First Look: 2012 Aston Martin V12 Zagato

Aston Martin's sexy V12 Zagato has already wowed crowds at auto shows around the globe and endured the infamous Nuerburgring for 24 hours straight, but now it's ready to tackle a new venue: public roads. Aston confirmed long ago that the Zagato-bodied racer would spawn a road car, but announced today such a vehicle will be unveiled at next month's Frankfurt Motor Show.

Mechanically, the new car is essentially identical to the existing V12 Vantage, but the big news lies with the skin itself. Zagato has both penned and crafted a taut, lithe body from both carbon fiber and aluminum, helping the Vantage shed some weight yet gain some sex appeal. Aston's 510-hp, 6.0-liter V-12 continues to provide power, which will likely continue to be channeled to the rear wheels via a six-speed automated manual transaxle.

Aston has long promised production of the Zagato will be "strictly limited," but that seems to extend even to the prototypes. Two cars -- nicknamed Zig and Zag -- were raced at the 24 Hours of Nuerburgring enduro earlier this year, but the company has converted Zag back into road-going form for its Frankfurt show display. Aston says the car is "indicative" of the finished product, which is previewed with these new renderings. From what we can tell, the street-legal machine looks almost identical to the racer, apart from the hood (two fewer scoops), side windows (now fully functional), and front diffuser.

According the company, only 150 examples of the V12 Zagato will be built. Buyers have their choice of four colors, but not body styles -- each and every example will be a hardtop coupe. Want one? Aston's taking orders on a first-come, first-served basis, and pricing is expected to start between $525,000-540,000.

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First Look: 2012 Aston Martin DBS Carbon Edition

Previously, you could order an Aston Martin DBS Carbon Black Edition in any color you desired, so long as it was Carbon Black. For 2012, however, that's no longer the case: the new DBS Carbon Edition is essentially the same car, albeit it isn't tied to a paint palette that would make Henry Ford proud.

Two new hues -- Flame Orange and Ceramic Grey -- are now part of the Carbon Edition lineup, and along with the unique paint process that all Aston Martins undergo, the new colors are available with an optional satin lacquer finish that gives the paint job a silk-like appearance.

Gloss black 10-spoke diamond-turned wheels are complemented by standard black brake calipers, but if you're feeling more colorful, yellow, orange, red, or gray calipers can be had as an option. A black grille, carbon fiber mirror heads, carbon fiber taillight accents, and smoked rear taillight covers complete the carbon treatment to the exterior.

The well-detailed interior is a product of over 70 man-hours, with a quilted-leather headliner, and a "carbon weave" on the dashboard. The alloy paddle shifters on the steering wheel are tipped with carbon fiber bits, while special edition sill plaques appear on the door sills. As you may have expected, all the man-hours put into these special editions don't come cheap. The coupe starts at $287,576, while the Volante bumps it up to an eye-watering $302,576.

Stay with Automobile magazine for the latest coverage on the 2011 Frankfurt motor show.

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First Look: 2012 Porsche 911 Carrera S

Some automakers unveiled a half-dozen vehicles at the Frankfurt Motor Show, but Porsche had just one: the new, 991-generation of the 911. To learn more about the seventh iteration of the 911, we sat down with Porsche president and CEO Matthias Muller, board member for sales and marketing Bernhard Maier, and Porsche Cars North America CEO Detlev von Platen.

One thing is for certain: all three are extremely proud of the new car, which draws huge crowds all through the Frankfurt press days. "The seventh one if by far the best 911 we have ever built," Maier said. "We want to have the ultimate driving machine, and we want to have sustainable high performance, and this is what we find in this car."

Maier said that one of the most notable changes is that the Porsche now offers a greater range between its sporty and comfortable sides. A longer wheelbase, adaptive suspension damping, and other innovations mean that the new 911 can at times be more comfortable, and at others more sporting, than the prior generation.

Even though sales of the Cayenne SUV and Panamera sedan have come to represent a big part of Porsche's bottom line, Muller said that Porsche remains committed to pure driving machines like the 911. "The 911 is an icon," he said, "And it represents the brand values that are important to Porsche."

To that end, Porsche will probably continue selling cars with manual transmissions for some time -- even as competitors ditch three-pedal transmissions in favor of automatics and dual-clutch units. The new 911 is available with a seven-speed manual gearbox. Although Maier asserts that his company's PDK dual-clutch transmission is excellent, he admits Porsche will still continue to sell stick-shift cars so long as there is demand for them.

"I suppose that a lot of sports car drivers still love to shift, to push the clutch, and to feel everything," Maier said.

Multiple Models

The current 911, generation 997, has spawned over 20 different models, ranging from sporting convertibles to hard-edged race machines. Muller implies that, although it's too early to discuss specifics, the same pattern will probably be true of the new 911. "Why not?" he asked. "Everything [with the 997] was very successful, so why not?"

One possibility is a new 911 Targa. Muller admits that the 997-generation Targa wasn't really true to its name; he says it was more of a 911 with a big sunroof. So if Porsche launches a new 911 Targa, and we think it will, expect it to have unique bodywork and a fully removable roof panel.

The Porsche family currently numbers five models, but Muller would like even more. That would help the company keep building buzz with new or redesigned cars every year. He says the company should have six or seven vehicles, and says we may learn more about those plans in the next six to 12 months.

There certainly is enough demand for new Porsches: sales for the company are up significantly this year compared to 2010. The U.S. remains Porsche's largest market, with China a close second. About 32 percent of all 911 sales globally come from American customers, a trend von Platen expects will continue with the 991-generation car.

China is only the fifth largest market worldwide for the 911. Rules that impose taxes on cars with engines larger than 3.0 liters mean most Chinese customers opt for the Boxster or Cayman.

Porsche also is planning to return to the 24 Hours of Le Mans. The company is awaiting the next batch of rules from the FIA, due by the end of this year, before deciding what type of race car to build. The new 911 also will be entered in several race series "soon."

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First Look: Formula Ford

Underscoring its commitment to motorsports of all types, Ford unveiled not one, but a total of seven race-ready vehicles at this year's Frankfurt show. The Focus ST-R factory racecar was just the start. Ford also unveiled its all new Formula Ford racecar, and is showing off five different rally-prepped Fiestas at this year's Frankfurt show.

Ford's latest Formula Ford car is sure to continue the series' legacy of providing a level playing field to act as a proving ground for future Formula 1 talents. The all-new Formula Ford cars feature a production-based 1.6-liter turbocharged EcoBoost I-4 mounted down low right behind the driver. The FIA racing series limits the EcoBoost four-bangers of all the competitors to 163-hp and 162 lb-ft of torque. The 1.6-liter mill routes that power through a six-speed sequential manual transmission.

Ford says that these new Formula Ford cars will be easy for its fans to recognize because of the use of Ford's current global kinetic design theme, while being safer than any previous Formula Ford racecar. Some of the key new safety features in the new Formula Ford racer include a tubular chassis, front and rear carbon fiber crash structures, and side intrusion panels, among other things.

Ford also took the time to show off all five of its rally-ready Fiesta variants. The top dog would be the Fiesta RS World Rally Car. The all-wheel drive Fiesta RS WRC packs 1.6-liters of EcoBoost turbocharged fury under the hood, that can put out upward of 500-hp.The M-Sport developed Fiesta RS WRC is the same car piloted by the likes of Ken Block, Mikko Hirvonen, and Jari-Matti Latvala in the World Rally Championship.

One step down from the Fiesta RS WRC is the Fiesta Regional Rally Car. Ford said that the only differences between the Fiesta RRC and the Fiesta RS WRC are a different engine restrictor, and some subtle aerodynamic differences. The Fiesta RRC can be converted to full Fiesta RS WRC specifications in around six hours.

Third down on the ladder is the Fiesta S2000. The Fiesta S2000 appeared on the scene a year before the Fiesta RS WRC, and was in fact the basis for the World Rally Championship car. The Fiesta S2000 competes in FIA Super 2000 rallying, which is aimed at providing a level playing field for both manufacturers and privateers.

The fourth Fiesta rally car is the Fiesta R2. The Fiesta R2 anchors the FIA WRC Academy, which is a brand-new Ford-supported training program for young drivers looking to get into the World Rally Championship. Like all of the Fiesta rally cars, the Fiesta R2 also sports Ford's familiar 1.6-liter I-4 under the hood.

The bottom rung of the Ford Fiesta rallying ladder is the Fiesta MS1. Ford says that the Fiesta MS1 was designed with novice rally drivers in mind. The Fiesta MS1 is based heavily on the standard Fiesta road car that can be purchased at your local Ford dealer, and can be easily upgraded into a Fiesta R2 once the driver's skills improve.

Getting your hands on the Fiesta RS WRC or Fiesta S2000 in North America might prove a bit tricky, since they're all prepared at M-Sport in the United Kingdom. However, it is possible to get your Fiesta rallying fix if you're in the United States. Team O'Neil Rally School in New Hampshire will prep your Fiesta hatch into a Rally America-ready Fiesta R2 for around $30,000, or get you started with by prepping your Fiesta to Fiesta MS1 spec. Start saving.

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2011 Toyota Sequoia Review

Overview

The Toyota Sequoia has recently been introduced as the newest competitor in the full size SUV category. The Sequoia sits in the middle of a competition with some huge competitors like the Chevy Tahoe and Ford Expedition. The design of the Sequoia has focused on the interior design of the cabin more than anything, even putting its off road ability second in line. The fact is that most buyers of these huge full sized SUVs are more interested in a lavishly equipped interior than they are about how well it will do in the rough off road conditions that SUVs were initially intended for. This is the thought behind the Toyota design and many younger consumers are only interested in gadgetry, this seems to hold very true. The 2011 offers two different V-8 engines one offering 310 horsepower and the other offering 381 horsepower. The larger engines combined with a six speed automatic give the Sequoia a very powerful and smooth ride that must be experienced to be appreciated, but this vehicle is far from capable when it comes to its off road abilities.

The Range

Body styles: SUV
Engines: 4.6L V-8, 5.7L V-8
Transmissions: 6-speed automatic
Models: SR5, Limited, Platinum

What's New

Last year, Toyota added the company's new 4.6-liter, 310-horsepower V-8 to the Sequoia option list, which has better fuel economy than the 4.7-liter it replaces, and more power, too. More equipment was made standard as well. For the 2011 Toyota Sequoia, a brake override system was added, there is a new wood grain on the Platinum grade, and Dark Gray replaces Slate, while Nautical Blue and Spruce were dropped.

Exterior

The Toyota Sequoia is an attractive full-size SUV with a more rounded look than the first-gen had. The Platinum trim gives the Sequoia Diamond finish 20-inch wheels and chrome power, power-folding, auto-dimming heated side mirrors with puddle lamps.

Interior

The Sequoia's spacious cabin can seat up to eight, and has features such as three-zone climate control, power windows and doors, Bluetooth, and eight-way-adjustable power seat are standard for the Sequoia; leather, rear-seat entertainment, and heated second-row seats are available.

Performance & Handling

As you would expect, the 5.7-liter, 381-horsepower V-8 and six-speed automatic make quick work of getting this 6100-pound Sequoia SUV to speed. The Sequoia's 0-to-60 time is an impressive 6.7 seconds; the Sequoia runs through the quarter mile in 15.2 seconds at 91.7 mph. It stops from 60 mph in 135 feet, provides a comfortable ride, and does an admirable job on twisting roads.

Safety

Driver and front passenger airbags, dual front seat-mounted side airbags, dual front knee airbags, and three-row side curtain airbags are standard on the Toyota Sequoia. Also standard are disc brakes with ABS, brake assist, and electronic brake-force distribution; brake override; stability control; and traction control.

EPA Fuel Economy

SR5, Limited, Platinum: 13-14 mpg city/18-19 mpg highway

You'll Like

• Quiet cabin
• Terrific power
• Comfortable ride
• Power-folding third row

You Won't Like

• Light steering
• High price for Platinum
• No automatic 4WD mode
• Cluttered dash

 

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The Audi R8 GT is a slightly more powerful, slightly lighter version of the R8 5.2 FSI coupe, which isn't exactly short on power (525 hp) or overweight (3583 pounds) to begin with. Perhaps that's why Audi only managed to bump peak horsepower to 560 and drop the curb weight 152 pounds for the GT.

How do you cut weight from a car that's built almost exclusively out of aluminum and magnesium? Thin down the front glass, substitute polycarbonate for the rear windows, and you've saved just under 20 pounds. A basic R8 apparently has pretty thick carpeting and you can reduce its weight by 17 pounds without resorting to an exposed aluminum floor. Using carbon-fiber for the rear bumper, hatch, and side blades will net an impressive 29 pound reduction. It turns out there's nearly 21 pounds of unneeded weight hiding inside the battery and another 11 pounds to be saved in the air intake and sound insulation around the engine. Switching to carbon ceramic brakes removes another 20 pounds while improving braking performance. European buyers have the option of selecting lightweight bucket seats that drop the curb weight by an additional 69.5 pounds, but these sports seats likely won't sneak past federal crash regulations.

Audi is also offering European customers a race package that will allow the car to go racing right from the showroom floor. The package includes a roll hoop, fire extinguisher, four-point harnesses, and a pair of kill switches. If that's not quite extreme enough for you the roll bar can be turned into a full cage, which pretty much eliminates the possibility of street driving. Audi does not plan to offer the race package to U.S. customers, but we will be offered a comfort package that includes seatbelt-mounted Bluetooth microphones and a full leather interior.

Simply cutting weight out of a car doesn't make it an automatic track tool, so Audi massaged the 5.2-liter V-10 to give it an extra 35 hp and 9 lb-ft of torque. A fixed-length intake manifold develops peak power at the top of the rev range and subtly emphasizes the R8 GT's track pretentions. The manually adjustable coilover suspension can lower ride height by as much as 10 mm without significantly reducing the ride quality we've come to love in the base R8 equipped with magnetorheological dampers. More downforce from the fixed rear wing and front bumper wing "flics" will keep the R8 GT planted at high speeds without increasing the coefficient of drag.

Another nod to track use is the exclusive choice of Audi's R tronic transmission, which works wonderfully when you're driving hard but generally makes stop-and-go driving frustrating. Perhaps that's not much of an issue for GT buyers who are more interested in the launch control function than a perfectly smooth start, but we missed the satisfaction that comes from a well-executed use of the R8's gated aluminum shifter.

We sampled the Audi R8 GT on some winding roads and stretches of unrestricted autobahn around Ingolstadt, Germany, on a rather chilly, rainy day. Fortunately Audi kept the signature Quattro all-wheel-drive system intact while developing the GT and our test vehicle was not equipped with the optional higher-performance rubber. In these conditions it was difficult to detect any performance increase over the already incredible R8 5.2 FSI. The exhaust is a little meaner, but the benefits of the additional camber went unnoticed. Extra power is certainly present, but cool temperatures, some slick roads, and all-season tires meant we experienced a loss of traction long before the full 560 hp could be unleashed.

Our less-than-extreme test drive certainly underscored the R8 GT's usability as a daily driver (other than the four-point harnesses that won't be sold in the U.S. anyway) so if you're looking for a very exclusive version of the R8, the GT could be perfect. Increases in acceleration or the theoretical 199 mph top speed are good for bench racing, but there are better choices for actual racing or track days when you consider the R8 GT will cost $198,050 to start and we won't even be offered the race package. Audi is allocating 90 cars of the 333-unit production run for the U.S. market and we fully expect them to sell out as quickly as they are offered. It's just sad they will probably all be equipped with the comfort package and cruising the boulevards of Southern California instead of club racing like their European peers.

 Photogallery

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First Look: Mercedes-Benz Concept A-Class

Mercedes-Benz has been going all-out with the energetic celebrations for the 125th anniversary of the car. To make sure that it was not the only one having fun, the automaker debuted its Concept A-Class with a dancing and singing flash mob.

Singing a rendition of the classic Janis Joplin song, “Mercedes-Benz,” the dancers made their ways up from the audience to the Concept A-Class, and pulled off the sheet to reveal the car. The concept previews what the next-generation Mercedes A-Class will look like when it goes on sale next year. It is based on the new Mercedes Front Architecture (MFA) platform that will underpin all forthcoming front-wheel drive cars coming from the three-pointed star.

It’s powered by a 2.0-liter four-cylinder engine that’s turbocharged and direct-injected, producing 210 horsepower. Power travels through a dual-clutch transmission to the front wheels. In an effort to make the “Mercedes of small cars,” the A-Class will come standard with collision prevention assistance, which will automatically brake the car if it senses an impending accident.

The look is an evolution of the F800 Style concept from the 2010 Geneva Motor Show but more fluidic, with a character line drawing your eye from nose to tail. The rear end is pert and rounded; the front fascia is a little too close to a gaping fish mouth to our eyes.

Most importantly for us, the next A-Class will not be a Euro-only affair, as it has been with the past two generations. Four new models will come from the MFA platform — including the A-Class — and will be sold in the U.S. market.

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First Look: Nissan Leaf Nismo RC

 The Motorsports world hasn't been immune to the trend toward creating more fuel efficient and more environmentally friendly vehicles, and now with the Nissan Leaf Nismo RC set to hit its stand at the 2011 New York auto show, Nissan is showcasing its vision of an EV-only race car.

The Nissan Leaf Nismo RC is 3.9-inches shorter, 0.8-inches longer, 6.7-inches wider and a whopping 13.8-inches lower than the garden-variety 2011 Nissan Leaf, with a ground clearance is just 2.4-inches.

Underneath the Leaf RC's carbon fiber body resides a monocoque set inside a custom chassis built by Nismo, Nissan's in-house performance division, in conjunction with Nissan's Global Design Center. For ideal weight distribution, Leaf RC's 80 kW AC synchronous motor, lithium ion batteries, and inverter are mounted mid-ship.

Forged aluminum 18-inch wheels wrapped in Bridgestone slicks attach to front and rear control-arm suspension. Rear-wheel drive replaces the production Leaf's front-wheel drive layout. There is even an adjustable rear wing for optimum aerodynamic setup on a variety of tracks. Weighing just 2068 pounds, the RC is 40-percent lighter than the road-going Leaf.

The powertrain remains the same, however, producing 102 horsepower and 207 pound-feet of torque. Nissan says the Leaf RC can hit 60 mph in 6.85 seconds and a top speed of 93 mph. Of course, going full bore has its limits: in racing situations, the RC lasts a maximum of 20 minutes.

In being a legit track monster, there are no rear passenger doors or seats, nor is there a stereo, climate control, carpet, or any other creature comfort. Instead, a racing bucket, slim steering wheel, roll cage, and fixed Lexan windows make their way inside the Leaf RC. Its LED head and taillights have been designed to provide ample lighting during nighttime events if necessary.

That's right, we said "events." Rumors are suggesting Nissan's executives are pushing to race the RC in a yet-to-be-established eco-friendly motorsport series. The "Who, What, Where" will be answered soon.

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First Look: 2012 Nissan Versa Sedan

The lone engine choice is a revised 1.6-liter four-cylinder that is lighter and now features dual variable-valve-timing, resulting in two extra horsepower (for 109 total) but a loss of four pound-feet of torque (down to 107.) The old Versa's optional 1.8-liter engine vanishes from the order sheet. Base models come with a five-speed manual, but all other trims have a continuously variable transmission. Fuel economy is predicted to climb to 30 mpg in the city and 37 mpg on the highway. The car is the first to wear Nissan's new Puredrive labeling -- like BMW's EfficientDynamics tag, it will be applied to vehicles with the brand's most fuel-efficient technologies.

The Versa is stratified into three trim levels, each with one available option package. The S model, expected to ring in at just $10,990, won't have much more equipment than ABS, stability control, side and curtain airbags, 15-inch steel wheels, and a CD player, with an option pack to add cruise control. Next up the ladder is the SV, which adds cruise control, chrome grille trim, power mirrors, power windows, and better seats. The Convenience Package supplements it with a better audio system, Bluetooth and iPod connectivity, steering-wheel audio controls, and map lights. Finally, the top-spec SL gets alloy wheels, fog lights, a split-folding rear seat, chrome door pulls, and the electronics from the SV Convenience Package. It can be upgraded with the Tech Package, which bundles a touchscreen navigation system and satellite radio.

The new Versa will arrive at Nissan dealerships this summer. If stickers for the 2011 model are anything to go by, the new sedan is unlikely to break the $18,000 mark -- and the stripped-out S is said to start just under $11,000. For now only a sedan has been announced, but a hatchback may follow later -- after all, most of the Versa's competitors offer a choice of both bodystyles.

Nissan's smallest sedan appeared at the New York auto show with a long list of changes, but the 2012 Versa looks more like an evolution of the old car than a full-fledged redesign. The car wears revamped styling inside and out, and is said to be more fuel-efficient than its predecessor.

The 2012 Versa rides on an evolution of the last car's platform called V, for Versatile. The sedan's wheelbase and width are unchanged from the current model, but it loses about an inch of length and height. Despite this, Nissan says that packaging improvements for the engine and transaxle mean there is more trunk space. The new car also should be marginally lighter than before.

Styling-wise, the new Versa takes cues from the larger Altima and Maxima sedans, starting with a new grille design and oval-shaped headlights, and continued with a smoother rear and reshaped taillights that sweep from the rear bumper to the Versa's rear haunches. The hood and sides are broken up by an assortment of creased character lines akin to those seen on the Hyundai Elantra. Whereas the old Versa had a more conventional flat roof and steep rear window, the new car's roofline gently slopes toward the trunk, following the coupe-like trend. The exterior changes reportedly help achieve a low 0.31 drag coefficient.

Nissan claims the Versa's rear seats offer more legroom than a BMW 5 Series or Mercedes-Benz E-Class, and says much effort was spent making the seats comfier and the interior more spacious and appealing. The new dashboard has rounded, contoured controls in place of the drab flat-plastic layout in the old car, a simpler dual-gauge instrument cluster, and a redesigned steering wheel. That said, the interior continues to showcase expanses of plain plastics and fabrics (in either Sandstone or Charcoal color schemes) that don't look particularly upscale.

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First Look: 2012 Porsche Panamera Turbo S

By Jake Holmes

 

Porsche will use this year's New York auto show to unveil the 2012 Panamera Turbo S, the most powerful factory version yet of the company's luxury sedan. Building on the 500-horsepower Panamera Turbo, the new car trumps its non-S stablemate with an infusion of 50 more horsepower and 37 extra pound-feet of torque.

While the engine is the same 4.8-liter, twin-turbocharged V-8 currently found in the Panamera Turbo, new turbochargers and a reprogrammed engine computer give the Turbo S outputs of 550 horsepower and 553 pound-feet of torque. When "Sport" or "Sport Plus" modes are engaged, an engine overboost function can briefly provide up to 590 pound-feet of torque.

Porsche says the Turbo S can hit 60 mph in 3.6 seconds, 0.3 second quicker than the regular Panamera Turbo, and reach a top speed of 190 mph - a two-mph improvement over the stock Turbo.

The power upgrades resemble those provided by a Porsche-issued Turbo Powerkit, which can be fitted on the Panamera Turbo to raise output to 540 horsepower and 553 pound-feet of torque. That kit costs $21,730.

All Panameras received minor updates last year to improve fuel economy, and Porsche predicts that even the 550-horsepower Turbo S will match the regular Panamera Turbo's EPA ratings of 15 mpg in the city and 23 mpg on the highway.

The Panamera Turbo S comes standard with several other performance packages that are optional on other trim levels, including Porsche Dynamic Chassis Control (PDDC), which reduces body roll when cornering; Porsche Torque Vectoring Plus (PTV Plus), which can vary the amount of torque sent to each rear wheel; Sport Chrono Package Turbo, which alters engine and suspension response; Servotronic speed-sensitive steering; and a sport exhaust system.

Not wanting it to be confused with the lesser non-S model, Porsche endowed the Turbo S with 20-inch Turbo II wheels that widen the rear track (which are an $1820 option on the standard Turbo), Porsche Exclusive side skirts, and an active rear spoiler. Exclusive color options for the Panamera S consist of a new Agate Grey Metallic exterior paint, along with new black-and-cream or gray-and-cream leather interior combinations.

The Panamera Turbo S goes on sale this spring for $174,175 including destination and delivery, a premium of $37,900 over a base Panamera Turbo.

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First Look: Porsche Panamera S Hybrid

We have seen the 2012 Porsche Panamera S Hybrid earlier this year at the Geneva Motor Show, but this is the first time the car has been seen on U.S. soil. Little visually differentiates the Hybrid from the gasoline-only Panamera S. However, under the hood lies the same 333-horsepower, supercharged 3.0-liter V-6 and 47-horsepower electric motor found in the 2011 Porsche Cayenne S Hybrid. Power is routed through an eight-speed automatic transmission to the rear wheels, and Porsche claims that its green grand tourer can make the sprint from 0-62 mph in six seconds.

Porsche’s latest hybrid will hit dealerships later this year. Those who are both eco-conscious and cash-flush will be able to pick one up starting at $95,975, including destination. Being green comes at a premium, though, as the Panamera S Hybrid starts at $5200 more than the non-hybrid, V-8 powered Panamera S.

  

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First Look: Scion FR-S Concept

What started as the Toyota FT-86 concept and portended a joint-effort sports car between Toyota and Subaru is now the Scion FR-S concept that debuted at the 2011 New York Auto Show. It points the way toward a production car that will go on sale sometime in 2012. Scion cannot be more specific on timing due to the upheaval in the Japanese car industry from the earthquake and tsunami, which have wreaked havoc on all future-production planning and timelines.

What we do know for sure is that when it DOES go on sale here, the FR-S (Front-engine, Rear-wheel drive, Sport) will herald the return of affordable, rear-wheel-drive performance from Toyota, something we haven't seen since the RWD Corollas and the MR2. The FR-S is inspired in large part by the AE86 performance Corolla that was a legend in Japan back in the 1980s and is, of course, powered by a Subaru flat-four engine that will likely produce somewhere in the range of 200 hp. The production FR-S will be offered with both a six-speed, short-throw manual gearbox and a six-speed automatic with paddle shifters. A limited-slip rear diff will help distribute the power to the rear wheels. There are no production specifications available yet for the FR-S, but Scion VP Jack Hollis promises that it will, like the AE86, "rely on a remarkable combination of a lightweight design, manageable power, and great balance."

 

Hollis also promises a 2+2 seating configuration with enough cargo room when the rear seats are folded to accommodate a full set of race-spec wheels and tires plus floor jack for weekend racers. It remains to be seen whether the concept's staggered 20-inch wheels make it to production: they're 8 inches wide up front and 10 inches wide at the rear.

The hyper enthusiastic Hollis is clearly itching to add the FR-S to the Scion lineup: "This will be our flagship," he told Automobile Magazine during the car's unveiling at Javits Center, "but we won't even discuss pricing until next year. The best way to say it is that it will be under $30,000. The most expensive model we currently have, the TC, can reach about $20,000."

It would seem that the only obvious competitor for the Scion FR-S in the U.S. market is the Hyundai Genesis coupe, but Hollis sees it differently: "There's no set competitor. We don't even have a competitive set. We've gone ahead and compared it with 14 or 15 different vehicles, in different research clinics, and it's all over the place, depending on where you live, how old you are, and so, at this point, it may stand alone. It may literally be alone in that sub-$30K....because I think when you go over $30K, you create a different expectation with the consumer." He continues: "I just think it's gonna be a little bit here and a little bit there...I think we're gonna take a little bit from everybody. There's not a head-to-head competitor."

  

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First Look: Suzuki EcoCharge Concept

As more and more attention is lavished on new all-electric vehicles, there are still plenty of manufacturers aiming to cut carbon emissions with hybrid versions of their existing cars. At the New York auto show, Suzuki will dip its toe into the world of hybrids with the EcoCharge concept, a hybrid version of the Kizashi sedan.

The transformation to gas-sipping hybrid begins with a new 2.0-liter inline-four engine, rated for 144 horsepower and 127 pound-feet of torque, ousting the standard Kizashi's 185-horsepower 2.4-liter engine. To compensate for the reduction in raw output -- and to help save at the pump -- the engine is supplemented by a 15-kilowatt electric motor. It's a combination motor/generator attached to the engine via an accessory belt. A 0.5-kilowatt-hour lithium-ion battery stores electricity during braking, and juices the electric motor to aid acceleration.

To further improve economy, the EcoCharge has engine stop-start functionality, low-rolling-resistance tires, and the engine computer cuts the fuel flow when the car is decelerating. Suzuki aims for a 25-percent improvement over the regular Kizashi's highway fuel economy. The thriftiest current model, the front-wheel-drive Kizashi S, returns 31 mpg highway, meaning the EcoCharge could be rated as high as 38 mpg.

The powertrain is mated to a six-speed automatic transmission, a choice unavailable in the standard Kizashi. In spite of the eco-friendly modifications, Suzuki claims the EcoCharge retains the sporty handling and braking we've come to love in the standard Kizashi, while the electric motor's boost is said to offer "spirited" acceleration.

 

The EcoCharge stands apart from its non-hybrid forebear with blue-tinged white satin paint, lightweight aluminum wheels, unique headlights, and LED foglights. The seats are constructed from undisclosed "advanced" materials, but as Suzuki claims they require 84 percent less energy than traditional seating surfaces, we'd hazard a guess that they use some sort of recycled material.

There's no word on whether the EcoCharge will make it to production, but it seems like a solid bet given the rising popularity of hybrid cars. If the hybrid does indeed retain the base car's engaging dynamics, we'd welcome a handful more miles per gallon in a Kizashi. As to the car's potential competition, Buick recently introduced a similar belt-driven hybrid system called eAssist, which boosts a four-cylinder engine's fuel economy by 25 percent. eAssist launches this fall on the Buick Regal.

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First Look: Suzuki Kizashi Apex

We're big fans of the Suzuki Kizashi, admiring its smart styling, practicality, and engaging handling dynamics. The one area we'd address is acceleration, which is competent but hardly awe-inspiring, thanks to a 2.4-liter inline-four offering 185 horsepower (180 with continuously variable transmissions) and 170 pound-feet of torque. Suzuki will cater to our speed-freak side with a turbocharged Kizashi capable of up to 300 horsepower, debuting at the New York auto show.

This isn't the first time that Suzuki has given in to the need for speed, having previously contracted Road Race Motorsport to build a 290-horsepower Kizashi Turbo for last year's Specialty Equipment Market Association show. Although considerably quicker than its donor car, the RRM Kizashi car felt unrefined, with excessive turbo lag and overly stiff suspension that made for a jarring ride. RRM also built a 221-horsepower Suzuki SX4t back in 2008, which was quicker than the regular 143-horsepower SX4 but also suffered from poor suspension tuning.

The Suzuki Apex concept is an in-house performance proposition in the same vein as those cars. The Kizashi's engine scores a Garrett turbocharger huffing 8.5 psi of boost, a dual exhaust system, and a compact water-to-air intercooler that Suzuki says reduces turbo lag. Maximum horsepower is expected to be in the range of 275 to 300, about 50 percent more than stock. The upgraded engine can be equipped only with the Kizashi's six-speed manual transmission.

Suzuki wants this performance sedan to highlight the brand's motorcycle heritage, and thus endowed the Apex concept with HID headlights from the Euro-market Kizashi, LED foglights, and graphics inspired by the GSX-R race motorcycle. Inside are black leather seats with blue Alcantara inserts. To transmit the additional power to the pavement, Suzuki fitted the Apex with "burnt asphalt" alloy wheels wearing sticky Yokohama S.Drive tires.

 

The current Kizashi already provides an athletic driving experience with just 185 horsepower on tap, so we expect a high-horsepower turbo version would be a truly exciting sports sedan. As for whether a car based on the Apex concept will reach dealerships, Suzuki executives have previously said they want more powerful engines to stretch the performance of the Kizashi's chassis. The company has hinted a more-powerful Kizashi with either small V-6 or a turbocharged four-cylinder - the latter rumored to come from Volkswagen -- would appear at a later date.

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First Look: 2012 Volkswagen Beetle

 

It's never easy to reinterpret a design icon on the order of the Volkswagen Beetle, one of the most recognizable vehicles ever. But with the New Beetle getting old, the time has for the 2012 Volkswagen Beetle. One of the most anticipated new VWs in recent memory, the 2012 Beetle is getting the VIP treatment with a simultaneous world premiere in Shanghai, Berlin, and at this week's 2011 New York show.

So while the new Beetle is in fact new, it is still very much a Beetle. While the trademark round fenders are present and accounted for, the bubble roof that became a calling card of the New Beetle has been flattened out into a roofline more reminiscent of the original Beetle. The result is a new C-pillar that's more faithful to the original, and a more vertical rear hatch. Much like the distantly related Porsche Panamera, not to mention the original Beetle, this means more usable headroom for rear seat passengers, something the New Beetle was lacking.

There are other substantial aesthetic changes. The new nose is longer and flatter, again like the original, and drops down onto a lower fascia that incorporates just enough of the new Volkswagen corporate grille to be recognizable. The headlights are, for the first time, bi-xenon HIDs with crescents of LED running lights framing their outboard edges. New running boards hint at the original Beetle, while a wider rear hatch rectifies another New Beetle shortcoming. An integrated spoiler is standard with the top-shelf engine.

If the 2012 VW Beetle looks wider and lower, that's because it is. To make the car look more masculine and muscular, Volkswagen widened the new Beetle by 3.3 inches and lowered the overall height by half an inch. In another bonus for the rear seat passengers, the car has also been stretched 6 inches longer overall and the wheelbase is longer, though Volkswagen hasn't said by how much. Optional 19-inch wheels, dual exhaust, and a performance and handling package will further its sporty aspirations.

Providing the actual sportiness will be Volkswagen's well-worn, turbocharged 2.0-liter four-cylinder engine with its 200 horsepower and 207 pound-feet of torque fed to either a six-speed manual or a DSG six-speed dual-clutch automatic and Volkswagen's XDS electronic differential. The combination is good for 30 mpg highway, Volkswagen says. For the fuel economy-inclined, the 2.0-liter turbodiesel four-cylinder found in multiple VW offerings with 140 horsepower and 236 pound-feet of torque returns 29 mpg city and 40 mpg highway. The 2.5-liter inline-five hangs on as the entry-level engine but now produces 170 horsepower and 177 pound-feet of torque. A five-speed manual should return 22 mpg city and 31 mpg highway, while a six-speed auto should give 22 mpg city and 29 mpg highway.

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First Look: Ford Fiesta ST Concept

 

Turbocharged Ford Fiestas bounce across Rallycross courses and wind their way through WRC stages around the world, but why should rally drivers have all the fun? Perhaps they won't -- the Ford Fiesta ST Concept, which debuted at the 2011 Frankfurt Motor Show, is likely a sign of hot hatches to come.

Although the notion of a performance-tuned Fiesta isn't exactly new (RS1800, anyone? XR2i or XR Turbo? Anyone?), this is the first attempt to craft one for global consumption. Jost Capito, Ford's director of Global Performance Vehicles, says this new ST show car is proof positive that the company's Global Performance Plan has legs, and can extend well beyond the forthcoming 2012 Focus ST, which is debuting alongside the Fiesta ST at Frankfurt.

Mechanically speaking, the Fiesta ST show car abides by the same mechanical formula used on its big brother. The hot hatch, built off the European three-door model, retains its front-wheel-drive architecture. Power is still provided by a turbocharged, direct-injection, EcoBoost-branded four-cylinder engine, but that's where the similarities end. Displacing 1.6 liters, the Fiesta's dual-overhead cam mill is about four-tenths of a liter shy of the Focus, but it certainly isn't lacking power.

Preliminary figures indicate the 1.6-liter EcoBoost, which is mated to a six-speed manual transmission, produces a stout 180 hp and 177 lb-ft of torque, roughly on par with the similar Volkswagen Polo GTI. Ford says that power is enough to rocket the Fiesta ST from 0-62 mph in 7 seconds, and to a top speed of 135 mph. That's a tick slower than the Polo (0-62 mph in 6.9 seconds, top speed of 142 mph), but impressive nonetheless.

As is the case with the Focus, the ST overhaul also ushers in a cosmetic overhaul for the Fiesta. A tall, blistered hood carries down into a new front fascia dominated by a large honeycomb grille. Side sills, a hoop-style rear wing, and an aggressive rear diffuser add to the image, but the car's hunkered-down, muscular stance is attributed to flared wheel arches; a lowered ride height; and five-spoke, 17-inch aluminum wheels. Interior photos have yet to be released, but Ford promises both a "high contrast" color scheme (we wouldn't be surprised to see Molten Orange accents matching the exterior hue) and grippy Recaro bucket seats.

Perhaps the only thing on this car that shouldn't be is the "concept" title: Ford insists the car isn't confirmed for production at this stage, but the number of development mules spotted around the world suggest the ST is more than a mere styling exercise. Even Ford's press materials suggest the show car is a look at what a performance Fiesta will look like when -- not if -- "it joins the Focus ST in the global small car portfolio." As for when, insiders hint a production-spec Fiesta ST could launch a year after the Focus ST, making 2013 seem like a safe bet.

Is there really room in Ford's portfolio for two compact pocket rockets? Time will tell if a new Fiesta ST will complement or compete against the Focus ST, but seeing as the last hot Fiesta was a rousing success across the pond, we think enthusiasts the world over will appreciate having yet another option when it comes to picking a hot hatch.

 

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First Look: 2012 Ford Focus ST

American enthusiasts have been waiting with bated breath for an SVT Focus replacement ever since it left the scene back in 2004. The wait is almost over. Now we finally have the full details on the 2012 Ford Focus ST, which debuted today in production trim at the 2011 Frankfurt motor show.

The 2012 Focus ST is the first global performance vehicle developed as part of Ford's much discussed "One Ford" program. The internal program has pushed all global design, engineering, and product planning together to create one lineup for Ford's products worldwide. Unlike the previous-generation Focus ST which was for European consumption only, the new one will be available in over 40 markets on six continents, although a Focus ST Wagon will be sold in the European market only.

The new ST uses a tuned version of Ford's 2.0-liter turbocharged EcoBoost inline-four cylinder rated at 250 hp and 250 lb-ft of torque. Power is routed through a six-speed manual to the front wheels, which wear 18-inch Y-shaped spoke alloy wheels wrapped in high-performance 235/40R18 Goodyear Eagle F1 Asymmetric 2 tires. The 2.0-liter EcoBoost takes advantage of high-pressure direct injection, a low-inertia turbocharger, and twin-independent variable cam timing to help decrease fuel consumption by a claimed 20 percent compared to the outgoing ST. The turbo-four also gets a redesigned intake and exhaust system for the ST application, as well as a unique ECU calibration.

The ST uses a new variable-ratio steering rack that decreases sensitivity in a straight line and increases sensitivity during cornering, according to Ford's engineers. The new steering rack is paired with an electric power steering system and a torque steer compensation system (TSC). When TSC detects torque steer, it communicates to the power steering system, which counteracts the effect to eliminate torque steer feel for the driver.

The Focus ST also receives a modified electronic stability program (ESP) with three modes. Normal mode is based on the ESP system in the standard Focus, but has been recalibrated to be less intrusive to the driver. Wide-slip mode switches off the traction control, but the system will step in if things get too far out of line. The third and final mode is all off; traction control and ESP are both deactivated, leaving only sub-features like the enhanced dynamic cornering control (EDCC) and TSC enabled.

Ford has also added an enhanced torque vectoring control to the Focus ST. It works by braking the inner wheel of the vehicle through a turn to reduce understeer, similar to a limited-slip differential. It is paired with cornering under steer control (CUSC), which sends torque to the outside wheel based on the amount of understeer present to keep the ESP from kicking in.

The ST will use uprated shock absorbers and lower springs which drop the ST by 10 millimeters -- lowering the car's center of gravity and giving the ST a meaner stance. The rear suspension uses upgraded knuckles with an all-new anti-roll bar.

It won't be hard to tell the ST apart from lesser Focii thanks to its single-piece, honeycomb trapezoidal black grille and rear diffuser with center-mounted exhaust. A new, larger rear spoiler increases high-speed stability while reducing drag. The ST will be offered in unique colors: performance blue, race red, white, and tangerine scream - Ford's new signature orange-gold for the ST line. Inside, the ST receives specially-designed sport pedals, steering wheel, and gearshift. Ford worked with Recaro to design unique front seats for the Focus ST featuring a low seating position. A new rear seat has been designed for the ST using sculpted foam to help hold rear passengers in place during enthusiastic driving.

The ST also gets a number of creature comforts standard including automatic headlights, auto-dimming rear mirror, automatic wipers, and floor mats. Partial-leather Recaros, dual-zone automatic climate control, heated seats, eight-way seat adjustability, and bi-xenon headlights are optional.

The 2012 Focus ST is slated to go on sale worldwide starting next year, and we're betting hot-hatch enthusiasts from coast-to-coast will be queuing up at Ford dealers to get their hands on one.

 

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First Look: Audi A2 Concept

Along with the miniscule Urban Concepts, Audi is unwrapping the electric-powered A2 concept -- which previews a forthcoming subcompact model -- at the 2011 Frankfurt Motor Show.

Like the original A2, which debuted in 2000, the new concept is diminutive in size. In fact, the concept is within half an inch of the original in all dimensions, and at 149.6 inches long, it’s almost a half-foot shorter than the new A1. Like the original, the A2 concept utilizes an aluminum space frame -- something that lent the first A2 a trim curb weight and a big price tag. The new concept wears a combination of aluminum panels and carbon fiber-reinforced polymer (CFRP) to help keep weight down.

Powering the A2 concept is a transversely-mounted electric motor good for 116 hp and 199 lb-ft of torque sent through a single-speed transmission to the front wheels. Juice comes from a lithium-ion battery pack that stores a total of 31 kWh of energy, though only 24 kWh is available to move the vehicle. Audi claims a top speed of 93 mph and a 0 to 62 mph time of 9.3 seconds, thanks to the A2’s lightweight design and powerful electric motor. From McPherson struts and a rear torsion beam axle underpin the A2.

According to Audi, the setup should give the A2 a range of approximately 124 miles; with a full recharge taking a scant 1.5 hours on a 400-volt, three-phase charger or four hours on a standard 230-volt European outlet. Audi has also incorporated a contactless charging method for the A2 concept, so no plug is needed.

The interior has been designed to take advantage of the A2 concept’s sandwich-style flat floor. There is room for four, and each passenger scores his or her own bucket seat. A center console is cantilevered from those seats, and reportedly allows some flexibility when it comes to cargo -- Audi mentions it’s possible to stick an adult bicycle (with front wheel removed, of course) between the second-row seats.

Touch-sensitive surfaces control the car’s infotainment technology, and the steering wheel even has a touch-sensitive input area. A seven-inch LCD display mounted on the steering column serves as the gauge cluster. Designers attempted to push the eco-friendly envelope with the interior design, employing unusual recyclable materials throughout. The cargo cover is made from ribbed, recycled polyester, while the door panels are wrapped in a neoprene-feel polyurethane.

Audi has been known as an innovator in exterior lighting design, so it’s not too surprising to see the A2 concept toy with new ideas in this sector. High- and low-beam headlamps are LED-powered, while running lamps use thin LED fibers, which reportedly help frame the projector assembly itself. Taillights are also LED powered, and vary in brightness based upon visibility conditions. Interestingly, the fog taillight is illuminated with laser diodes -- reportedly brighter and more efficient than LED -- and project a red triangle onto the road surface behind the car.

 

Interestingly, the A2 also uses LED illumination to dress up its exterior. The character line can be illuminated in different manners, potentially allowing it to provide entry and exit lighting and to function as a turn signal repeater. During hard braking, it progressively glows red, providing yet another warning sign to other drivers of a potential emergency stop.

Exactly how much of this will translate into a production car remains to be seen. Audi has said a production version of the A2 should launch in 2013 as an electric vehicle. Gas and diesel-powered versions should subsequently follow, launching no later than 2015.

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First Drive: Audi Urban Concept - part 2

 

Snakeman Kacher needs an extra coordination effort to spiral his 6'7" self behind the two-spoke sports wheel which pulls out (by a generous 5.5 inches) to make room for long legs and the stomach. The two thinly upholstered seats are firmly attached to the floor and the rear firewall. The occasional pillion would need to crouch behind the driver in an oddly off-set and slightly claustrophobic niche. Since both the steering-wheel and the pedals are fully adjustable by a clever lever & linkage system, finding a comfortable driving position is the easiest trick in the book. The cockpit of the yellow specimen is an object lesson in functional minimalism. All it contains are a push-button P/R/N/D gear-selector panel, two TT-derived air vents, a hazard button and a small digital instrument display panel depicting speed, distance traveled, range, battery charge status and recuperation activity. There is not a lot happening in the latter department since any serious deceleration effort on part of the rear wheels is almost automatically neutralized by ESP interference.

Let's go. I hit D, put the hoof down, and we're off. Not like greased lightning, but briskly enough to brake hard for the next armco, the next 90deg kink, the next climb or descent to the next level of this vast parking complex. By the end of the day, we clocked 9.6 clicks, which ain't bad for roaming such a strangely slippery and articulated habitat. It takes about ten seconds to get used to driving the Waspa. The accelerator response is linear and prompt, the four disc brakes strike a perfect balance between input and effect, the skinny 125/80 R16 all-season tires don't offer enough grip to deter the slightly tail-happy handling, and the surprisingly well tuned suspension is neither overly firm nor discouragingly wayward. The only item which requires extra attention is the unassisted rack-and-pinion steering which is super quick at 1.5 turns from lock to lock. Through the fast sections of the empty and unobstructed upper deck, this instant-turn-in calibration is so much fun that I am secretly timing each run, trying to gain a tenth here and there. But through tight corners and in the wake of rapid changes of direction, the box hardens and loads up in a way that suggests the need for some more fine tuning. Visibility is good except to the rear where one big panoramic blind spot threatens. How come? Because the Urban Concept has a small lidded cargo compartment where other vehicles have a rear window.

The Frankfurt Show car is equipped with a remarkably unambitious 20-hp electric motor so that it can be operated without a full driving license by 16 year-olds in certain EU countries like Italy, France and the UK. Our Engineering Experience Module has a more substantial 40bhp between its hind legs where 96Nm of torque are still not quite enough to make the Contis sweat - unless it rains, when it is possible to induce a little bit of attitude. Audi claims that the 1058 pound lightweight runabout can accelerate from 0-40mph in 6.0 seconds. The top speed is in the area of 60mph and the driving range is in excess of 30 miles. These numbers are not yet final, because Audi is at this point using experimental hardware borrowed from the Q5 hybrid, Sanyo R&D and its own e-tron think tank. To recharge the lithium ion energy cells on 230V mains takes about two hours, but if you have access to a 400-volt power line, the same job can be done in less than 20 minutes.

Measuring 126.7" in length, 66" in width and 46.8" in height, the yellow prototype did whet our appetite. Especially in higher-performance form, it makes a compelling alternative to a scooter, a smart and a Mini. Audi seems to agree. To test the water, the Ingolstadt car maker intends to sign off a batch of 999 units sold at 9999 Euro apiece, sources say. The Urban Concept could either be built in-house by the Quattro division, or by an outside specialist supplier. There is no doubt about it: at long last, here comes a new Audi which does not try to impress with the size of its single frame grille or through the intensity of its LED headlights. Instead, this conceptual mold-breaker is potentially more meaningful to the e-tron movement than the plug-in R8. Young, reduced, alternative, affordable and fun to drive, the Urban Concept sends a promising message from a brand which has taken itself too serious for much too long.ward. The only item which requires extra attention is the unassisted rack-and-pinion steering which is super quick at 1.5 turns from lock to lock. Through the fast sections of the empty and unobstructed upper deck, this instant-turn-in calibration is so much fun that I am secretly timing each run, trying to gain a tenth here and there. But through tight corners and in the wake of rapid changes of direction, the box hardens and loads up in a way that suggests the need for some more fine tuning. Visibility is good except to the rear where one big panoramic blind spot threatens. How come? Because the Urban Concept has a small lidded cargo compartment where other vehicles have a rear window.

The Frankfurt Show car is equipped with a remarkably unambitious 20-hp electric motor so that it can be operated without a full driving license by 16 year-olds in certain EU countries like Italy, France and the UK. Our Engineering Experience Module has a more substantial 40bhp between its hind legs where 96Nm of torque are still not quite enough to make the Contis sweat - unless it rains, when it is possible to induce a little bit of attitude. Audi claims that the 1058 pound lightweight runabout can accelerate from 0-40mph in 6.0 seconds. The top speed is in the area of 60mph and the driving range is in excess of 30 miles. These numbers are not yet final, because Audi is at this point using experimental hardware borrowed from the Q5 hybrid, Sanyo R&D and its own e-tron think tank. To recharge the lithium ion energy cells on 230V mains takes about two hours, but if you have access to a 400-volt power line, the same job can be done in less than 20 minutes.

Measuring 126.7" in length, 66" in width and 46.8" in height, the yellow prototype did whet our appetite. Especially in higher-performance form, it makes a compelling alternative to a scooter, a smart and a Mini. Audi seems to agree. To test the water, the Ingolstadt car maker intends to sign off a batch of 999 units sold at 9999 Euro apiece, sources say. The Urban Concept could either be built in-house by the Quattro division, or by an outside specialist supplier. There is no doubt about it: at long last, here comes a new Audi which does not try to impress with the size of its single frame grille or through the intensity of its LED headlights. Instead, this conceptual mold-breaker is potentially more meaningful to the e-tron movement than the plug-in R8. Young, reduced, alternative, affordable and fun to drive, the Urban Concept sends a promising message from a brand which has taken itself too serious for much too long.

 

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