:40 isn't enough time to best the 7:26 from the 638 hp Corvette ZR1, it's a very impressive time nonetheless (BTW - During testing Rohrl posted a 7:45 in a borrowed Ferrari F430 Scuderia). Nissan probably isn't impressed, though, since it recently clocked the GT-R at 7:27. Well, Porsche is still calling balderdash on that claim, telling Motor Trend that the twin-turbo Nissan is only good for a time of 7:56 in stock US form. Just under eight minutes is an amazing time, but almost 30 seconds slower than reports from Nissan.

The Nissan vs. Porsche 'Ring smack-down feels as though its about to peter out, but the grudge match is almost to the point that the GT-R vs. GT3 drama should play out on premium cable. Who can we call to set this up?


[Source: Motor Trend]

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2010 Chevy Camaro V6 RS

The V6 Chevrolet Camaro. This is supposed to be a joke, right? The bent-six Camaro was Detroit's version of the triple-white Volkswagen Rabbit Cabriolet – only girly-girls needed apply. In the case of the Camaro, said chicks generally had big hair, cranked Slaughter on the ACDelco cassette player and actually used the ashtrays in the manner for which they were designed. If you were a guy driving a V6 (or, God forbid, an Iron Duke four) Chevy Camaro during the time Def Leppard boasted its original lineup, well, that was terribly unfortunate. The dudes with Z28s and IROCs doubtless sniggered as you rolled by with that exquisite rental-car exhaust note. This "Six Stigma" applied right through to the F-Body's demise in 2002. So let's be honest with one another: the six-cylinder car was for hairdressers. Which brings us to today, and the arrival of the new, 2010 Chevrolet Camaro V6. After driving the SS during the week of the New York Auto Show, we were prepared to be bitterly disappointed with the pre-production six-cylinder Camaro RS that The General sent us a few days later. So much for that.

To recap: the 2010 Chevy Camaro SS is a glorious case study in politically-incorrect motoring, dripping with attitude and a ferocious 426-horsepower V8 punch that feels like it's delivered with brass knuckles. Some folks will hate what it represents. Its drivers will just smile as billows of tire smoke pour out of the wheel wells and into the ozone layer. Conversely, the V6 offerings have always seemed like lame afterthoughts, but with the 2010 Camaro, GM has flipped the script. You see, you can make a pretty strong case that the V6 is really the better car.



In fact, if you're going to drive the Camaro every day, the six-cylinder car is almost certainly the better pick. It looks fundamentally the same as its hairy-chested big brother, save for some subtle visual differences. There's no false hood scoop and the V6 lacks the SS's more pronounced chin. Out back, there's a different diffuser insert in the rear bumper. Otherwise, the six-cylinder Camaro is every bit the head-turner as the SS. The casual, untrained eye won't even tell the difference, especially if you doll up the V6 car with the RS package, as our tester came equipped. That adds red grille and trunked badges, 20-inch SS-lookalike wheels, HID lamps with halo-effect lights, and a rear decklid spoiler.



Turning the ignition switch (the Camaro uses a flip-out, Volkswagen-style switchblade key fob), the car comes to life with all the aural mayhem of a Buick Enclave. There's no telltale "you really don't want to step to this" exhaust burble as with the SS. Instead, the 304-horsepower, 3.6-liter, direct-injected V6 idles quietly like an altar boy on his best behavior. Pull the six-speed automatic down into "drive" and get into the throttle, however, and you find that the six-equipped Camaro has a growl all its own. But it's fleeting; that's because in regular drive mode, the HydraMatic upshifts early and often as it attempts to maximize fuel efficiency. This is much appreciated on the highway, where we averaged a little over 26 mpg on a one-way, 60-mile commute into Manhattan. But when you're cruising locally, not so much. Obviously, if you don't check the slushbox option in the first place, this isn't a concern. If you do pony up for the auto, however, fret not: the solution is just one notch away on that console-mounted gear selector.



Below "D" (which may as well stand for "dull"), you'll find "M" (which probably stands for something like "manual" but could just as easily be shorthand for "much more fun"), and that's the place to be. In one of life's great mysteries, choosing "M" displays an "S" on the multifunction display in WALL-E-esque* primary gauge cluster (*hat tip to SS post commenter Ed for that Pixar-perfect description). This begs the question as to why GM doesn't put "S" on the shifter, too. I'm sure there were several rounds of meetings during which people wearing ties argued this very point, and that somewhere in the bowels of the Renaissance Center there exists a Powerpoint slide that makes sense of it all. To someone. But we digress.



Once you have the transmission in Sport mode (that's what we're calling it henceforth), you can begin to appreciate what the V6 Camaro brings to the party. For one, it holds onto gears as long as possible, and as the car builds up a head of steam, you notice that while it's about as noisy as a librarian at idle, under power, the exhaust belts out a nicely-tuned, Nissan VQ-ish honk. A V6 Camaro that actually sounds cool? Knock us down with a feather – GM really did take this seriously.



And it's plenty quick, too. It accelerates nicely right out of the gate and GM says 0-60 takes 6.1 seconds, which seems ballpark-correct based on our seat-of-the-pants impression. Paired with the automatic tranny, the V6 may as well have "Burnouts for Dummies" molded on its plastic engine cover. Disable traction control, apply brake, depress accelerator, and the Camaro lays down a smokescreen that would make the guys at Q Branch jealous. Note, however, that same seat-of-the-pants impression we just mentioned also tells us that aspiring stoplight heroes may still want to think twice before goading Mustang GT drivers in the adjacent lane. The temptation to do so will surely be there, as the 3.6-liter DI V6 is no pretender, but a S197 Mustang still feels a shade quicker than the heavier, autobox-equipped V6 Camaro does. Then again, we're comparing a base-engined, six-cylinder Camaro to the V8 Mustang GT on equal ground. How times have changed – for the better.

With 300+ horses underhood and a net loss of around 130 pounds compared to the manual-equipped SS model, it's no surprise that the Camaro V6 performs so admirably. In many respects, the V6 model feels remarkably similar to its V8 sibling from behind the wheel. Throw out the obvious power differential, which isn't a big deal from a practicality standpoint (not that 'Merican Muscle is practical, mind you), and you're left with most of the thrills for less coin. Road feel is basically the same, thanks to communicative, nicely-weighted steering that's not over-assisted. The suspension's dialed in more for sport than comfort –- again, like the SS –- and in this case, the car wore essentially the same wheel/tire package to boot, thanks to the RS option. On smooth pavement, it's very well-mannered, but when you traverse choppy surfaces, you'll look to see if there's a seismograph among the trip computer's features. The bottom line: whereas the Camaro SS feels like a fullback ready to blow through defensive linemen, the V6 car is more like the little halfback who's happier to turn the corner and let his athleticism win out. Both cars play the same game and share a lot of attitude, but their gameday approaches differ. As a result, the SS is a brute that lives to roar forward as if it's been jabbed with a cattle prod. It's basic, visceral power. The V6 is a little lighter on its feet and more refined in its quickness.



Driving the Camaro in full-auto mode is engaging enough that it's easy to forget Chevy lets you shift the car manually, too. Shift paddles peek over the unique steering wheel's wide spokes: a minus-sign on the left and a plus-sign on the right. Only they're not really paddles, as we discovered on our first pull. Instead of paddles, you get shift buttons mounted behind the wheel. They work as advertised, and on manual downshifts, you even get a little throttle blip, but we still yearned for a "real" set of paddles to complete the package.

Our tester was a 2LT/RS model, so it featured better interior appointments than the 1SS we drove the prior week. What was different? The comfy sport seats we enjoyed in the SS are now leather-covered. Additional controls for the phone and audio features adorned the front of the steering wheel thanks to the car's electronics package. Inside the center console, a USB port joins the standard AUX jack. The HVAC interface adds nicely-integrated seat heater buttons, and the Rally Pack-inspired supplemental gauge cluster was installed ahead of the shifter.



We checked out the back seat of the Camaro this time around, and came to the rapid conclusion that if you're an adult, there may as well be a "KEEP OUT" sign hung back there (at 5' 9", I'll never be described as tall, but my noggin still rubbed up against the headliner in the rear). On the other hand, kids fit fine, even when seated in boosters. That back seat flips down, too, expanding trunk space when you need it. Of course, you need to get your gear into the trunk through its tiny opening first.

Our opinion on the instrument panel layout remains basically unchanged: we like it for its simplicity. The two primary gauges are eminently readable and the radio/HVAC unit is intuitive to use. The supplemental console-mounted gauges, however, aren't really well-located. Sure, they look cool and we understand the heritage motif the General is after, but the need to look down and away from the road to get info is an ergonomic artifact that probably should have been left in the past.



Despite its quirks, we're thoroughly impressed with the new Camaro. Even in non-SS trim, it's a muscular-looking stunner, especially in the Aqua Blue Metallic finish this tester sported. It's every bit the attention magnet the SS is, pulling mechanics out of their shops for a closer look, and causing other motorists to crane their necks drive in a full-on tribute to Linda Blair.

The best news of all is that the V6 Chevy Camaro is a good car with a terrific engine. Yes, it's less powerful than the SS, but for the first time in forever, that doesn't mean that it's the lesser car. With the 2010 Camaro, "I have the V6" is something you can say with your head held high.

[Source: Autoblog]

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