Motor trend July 2009 by Anna Emer

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Introducing the Genesis Coupe.

> RACE ONE AT HyundaiGenesis.com 1Available as part of Track model. See dealer regarding availability. 3.8 Grand Touring model shown. Hyundai is a registered trademark of Hyundai Motor America. All

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FIND OUT IF POWER REALLY CORRUPTS. sordid lure of kinetic gratification. Coupled with the 2010 Genesis Coupe, it can only mean trouble. Press the starter button and you’ll hear the darkened rumble of a 306-horsepower 3.8-liter V6 engine that catapults you into the land of shady business. Round a corner and that’s where the naughty rear-wheel-drive layout and Torsen® limited-slip differential 1 come into play. Will it corrupt? Maybe. But it’s certain to spoil. And resistance is futile. rights

(contents) (contents) july 2009 MOTOR TREND.COM JULY 2009 3 9264 78 32 40 ■ Cover Story: American Hero 32 Mirror, Mirror BMW M5 • Cadillac CTS-V Which is the fairest supersedan of them all? Arthur St. Antoine ■ Comparison Test Special 40 Six-Shooters Chevrolet Camaro • Hyundai Genesis Coupe 3.8 Eye candy or the future of sport coupes? Todd Lassa 48 Family Style Ford Fusion SEL • Honda Accord EX Bold, brash American substance. Frank Markus 56 Earth Movers Ford F-150 Supercrew • Toyota Tundra Crewmax Our last two Trucks of the Year. One winner. Kim Reynolds 84 Grip & Grin Acura TL SH-AWD • Audi A4 3.2 Quattro These sure-footed luxe sedans will leave you smiling, but only one left us grinning from ear to ear. Ron Kiino 104 Little Luxuries • Audi Q5 3.2 • Lexus RX 350 • Mercedes-Benz GLK350 • Volvo XC60 T6 A new crop of cushy crossovers now compete for your consideration. Edward Loh ■ Tests & Drives 64 The Antidote Porsche GT3 Meet the great organic sports car. Edward Loh 78 Satisfaction Maserati GranTurismo S An Italian fusion of style, sound, and speed. Ron Kiino 92 Home Run Aston Martin DB9 Volante More power in the same elegant wrapper. Matt Stone ■ Cover photograph Wesley Allison continued on page 4

continued from page 3 ■ Departments 8 The Big Picture Good cars, bad times Angus MacKenzie 14 Trend 2224 Your Say 2228 The Asphalt Jungle Coffee, tea, or premium? Arthur St. Antoine 3330 Technologue Catom & Eve. Frank Markus 11116 Newcomers Cadillac SRX Todd Lassa Lotus Exige S 260 Scott Mortara 1112222 Long-Term Arrivals Hyundai Genesis 4.6 Angus MacKenzie Suzuki Equator RMZ-4 Sport Allyson Harwood 1112226 Long-Term Update Subaru Impreza WRX STI/Lexus IS F Acura TL SH-AWD/Infiniti FX50 S Mini JCW Clubman/BMW 335D Mitsubishi Lancer Evolution HR Ron Kiino 1113330 Long-Term Verdict Toyota Tundra Double Cab Allyson Harwood 1113339 Archive Not a computer in sight. Matt Stone (contents) 1 this month @ motortrend.com july 2009 (contents) 4 JULY 2009 MOTOR TREND.COM ■ Comparisons on Tape This month’s issue features two epic showdowns: one a high-horsepower supersedan shootout between the Cadillac CTS-V and BMW M5, the other a V-6-powered parlay pitting the all-new Chevrolet Camaro against the Hyundai Genesis Coupe. Once you’ve digested all the words and photos in the magazine, visit mt.com for moving pictures from each comparison. Our videos show all four cars doing what they do best: smoking tires and running hard at speed as our editors analyze strengths and weaknesses. You can ﬁnd it all either here www. youtube.com/motortrend or here www.motortrend.com/ 28 30 130122116 139 14

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The Meltdown in Motown means you’ll never see the Zeta-based large Chevy sedan I once saw drawn on the wall of a GM design studio.

good cars, bad times what we’ve been up to...

Now Ford is the underdog in a segment it once owned. The  Taurus is one of the new cars we most want to drive this year; what gives us hope it’ll be worth the wait is the fact the revamped Fusion is, in four-cylinder form at least, is every bit as good as an Accord. We enthusiasts should be celebrating.

Ford’s thinking small, which means we’ll get the same Focus as the Europeans next time around, and the Fiesta, a huge gamble for a country with relatively cheap gas, lots of wide-open space, and a population notoriously reluctant to spend money on a small car, no matter how well styled. But by , the only rear-drive Ford car available in the U.S. will be the Mustang, as its doddery Town Car, Grand Marquis, and Crown Vic trio, all built on the -year-old Panther platform (even the Model T only lasted  years!) are finally pensioned off, and not replaced. A new Mustang is due , but without other rear drive cars to share the development cost, it may not get the modern independent rear suspension it needs. What worries me most, though, is that as Detroit scratches for pennies, the beancounters are back in force, swarming all over those model programs that have survived, looking for ways to further cut costs. The era when Bob Lutz could boast he’d persuaded GM to spend  bucks more on the interior of a Malibu just to give it that showroom wow factor has ended. This renewed emphasis on financial engineering almost certainly means the product engineering is going to suffer. And isn’t that how we ended up in this mess in the first place? ■

Instead, we’re wondering whether cars like these are a tantalizing glimpse of a lost future.

(the big picture) angus mackenzie 8 JULY 2009 MOTOR TREND.COM “ THIS RENEWED EMPHASIS ON FINANCIAL ENGINEERING ALMOST CERTAINLY MEANS THE PRODUCT ENGINEERING WILL SUFFER. ”

Just as Detroit proves it can do it, the beancounters are back

SUGGETT (far left) walks among mammothsthe

ONE OF the sadder ironies of the Meltdown in Motown is that it’s come just as Detroit was getting its automotive mojo back. The Detroit Three may not have been in great shape as companies. But they were starting to build great cars again. For evidence, look no further than our cover story, which starts on page . A year ago no one would have mentioned a Cadillac sedan in the same breath as BMW’s storied M, much less lined them up for a comparison test. But, as you’ll read, the new CTS-V is more than capable of taking on one of our all-time favorite sport sedans. It is one of the most accomplished fast four-doors built anywhere in the world. Period. The new Camaro is a nice piece of work, too—mature, sophisticated, charismatic. The V- powered SS is the best ponycar ever built, as at home on twisting two-lane blacktop as it is on the dragstrip. The V- version is a surprisingly good ride, and outstanding value for the money. Only a little too much mass, a legacy of the Zeta platform being over-engineered to ensure fivestar performance for the Holden Commodore in Australian NCAP tests, stops the Camaro from being a world-beater. Back in the s, Ford’s Taurus was the family sedan Toyota and Honda wanted to beat. Ford subsequently nickel-and-dimed the Taurus to near extinction, as Camry and Accord grew in size, gained performance and refinement, and gobbled up market share.

Over at Chrysler there’s a bunch of hot new cars designed under the direction of Ralph Gilles that will likely never see the light of day. The svelte Chrysler C unveiled at the Detroit show gave us a glimpse of what a reardrive Sebring replacement might’ve looked like. The launch of the glamorous next-gen Grand Cherokee, based on sophisticated Mercedes-Benz ML hardware that gives it independent, ride-height-adjustable suspension, depends on how Jeep comes out of Chrysler’s bankruptcy.

The small, rear drive, BMW  Series-rivaling Cadillac looks a goner, too (see “Trend”page ). The -horse Camaro Z/ is on indefinite hold; there’s been no word on when we might see the stunning Cadillac CTS-V coupe, either.

Anza-Borrego.at(Left)St.AntoineearnshiswingswithBlueAngels(checkoutnextmonth’sbigstory).

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BREAKDOWNSSERIOUSLY,BREAKDOWN.MOLECULARMOLECULARARENOT

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Converj, plans

GENERAL MOTORS has approved production of the stunning Cadillac Converj extended-range electricpowered coupe, based on the Chevrolet Volt’s Voltec architecture, a well-placed source says. GM brass wants the car on the road by 2011, making it a 2012 model. Retiring product chief Bob Lutz told Motor Trend

THE CHEVROLET Volt compressed timing and intense development are reminiscent of Ed Cole’s crash program to build a light, affordable V-8. And its engineers want the car to be as easy to drive as any conventional toreasons,150the“sport”areThesedistributedtoweightrepresentative,Thetobrakingregenerativecontroland272-lb-ftionthehave40powertrainwatchthethatThecombustion-poweredinternal-model.differencethistimeisthepresshasbeengivenopportunitytocloselytheprocessandtodrivedevelopmentmules.WedroveoneofaboutChevyCruzesedansthatbeenoutfittedwithVolt’sT-shapedlithiumbatterypack,its150-hp,ACinductionmotor,theproperpowertrainelectronicsandtheandhydrauliccomponentsneededdevelopdriveability.chassistuningisnotandwhileisreasonablycloseproductionintent,it’sdifferently.first-generationmulesnotequippedwiththesettingthatpermitsmotortodeliveritspeakhorsepower.Foralltheseourmuleaccelerates60mphinsomething

Driving the 2011

over nine seconds, a good half-second slower than the production car’s target. Based on a half-hour spent tooling around GM’s Warren, Michigan, Tech Center at speeds of up to 60 mph in pure electric mode, response to the accelerator feels much more gradual than in other electric vehicles, tempering the electric motor’s natural inclination to deliver its full torque wallop at zero rpm. The Volt, with three adults onboard, steps off about as you’d expect a car making less than 150 horsepower and loaded to 4000-plus pounds. It is an exceptionally quiet drivetrain, with little or no audible whine or hum from the motor and its singlespeed planetary reduction gearing. There’s an occasional high-pitched, high-voltage resonance, an example of a noise the battery packs never made in the laboratory. When installed up in that T-shaped tunnel the resonance came to light. There’s time to mitigate that, but had the motor or gearing been whining at this point those noises would be harder to quell. The controlbattery-conservingstrategyistoturn on the generator engine when the battery has expended just half of its 16kW-hour capacity. After the 71-hp generator has switched on, there should always be enough energy in the battery to deliver bursts of 150-horsepower acceleration when needed. Likewise, an extremely cold battery is unable to deliver full power, in which case the generator comes on immediately to help green-lights

14 JULY 2009 MOTOR TREND.COM (trend NEWS/OPINION/GOSSIP/STUFF) (trend)

MOTOR TREND.COM JULY 2009 15 words motor trend editors warm the battery, and power the car, drawing just a bit of supplemental power from the battery if the driver needs to summon all 150 ponies. The government hasn’t yet determined a formula for estimating the Volt’s EPA rating used for Corporate Average Fuel Economy regulations It will likely combine test cycles in pure electric mode (converting the electric energy expended to gasoline equivalent mpg) and when running in charge sustaining mode. Maybe the vested interest our government is about to have in GM might help some of this legislation break in favor of the auto industry, for a change. I know, I’m not holding my breath either ■ frank markus

Luxe division’s product planning is changing rapidly in April that GM would decide by the end of the year whether to build the Converj. A spokesperson denies the Converj’s green-light status and says that nothing has changed regarding the production prospects for the car However, our source offers a number of details to lend credence to the probability of its approval. While the Voltec architecture is exclusive, there’s a lot of GM’s compact Delta architecture in it. A 2012 Converj would need all-new sheetmetal and interior, but the basic platform and powertrain are essentially completed. The Caddy’s drivetrain would be similar to the lithium-ion battery pack and 1 4-liter four-cylinder engine to be used in the Chevy Volt, although GM is likely to add battery mass to make the Cadillac a more powerful car. It will be built as a two door coupe, like the concept unveiled at Detroit last January. Meanwhile, the Alpha small rear-drive platform for Cadillac is on indefinite hold. Instead, Cadillac is rumored to be planning an Epsilon II-based front- and all wheel drive car as an entry level model that would further elevate the CTS. Codenamed GM 166 and equipped with 3.0- and 3.6 liter gas direct injection V 6s, it would slot between the 2010 Buick LaCrosse and the reardrive CTS. ■ todd lassa Volt

Epsilon Cadillac

Chevy

The car’s withoutwheelwhilesuspensioncontrol-armreflectsitsrace-car-likepositioning.TheCaliforniahasamultilinkrearendtoimproveridecomfort.Evenso,engineersreckontheycangetclosetotheCalifornia’scomfortthankstoadaptivedamping,providingsignificantlymoresportinghandling.Ifso,thiscarisgoingtobejuststaggeringatthetrack.Tohaulitback,carboncompositebrakeswillbestandard.Aeroinnovationsincludeductstoremoveairfromhigh-pressureareassuchasthearchesandexhaustitturbulenceinspiraljetsattherear.Engineersarealsoexaminingasystemofenhanceddriver

Ferrari readies F430 successor

(trend 16NEWS/OPINION/GOSSIP/STUFF) JULY 2009 MOTOR TREND.COM

TIME IS closing in on the Ferrari 430. The Scuderia and 16M Spider versions will maintain sales at a good level for a year or so. But this fall, the all-new 430 successor, already testing extensively, will be shown. Innovations will include a double-clutch transmission to replace the F1 system, and a direct gasoline injection engine. The V-8 engine will make significantly more than 500 horsepower, though we can’t confirm its exact size. Engineers are happy the car will significantly improve on the performance of the 430, and yet reduce fuel consumption. The car will not feature any sort of kinetic energy recovery system. Officials say that technology won’t be commercialized earlier than 2012. The marketing men don’t believe Ferrari yet needs to be seen as all that green, and until the system is proven in Formula 1—where it has had an inauspicious start— there’s noTherush.twin-clutch transmission is from the California. It’s compact, no heavier than the current F1-type unit and provides both smooth shifts on gentle road running and literally instantaneous ones at the track.

information, called “the on-board race engineer.” First signs appeared on the 599FXX. Eventually it will keep the driver abreast of warm-up and cool-down information, integrated into the driver aids. The new mid-engine V-8’s body will maintain its current overall size, although track width and wheelbase go up a bit. Some exotic composites will be used to cut mass, but aluminum will still predominate in the structure. Conflicting with Ferrari’s desire to cut weight are two factors: crash protection and emissions compliance—which adds to the size and number of engine ancillaries. The car’s structure is not carried over from the 430. In fact, it will be manufactured in a different way. Ferrari built a new production line for the California, and the new midengine car will be assembled on that line too. The new line makes use of a modular assembly system where major mechanical units are built on subframes rather than bolted into the car piecemeal. Part of Ferrari’s motivation for this change is to make the car easier to dismantle for servicing. In the first three years, a 599 needs 50 hours’ scheduled maintenance. The comparable figure for the California, manufactured the new way, is just 11 hours. ■ paul horrell Lighter, more powerful, faster, more efficient

McLaren targets Ferrari—on the road

CARPIX

And working hard: Chairman Yin has implemented what he calls Project 7/15 to speed Chery’s progress. That means senior managers are expected to work seven days a week, 15 hours a day...Fiat has been watching and learning from Volkswagen’s U.S. market experience and is determined not to make the same mistakes, say sources. As a result, there will be no Fiat-badged vehicles sold in the U.S., for fear the brand will never overcome its plebeian image. The cute Cinquencento will simply have “500” badges and will be sold through Chrysler dealers. Fiat is hoping instead Alfa Romeo will be able to emulate VW’s upwardly mobile, and more profitable, stablemate, Audi, in North America. ■ MIKE CONNOR

Porsche’s official explanation is that Wiedeking was sick. But VW boss Martin Winterkorn was front and center at the Panamera’s reveal on the 94th floor of the Shanghai World Financial Center, sitting alongside Wolfgang Porsche…Despite its troubled deal with Chrysler, and questions in its home market over the quality of its vehicles, Chery is still determined to be one of the first Chinese automakers to sell cars in the United States. Company chairman Yin Tongyao has confirmed Chery is working on V-6 and even V-8 engines.

GM DESIGN STAFF have been working at “warp drive” to get future product on the boards before the automaker’s June deadline to present a reorganization package to the U.S. Treasury. GM obviously wanted to show what it could have ready for production as the recession abates and car sales start to pick up. It’s also potential incentive to quicken the process if, by the time you’ve read this, GM is in a prepackaged bankruptcy reorganization… As work on the Voltec-based Cadillac Converj proceeds apace, GM is seekng other opportunities to use the Chevy Volt’s series hybrid powertrain. A people-mover or crossover vehicle is said to be next on the list. A Buick-badged vehicle is most likely, though a GMC model could further delineate GM’s truck brand from Chevy truck models and still please Buick-GMC dealers…Mubadala, an Abu Dhabi investment group, has owned five percent of Ferrari since the middle of the decade. Now Qatar is reportedly in talks to buy a stake in Porsche The Qatar News Agency states that Prime Minister Sheikh Hamad bin Dassem Al-Than says his country is interested in buying into automakers, particularly German ones. The Sheikh didn’t make it clear whether Qatar is after Porsche’s holding company, which owns a majority stake in Volkswagen AG, or just in the sports car maker it owns…Speaking of Porsche and VW, tongues were wagging in Shanghai when Wendelin Wiedeking failed to show up for the Panamera’s premier. On-again, off-again rumors that Wiedeking has fallen out of favor with the Porsche family, which includes Ferdinand Piëch, following his audacious play for a majority stake in VW, are on again.

Dennis adds McLaren Automotive has been working on the P11 for more than two years. More than 20 prototypes have been built and are undergoing testing. The silver-gray coupe shown briefly to assembled media at the high-tech, highstyle McLaren Technology Center in Woking, England, will be the show car. Sources say the P11 may make its public debut at this year’s Los Angeles auto show.

● MT CONFIDENTIAL ●

MOTOR TREND.COM JULY 2009 17 (trend NEWS/OPINION/GOSSIP/STUFF)

(trend)

THE ON-TRACK rivalry between the Ferrari and McLaren Formula 1 teams has been one of the most intense and hard-fought in the history of Grand Prix racing. Now McLaren wants to take that battle to the streets. If surprise plans announced by McLaren Group chairman Ron Dennis in April come to fruition, within five years McLaren Automotive, the division of the Group that currently builds the Mercedes-McLaren SLR, will be a stand alone company building up to 4000 highperformance sports car a year. Centerpiece of the plan is an allnew mid-engine McLaren sports car codenamed P11. Dennis gave no detail about the car, but it’s a Ferrari F430-size coupe. The P11’s design is the work of talented American Frank Stephenson, whose credits include the new Mini and the new Fiat 500, and stints at Ferrari, Maserati, and Alfa Romeo. It’s a handsome, relatively conventional looking coupe that appears to feature advanced aerodynamics, including a flat floor and movable rear wing. Given F1 division McLaren Racing’s long standing engineering expertise— the team was the first to use structural carbon fiber in a Grand Prix car, for example—it’s reasonable to assume P11 will feature extensive use of lightweight materials and sophisticated electronic controls. While no details of the engine or transmission have been released, sources close to McLaren say the car will offer significantly higher levels of performance than either the Ferrari F430 or the Lamborghini Gallardo.

One detail seems clear: The P11 will not be powered by a Mercedes-Benz engine. While Mercedes parent company Daimler owns 40 percent of McLaren Group, it will ultimately have no interest in McLaren Automotive, says Dennis. McLaren is seeking $370 million in equity funding from outside investors for a 49-percent stake in the Automotive division. “We have already secured commitments to a significant percentage of that funding,” Dennis continues. “It is intended this whole project is run from beginning to end debt free.” P11 will be the first in a range of sports cars from McLaren, says Dennis. Though he refused to be drawn on detail, a look at how Ferrari has expanded the F430 range suggests future P11 variants will include a convertible version, and an ultra-light, track-oriented model to rival the Scuderia. The P11 will also be a global car, and the company is already talking with potential dealers in the United States. ■ angus mackenzie

A new supercar company—and a new supercar—is coming to America in 2011

2011 Grand Cherokee revealed

Circuit City FATHER OF LOTUS Colin Chapman said his secret to engineering racing and sports cars was to “add lightness.” We mention Chapman because underneath the polyester bodywork of the Dodge Circuit, there is large helping of the Lotus Europa, a slight larger, fixed roof Elise derivative. The Europa’s 197 horsepower, 2.0-liter GM sourced turbo I-4 and six speed manual gearbox have been dumped in favor of a 268-horsepower DC permanent magnet motor driving the rear wheels through an 8.3:1 planetar y reduction gearset. While the base Europa engine is rated 200 lb ft of torque, Dodge claims the Circuit motor is good for 480 pound feet. When Dodge broomed the reciprocating engine, the Europa’s gas tank joined the turbo four in the parts dumpster. The “fuel tank ” in the Circuit is a 10 module lithium ion batter y So with the IC engine, six speed gearbox, and gas tank swapped out with that electric motor, reduction gear differential, power electronics and batter y pack, the Circuit tips the scale at a about 200 pounds heftier than the Lotus from which it is derived. All this has yielded a two seat coupe that Dodge claims will snap off a sub five second 0 to -60 mph time, run the quarter mile in 13 seconds, and turn in a nominal driving range of 150 to 200 miles per charge. With more torque on tap than a Challenger SRT8, the Circuit launches like no Lotus around. Off the line when you mash the “potentiometer””” to the floor, the DC motor’’’s mesalike torque cur ve with stepless gearing presses you back in the seat in a most intoxicating fashion. This is seriously potent oomph. Similar acceleration can be had by a firm boot to the loud pedal when on a roll. Thirty-to 50 mph carries the kind of g-loading one expects from launching from a dead stop. Although the streets of riverfront Detroit didn’t allow getting the car much over 60 mph, its torque cur ve and single speed gearset pretty much guarantee that 50 to 70 zip will be equally potent. Sound from the motor is nonexistent, but the planetar y reduction gears in the transaxle make a cool jetlike whine that rises and falls in direct relation to road speed and lets the driver know he’s driving something special ■ mike connor

We drive Dodge’s Lotus-based EV

JULY 2009 MOTOR TREND.COM SHOWN to the public a full year before its spring of 2010 on sale date, the new Grand Cherokee is perhaps the best result of Daimler AG’s failed ownership of Chr ysler. Based on the Mercedes M Class platform, and designed to be made in leftand right hand drive versions, the Grand Cherokee gets a new independent front and rear suspension with isolated front and rear cradles, and variable rate rear springs. A new air suspension called Quadralift will be optional. I t lowers the Grand Cherokee 1.5 inches from its 8 1 inches of ride height, for easy ingress/egress, lowers it 0.6 inch at speed for better aerodynamics, raises it 1.5 inches to clear obstacles and raises it 3.0 inches (to 11.1 inches) for off roading. I t will come with only two rows of seats and with a bit more emphasis on luxur y to compete with the new Cadillac SRX and Lexus RX, among others. The slow selling Jeep Commander is a short timer; you’ll find a new three row Dodge Durango sharing the Grand Cherokee’s rear drive, unibody platform next year. The Grand Cherokee also is the first Chr ysler product to make use of the new Phoenix V-6 engine family, debuting with 280 horsepower, 260 pound foot 3.6-liter unit. The 5.7-liter Hemi (360 horsepower, 390 pound foot) will still be offered, and Europeans will be able to check a box labeled “diesel. ” Three 4x4 options remain: Quadra-Trac I, Quadra-Trac II, and Quadra Drive II with electronic limited slip. A new, Land Rover like Selec-Terrain system with Quadra-Trac II and Quadra Drive II has five terrain settings, automatic, sand/mud, sport, snow, and rock. The 4x2 will have the highest tow rating, however, at 7400 pounds. Jeep has added three gallons to the fuel tank, and claims a range of more than 500 miles with the new V-6 The Jeep Grand Cherokee has long been one of the most handsome SUVs on the market, and the new 2011 model is no exception. With Chr ysler design’s newfound emphasis on what ’s on the inside, the interior may no longer be a disappointment. The company touts the crossover ’s “premium soft touch interior mmmateria ls for all price classes,” and even a leather instrument panel for the top range Overland trim model ■ todd lassa trend)

thrillsJeep

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(trend 18NEWS/OPINION/GOSSIP/STUFF)

MACANUDO CAFE / MACANUDO ROBUST / MACANUDO MADURO / MACANUDO VINTAGE

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2010 PORSCHE PANAMERA WALK-AROUND Turbo version’s dual-chamber air springs let it var y ride stiffness and

Chrysler Bankrupt and Fiat to take shares in restructured company lower by one inch. Active anti-roll bars greatly reduce roll. Althhhough a small amount of air does escape, side sculpting is mostly cosmetic T ree -piece rear wing deploys at 56 mph to reduce drag and rotates at 127 mph to increase downforce. The twin-turbo produces 500 hp at 6000 rpm and 516 lb ft at 2250 rpm–enough for a 4.2 sec 0-100 kph sprint. The non-turbo offers 400 hp at 6500 rpm and 369 lb ft at 3500 rpm (5.4 sec to100 kph for the base model). An idle -stop feature reduces fuel consumption PORSCHE recently invited journalists into the heart of their normally verboten technical center in Weissach for a reveal of the controversial four-door Panamera Three models will debute in U S , all powered by a direct injection 4.8 liter V 8 coupled to a 7-speed dual-clutch (PDK) transmission. The normally-aspirated S and AWD 4S, and AWD Turbo are expected to go on sale in October with prices ranging from $90,750 to $133,550. Will Porsche’s fourth model be the first four-door sports car? We’ll see. Electronically controlled thermostat and on-demand power steering improve efficiency. Hood, front fenders, doors, and hatch are aluminum; central structure is steel; magnesium is used in the nose to improve weight distribution. Rear headroom is remarkable for a vehicle that stands only 55.8 inches tall. Rear vision is poor; graphic created by proximity sensors is overlayed on back up camera screen MAR

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The U.S. will loan what it calls New Chrysler an additional $4.7 billion, the final payment due in eight years. Fiat cannot take majority stake in Chrysler until the federal loans are paid off. ■ todd lassa

A FIAT 500 built in Canada, Mexico or the United States may be the first product of the newly minted Chrysler LLC-Fiat Auto alliance. Chrysler LLC filed for bankruptcy and completed its deal with Fiat after the United Auto Workers agreed to concessions and four major banks agreed to cut debt to one-third of current value in exchange for 15 percent of the new company. Only one group held out for more. “Investment firms and hedge funds decided to wait for an unjustified government bailout,” President Obama said. “Some demanded twice what others were getting.” Obama’s hope is that Chrysler will emerge in 30 to 60 days a financially healthier company. The UAW gets 55 percent of Chrysler, Fiat gets 20 percent, the U.S. government gets eight percent, and the governments of Canada and Ontario split two percent. CEO Bob Nardelli leaves Chrysler after the bankruptcy is completed, but expects to remain in Cerberus’s employ. Co-president Tom LaSorda will retire, probably before the bankruptcy process concludes. Co-president Jim Press, the Toyota veteran, is considered likely to stay on. There’s speculation that Fiat chairman Sergio Marchionne will replace Nardelli, serving as a Carlos Ghosn-like two-company chief. Marchionne can run an American automaker, goes the speculation, because he was trained—as an accountant—in Canada. As for the Fiat 500, co-president Tom LaSorda said, “it is a product highly considered to be built in the NAFTA region.”

WHAT CHRYSLER GETS:■ “Billions of dollars in advanced technology and intellectual property” plus Fiat’s global distribution network. UAW concessions on wages, benefits, and retiree health, four large creditors taking $2 billion for their $6.9 billion in secured claims. Daimler gives up its 19.9-percent share of Chrysler and contributes $600 million to pensions. A new board, with the Treasury department picking four directors and Fiat choosing three, one of them a Fiat employee.

NACHIONNE RDELLI PRESS LA SORDA

UAW

WHAT FIAT GETS:■ Manufacturing, distribution of Fiats and Alfa Romeos in the U.S., the Fiats probably as Chrysler and/ or Dodge models, the Alfas as Alfas, within 18 months. 20 percent of Chrysler initially. It can earn up to 35 percent in five-point increments if it meets such performance metrics as introducing a Chrysler factory-produced vehicle that gets 40 mpg, provides Chrysler with distribution in various foreign markets and manufactures state-of-the-art, next-generation engines at a Chrysler factory.

(trend 20NEWS/OPINION/GOSSIP/STUFF) JULY 2009 MOTO R T R END.COM

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(trend NEWS/OPINION/GOSSIP/STUFF)TOYOTA’S

Scion division and Honda have a South Korean car company on their tails. Kia, known until recently for its cheap, box y, outdated-looking small cars, has transformed itself into a styling powerhouse. While the Soul will look familiar to those shopping the Scion xB and Nissan Cube, and some angles of the Forte Koup will remind you of the Honda Civic two door, the fact is, Kia has quick ly moved to the forefront of automotive fashion. Credit Kia’s design chief, former Audi designer Peter Schreyer, and staff like Mike Torpey, the Soul designer recognized as one of the Top 10 designers by Automotive Design Kia’s next hit, following the 2010 Forte Koup and sedan, could be the 2011 Amanti midsize sedan, as previewed by the KND 5 concept at this year ’s Seoul motor show. The Forte Koup looks much like last year ’s concept version and will be available in EX or top range SX form. The EX comes with a 156-horse 144 pound foot 2.0-liter twin cam four and 16-inch wheels, while the SX upgrades to a 173 horse, 168 pound foot 2.4-liter. The EX comes with a five speed manual or four speed automatic, while the SX adds a gear to either, for a six speed manual or five speed automatic. The 2.0-liter is rated 25/34 mpg with either transmission; the 2.4 is rated 22/32 mpg with the manual, 23/31 with the automatic. Look for the Forte Koup EX to undercut the $15,975 Civic DX coupe and the Koup SX to undercut the $19,975 Civic EX coupe when they go on sale at the end of this summer. ■ todd lassa trend)

KiaGood-lookingForteprovesSoulisnofluke

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SOME OF the advanced technology in which Chrysler no doubt is interested includes a new Fiat family of inline-three-cylinder, gas direct-injection turbo engines that are compact and make lots of low-end torque. Fiat is designing the engine family for cars like the Grande Punto, expected to serve as the basis for a new Chrysler compact. HONDA is said to be ready to take a five-percent stake in Pioneer, which is getting out of the home electronics business in order to concentrate on its automotive business. Pioneer is supplier of high-end stereo systems for Honda’s Acura division. JAGUAR, is said to be developing a version of its next-gen XJ with a series hybrid powertrain similar in concept to that of the Chevy Volt. we hear

CounselStyle

JUST IN time for the 77th running of the world’s greatest endurance race comes publicationnn (((June 9) of “Go Like Hell—Ford, Ferrari, and their Battle for Speed and Glory at Le Mans.” Playboy Executive Editor A.J. Baime scoured the archives and interviewed virtually everyone possible from the Ford GT40 period, from Lee Iacocca, Piero Ferrari, and Edsel Ford II to Carroll Shelby, John Surtees, Mario Andretti, and Phil Hill to write a non-fiction page-turner that reads like a suspense novel. Baime’s exhaustive research pays off with succinct histories of Ford Motor Company and Scuderia Ferrari, which form a context for the greatest automotive battle of the 1960s. ■ todd lassa Ford vs. Ferraaarrriii and Le Mans Jaguar is targeting a 30-mile range on batter y power and overall fuel economy of better than 50 mpg. The power train is being developed in Britain, and the company has committed to star t production of the XJ hybrid in 2011, a year after the XJ is launched. REACTION to the Hyundai Equus displayed at the New York show has been over whelmingly positive, say Hyundai insiders. Reworking the Equus, for the U.S. market is a live project in Seoul, with the company chairman himself pushing to get the car, which will be available with a 5.0 liter version of the Tau V 8 and Hyundai’s own eight-speed automatic, on sale here sometime in the next two to three years Pricetag? In the $50,000 to-$60,000 range. THE OFFICIAL nam e of the n ew “sma ll ” R oll s-R oy c e i s… Gho s t. RR bo ss To m Purv e s ann o unc ed the car’s nam e a t the S h ang h a i s how i n A pr il , n oti ng it w as r i g ht the c o mpany r e v e a l the nam e of a n ew R oll sR oy c e —a rar e au to m oti v e e v e n t i n o n e of it s m o s t i mp o r t an t mar ket s A n d he w asn’t j us t p l a yi ng to the cr owd: In 2007 , R oll sR oy c e’s Be v e r ly H ill s s to r e w as it s hi g he s t -v ol um e de a le rs hi p i n the wo r ld. Las t ye ar Be v e r ly H ill s h a d f a lle

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n to num be r fo ur, behi n d Beiji ng. Num be rs o n e an d two ? Du b a i an d Ab u D h a bi. ■ ENTHUSIAST’S BOOKSHELF A.J. Baime “Go Like Hell—Ford, Ferrari, and Their Battle for Speed and Glory at Le Mans” 283 pages plus photographs Hougton Mifflin Harcourt Boston/New York, 2009 INTRODUCING THE NEW 2010 MUSTANG. AVAILABLE SIRIUS TRAVEL LINK™ * INSIDE. WICKED ON THE OUTSIDE. NOBODY ELSE DOES IT LIKE THIS. THE2010MUSTANG.COM. Available feature. *Service not available in Alaska or Hawaii. SIRIUS Travel Link is a trademark of SIRIUS Satellite Radio, Inc. GET LOST IN THE FEELING. FIND YOUR WAY BACK WITH THE NAV SYSTEM.

Larry Williams II Fort Smith, Arkansas ■ letter of the month wins! Williams II wins a way cool Wenger Alpine Swiss Rallye watch. See you at the races. Courtesy WengerNA.com write us at 6420 Wilshire Blvd. Los Angeles, CA 90048 e-mail us online at motortrend.com or send an e-mail direct to motortrend@motortrend.com

I certainly don’t envy you guys. I picked up the April issue and the letters sec tion caught my eye. On one page, Jamie and Hec tor tear you a new one for choosing the GT-R for Car of the Year, and on the ver y nex t page, Josh and Paul complain because you pit a Cor vette ZR against a Ferrari  and Porsche GT. Wow. You can’t win for losing, can you? I’ve been following your Car of the Year closely since , when the “D omestic Car of the Year ” and the “Import Car of the Year ” awards merged. Over the past nine years, you’ve chosen domestic brands five times and import brands four. This year makes it a tie, five to five, and I have to say thank you. You go through enormous lengths to outline the criteria for us, so that we understand exac tly why each car featured in the competition is there. You put them all through the same rigorous tests, and while I may not agree with ever y choice, I do agree with how you reach your decision. I love to see the Big Three get as much credit as they can. But I’m not going to be screaming “infidel” if you choose an Italian car—all sexy cur ves and rakish, windswept lines— over a Pontiac. Just keep doing what you’re doing. Besides, I get the feeling you’re about to begin with the Camaro what you did a couple years back with the Mustang. I’ll be rolling my eyes at it in a few months’ time, but I certainly won’t be throwing any wild accusations at you.

letter of the month

speaking of car of the year In January, we handed the award to the Nissan GT-R. The resulting hate mail was staggering. The argument continues below: In your April issue, you have two complaints about your pick for Car of the Year. I read it and thought it was hilarious. Your magazine is about cars, period. American cars or not, it really is all about what you’ve mentioned: Significance, superiority, and value. I absolutely love cars and, for the most part, I don’t discriminate. These people need to calm down and stop taking things so seriously and personally. Mike M. Las Vegas, Nevada In response to the whining about the Nissan GT-R winning Car of the Year: Get over it! The layout was beautiful wand the pictures, gorgeous. I own a Mazda and I love it. Part of why I bought it was some of the specs MT gave in a previous issue. However, when I open up my MT every month, I don’t want to be looking at the cars I see every day on the street. If I flattery gets you everywhere want to read about a Toyota or Mazda, I’ll go and get a brochure from the dealer. Thanks for my -mph daydreams,. Casey CentralC.Valley, California I own a  G sedan and it’s a great car. On my recent trip to Nissan for routine service, I spotted a  GT-R in the showroom. The dealer was asking $, for the car—$, over sticker. Does this make it ineligible with your $, limit? My G was Car of the Year in —a fact that helped my decision—but I could afford it. Not so with the GT-R. The dealership wouldn’t even let me test drive it. Ron Highland,WrightCalifornia

(your say)

It was a bold move but a great choice to make the Nissan GT-R Car of the Year. All the hate mail you are getting is from people who can’t handle the fact that their beloved Corvette got ripped a new one. I would have chosen the Hyundai Genesis but, as you said, “The GT-R rewrites the benchmarks for your

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Tim Scottsdale,AbramsArizona

speaking of car of the year performance-per-dollar.” This automobile is a technical marvel, surpassing and staying with supercars three to four times its price. If this car were American or European, it would be considered the greatest car ever made. Look for supercars in the future to be made like the GT-R. I’ll bet that Porsche engineers have not had a good night’s rest since the GT-R went to the ring. Bith Van Hook Via the Internet

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The GT-R is quite impressive, but Car of the Year? This car is rather limited in scope. Its price and production volume make it unattainable for most. Have you strolled into the local Nissan dealer to test drive one? Give them $, and your name can go on a list for next year’s delivery. Have a nice day. Shouldn’t an MT Car of the Year at least be available? Maybe add “possible” to your signiﬁcance, superiority, and value.

To the point: Great pick on Car of the Year. Thank you for awarding the car for its performance; not its origin, not its price, but its “wow” factor when you sit in it. Thank you for not apologizing when people complain. It is what it is. Who wants a boring Camry, Focus, or Impala? I see those every day lined up for miles on the commute to work. Give me something to look forward to! ViaDanessatheInternet momentum of truth St. Antoine’s column (“The Asphalt Jungle,” April) has a lot of truth to it. I work for a rural electric co-op and, while in our line-trucks or while hauling poles, we see a lot of impatient drivers. Some are usually in such a hurry they can’t wait for an opportunity to pass correctly. They’ll actually pass on the right side in the rumble strips. I’ve seen them pass like that and a little ways up the road, they’re either pulled over by the law or stuck behind another large vehicle. It’s no wonder our insurance rates are going up, “due to people who don’t have a lot of patience,” and who may need a

The SynchroRev Match rev-matching system in the Nissan Z is available only in a manual transmission, not in the seven-speed automatic as we printed in April.

(your say)

The Top  feature in April listed our favorite new cars in eight categories. I was surprised and a little disappointed that your Top  feature issue did not include a single Lexus model and, for that matter, only two Toyotas. Yet, in six of the nine categories in your lineup, there is at least one VW/Audi model present. Now, I’m not going to bash you guys or wag my finger and say “shame” or scream “shenanigans.” I just wonder why you didn’t feel Lexus fit anywhere in the Top  and Toyota barely squeezed two in.

All correspondence must include an address and a daytime telephone number. Any material accepted is subject to such revision as is necessary at our sole discretion to meet the requirements of this publication. All materials sent to the editors become property of Motor Trend magazine and cannot be returned. Unsolicited materials will not be accepted and will not be returned. This magazine assumes no responsibility for loss or damage thereto. The act of mailing a manuscript and/or material shall constitute an express warranty by the contributor that it is original and in no way an infringement upon the rights of others. Due to the volume of mail received, we can reply only to letters selected for publication. refresher course on the technique of proper passing. Nicholas Schutzius Tell City, Indianapolis St. Antoine’s column tells the facts of preserving momentum clearly. But the demonstration doesn’t need to be on the racetrack or at high speed. I see it nearly every day, with people rushing to get the kids to school on time. In a -mph zone, they pass a car that’s moving at the speed limit, as if it will make them late to remain behind it. They then cut in front of the car and cause it to slow down when they brake to make a turn in the direction of the school. They’ve gained no time, nor preserved any momentum. Maybe school kids should be taught preservation of momentum, so they can instruct their parents.

Bob Bishop,WoodsonCalifornia dude, where’s my car

The Audi S convertible has a .-liter V-, not a .-liter V-. If you want the V-, you’ll need an engine hoist and lots of free time and money. ■

Michael Hartford,NewsonConnecticut

The Cadillac was there. The Bimmer, too. And let’s not forget the almost three-year-old S-Class. But no Audi in the Premium Sedan segment? The  Audi A . is the newest and freshest car in its class. It’s the largest sedan in its class. And it just got the top safety pick for  from IIHS. Why hasn’t this vehicle readerslocationon where do you read motor trend? E-mail digital photo(s) of you and Motor Trend to: motor trend@gmail. com or mail them to: Motor Trend, c/o Mail, Readers on Location,  Wilshire Blvd., Los Angeles, CA  Dennis Hogan takes a break from the rigors of sailing the Caribbean at Grand Case, St. Martin. gotten more attention? You guys must be asleep because those beautiful DRL LEDs are hard to miss. Max Kauﬀman San Jose, California ideas to spare No auto magazine or TV show ever mentions the spare tire. Your man’s experience (“Longterm Update,” April) should give you reason to include the spare tire in all your tests. In the old days, cars always came with a full-size spare. Today they can come with a full-size, but try and get at it. They can come with a small emergency tire, run ﬂat, or, as I just found out with the Honda Fit, a tube of guck that is no use if your tire is shredded. So will you include the spare tire in your tests? H.G. Toronto,SmithOntario for the record

YOU’RE A DRIVING enthusiast (don’t deny it—your T-shirt says, “Cruise Control Is for the Captain’s Table”). But would you give up your coﬀee habit to prove it?

Not all of my colleagues agree with me. Last year, during our “Familial & Frugal” midsizesedans test (August ), heated words traded airspace as we debated the top two, the Hyundai Sonata SE and the VW Passat Turbo. Several quarreled that the Sonata deserved the victory, in part because it runs on regular unleaded. No, countered I and a couple others, the Passat Turbo wins—never mind its premium-fuel requirement. “The VW is a gold-medal athlete,” said I. “More expensive to run than the Hyundai but what the Motor Trend reader wants. The Hyundai is simply a nice transport appliance.”

coffee, tea or premium? ) st. antoine “ ‘NO WAY I’D BUY A CAR THAT RUNS ON PREMIUM,’ SOME WRITE. ‘WHO DO YOU THINK I AM, BERNIE MADOFF?’ ” mine heavy on the octane, no whipped cream, please

arthur

(the asphalt jungle

This is a rhetorical question if you’re a bonaﬁde kar kook, the guy who dresses his dinner salad with vinegar and Pennzoil and thinks foreplay is the NASCAR prerace show. If you had to, you’d sell your house and put a doorbell on your Corvette. But the rest of us, even those of us in the car-testing business…we play the priorities game. Are the new high-performance summer tires worth a sacriﬁce elsewhere (yes)? The chrome-plated rear wing (no)?

What about premium fuel? Judging by the letters we receive, for many of you a “premium only” sticker on a new car might as well say “radioactive.” “No way I’d buy a car that runs on premium,” some write. “Who do you think I am, BernieSuchMadoﬀ?”responses baﬄe me, because often the cars that use premium—say, those with turbos or high-compression engines—are also the most entertaining. And aren’t we, as enthusiasts, ever in search of—and willing to pay for—maximum driving delight?

Well, my side won that argument, but not without grumbles. “I need to get the name of St. Antoine’s investment advisor,” wrote the story’s author, our staﬀ’s ingenious “Mr. Wizard” and an avowed member of the Premium Resistance (I’m too much of a gentleman to mention his name, but it rhymes with “Tim Reynolds”).

28 JULY 2009 MOTO R T R END.COM ■ illustration nigel buchanan

Now back to those priorities. You see, “Tim” loves Starbucks like Romeo loved Juliet. In fact, he’s almost never without a barrista-crafted java beverage near his supercomputer (during one desert-based comparo, Tim even called-in the Starbucks Sikorsky to air-drop hot venti lattés to our test site). Cost is no object amid Tim’s caffeine ardor. Starbucks, where are thou? Let’s do the numbers. According to Department of Energy figures, regular gas in the U.S. now averages $. per gallon versus $. for premium. Say you drive , miles per year, and you’re looking at two cars that each get, say,  mpg. It’d cost you $ annually to enjoy the high-compression premium version—just  a day. You can’t swig Chock full o’Nuts for so little. What if we dramatically widen the premium gap? You’re comparing a “sensible” car that runs on regular and gets  mpg versus a high-output enthusiast’s model that requires premium and gets just  mpg. Still driving K miles annually, say regular costs the same $. a gallon but premium jumps to $. per. Your enthusiast-car levy: about $. per day—which, conveniently, is roughly what it costs for just one large white-and-green cup of SeattleThoselatté.priorities again. You’d trade maximum vehicular pleasure for a daily quaff of overpriced, arabica-flavored hot milk? Say it ain’t so, joe. ■

Make

■

Behold

catom & eve glenn lumsden frank markus the genesis of pario, claytronics, and synthetic reality

(technologue)

“ IF PRINCESS LEIA HAD BROADCAST HER PLEA FOR HELP IN PARIO, OBI-WAN, C-3PO, AND LUKE COULD HAVE STROKED HER CINNABONS. ”

How will the car-biz benefit? Imagine simultaneous styling reviews of a new car design on three continents with all participants seeing, touching, and modifying the same model, or instantly sampling the ergonomics of many competing dashboard themes without leaving your seat. There will be a limit to the amount of force claytronic formations (usually hollow) can withstand. They’ll feel like Styrofoam at first, increasing to credit-card plastic strength and a bit beyond eventually, so an aero wing made entirely of claytronics is unlikely, but perhaps catoms could alter the surface shape of a structural wing on the fly. Radio antennas that change their shape, length, or orientation to best suit the tuned frequency are being considered. Claytronics might make intricate casting molds possible once the catoms reach sand-grain proportions. Future service-bay technicians might dispatch microrobotic mechanics into an engine to diagnose problems or possibly effect minor repairs, preventing costly engine teardowns—the medical community likes this idea. The possibilities truly seem endless in this electromechanical garden of Eden—and it has nothing to do with Apple.

30 JULY 2009 MOTOR TREND.COM IN THE beginning, man created the telegraph, enabling communication of words or ideas from one place to another via smoke signals, then semaphores, and finally electric pulses. Then came wired and wireless audio (that’s Latin for “I hear”), followed closely by video (dead-speak for “I see”). Are you ready for what’s next? It’s called pario, the pertinent translation of which is “I create.” In the bright, bold future envisioned by research scientists at Carnegie Mellon University and Intel, it represents the ability to transmit and project real-time moving three-dimensional facsimiles of objects or people without the need for any dorky glasses or hologram projectors. Indeed, if Princess Leia had broadcast her plea for help in pario, Obi-Wan, C-PO, and Luke could’ve stroked her Cinnabons. This is a big step beyond the limitations of virtual reality, with its gloves, goggles and flatscreen projections. It’s synthetic reality. Living trompe l’oeil, made possible by smart matter, for which we have yet another new word to add to your lexicon: claytronics. Electronic clay that can sculpt itself because it’s made up of tiny autonomous robots called (here’s another one) catoms. These microdroids contain a CPU, an energy store, a network device, a video output to project a color on the outer surface, one or more sensors, a means of locomotion, and a mechanism for adhering to other catoms. The initial proof-of-concept catoms are cat’s-eye marble size, they use magnets to move and connect, their mass constrains them to two-dimensional formations, and they’re hugely expensive. The next generation will be BB-size with no moving parts. They’ll weigh considerably less than a gram and use electrostatics to maneuver into position, producing low-definition D pario at a price still be too steep for widespread use. The chemically manufactured aerosol-size nanocatoms will produce hi-def realism at a cost of millicents per catom. Instead of using batteries or capacitors, these micro- and nano-catoms may derive photovoltaic power from light, or a magnetic resonance field could energize them the way non-contact inductive battery chargers work. The smaller catoms will require power only to move into position. Once in place, they’ll hang onto each other using nanofiber adhesives, molecular surface adhesion, or possibly covalent chemical bonding for greatest strength (breaking these bonds is energy intense, however). Individual catoms won’t be addressed directly by the controller as there may be millions of them in a formation. Instead they’ll each communicate with their immediate neighbors and be addressable as a collective, like ants on a mission.

■ illustration

32 JULY 2009 MOTOR TREND.COM THE $89,325 MUNICH BENCHMARK VERSUS THE $60,700 MOTOWN DOPPELGANGERR. WHICH IS THE FAIREST SUPERSEDAN OF THEM ALL? (head to head)

MOTOR TREND.COM JULY 2009 33 BMW M5 ● CADILLAC CTS-V ● words arthur st. antoine ● photographs wesley allison

Cadillac has since scrambled back to become “Another Legendary Automaker Attempting To Reestablish Past Glory.” But give the Wreath-and-Crest brand credit for aiming high.With Bavaria’s BMW prof fering a 500-horsepower, V-10-propelled Motorsport Division version of its 5 Series sedan, Cadillac has unveiled a new, secondgeneration CTS-V that wouldn’t look out of place alongside a crate of TNT.

ONCE “The Standard of the World,” by the early 1980s GM’s Cadillac division had nose-dived to “The Standard Engine on Our New Cimarron Is a Four-Cylinder.”

34 JULY 2009 MOTOR TREND.COM

Clearly, Motown 2.0 was asking for this matchup against Dimensionally,Munich.M5and CTS-V are near-mirror reflections, within fractions of each other in length, wheelbase, width, and height. By those mere fractions, the BMW is the larger car, but it doesn’t tip the scales accordingly. In fact, aided by its high-strength aluminum chassis, it’s 183 pounds lighter than the CTS-V.

Leaving aside debates about the relative merits of the Cadillac’s creased-envelope styling versus Chris Bangle’s baroque E60 M5, there’s a clear distinction in the Motown and Munich approaches to supersedan elegance. The Munich way is subdued and muted, with little exterior adornment and a neatly tailored cabin of matte-finish materials. The Motown way, in contrast, M5 COCKPIT is classy and richly attired. Optional multifunction seats are superb. M button, configurable via iDrive, summons sport setup.

BMW M5

MOTOR TREND.COM JULY 2009 35

CADILLAC CTS-V

Optional pop-up touchscreen Includes real-time traffic data.

CTS-V COCKPIT functions well but too glossy for “premium” feel. Recaro buckets lack BMW’s support. is all flash and Yankee Doodle dandy, the product of designers and marketers who equate “deluxe” with “shiny.” Not a piece of trim or a ring of instrument escapes the Vegas patina. Thus, the understated M5 looks and feels far more expensive (and, at a base price of $89,325 including guzzler tax, it is—almost shockingly so). The CTS-V starts, with guzzler, at $60,700. Brush away the glitter and the Caddy would look far richer. Both cars wear enormous, ventilated disc brakes at each corner (the M5’s discs are cross-drilled; the Caddy has six-piston Brembos up front, four-piston in back), and the 19-inch alloys on both are shod with Michelin Pilot Sport PS2 performance tires. Computerized variable suspensions grace both sedans, too: The BMW uses the latest iteration of the maker’s three-mode (comfort, normal, sport) Electronic Damper Control, while the Cadillac boasts Delphi’s brilliant MagneRide shocks. Under their hoods, both M5 and CTS-V shiver with muscle, but here their recipes differ dramatically. The BMW’s mill is the product of a Formula 1 clean room, a 5.0-liter V-10 fortified with a throttle body for each cylinder and an 8250-rpm redline—enough for 100 horsepower per naturally aspirated liter (and 383 pound-feet of torque). The

36 JULY 2009 MOTOR TREND.COM CTS-V will have none of that exotica. Its engine is, essentially, a “lite” version of the LS9 in the Corvette ZR1, though it’s about the weightiest “lite” you’ll ever see. Ahead of the firewall lie 6.2 supercharged liters of V-8, good for 556 horsepower and 551 pound-feet—and possibly a nod to power the next Space Shuttle. Though automatics are available with both sedans (the CTS-V’s is a conventional six-speed slushbox with paddles, the M5’s a seven-speed sequential manual), we ordered our test cars with six-speed manual boxes. The Caddy’s manual shifter is the same Tremec TR-6060 used in the ZR1. If the two sedans seem close on paper— nearly the same size, the BMW less potent but the Caddy heavier—at the track they proved even more so. With an aggressive clutch drop and all stability electronics turned off, the M5 stormed to 60 mph in just 4.1 seconds (the car might've been a tick quicker, but a rear sensor designed to protect the diff by monitoring wheelhop dulled the throttle for a blink). The CTS-V, by just 3800 rpm unleashing all 551 poundfeet upon the rear tires, required a more judicious foot at launch but managed an even quicker sprint to 60: just 4 seconds flat. That advantage extended only slightly in the quarter mile, the M5 running in 12.5 seconds at 115.3 mph, the CTS-V needing just 12.3 seconds at 117.0 mph. What the numbers don’t reveal is just how heroic these sedans are in action, each one chirping the tires through third gear, the M5’s exhaust a searing scream, the Cadillac’s the deep, stentorian bellow of some almighty creature caged up on Olympus (visit youtube.com/ motortrend to see and hear an M5 versus CTS-V drag race). In our figure-eight test, the Caddy again edged its Bavarian target, circling in 25.2 seconds versus the M5’s 25.8. After that, you’ll practically need a microscope to tell the two apart: Both brake to a stop from 60 mph in only 109 feet, and maximum grip is nearly the same, 0.92 g for the Cadillac, 0.90 for the BMW. Cadillac’s new CTS-V currently holds the record (with a time of 7:59.32) as the fastest production sedan on stock tires around the Nürburgring Nordschleife. Naturally, for this comparison we added hot laps to our usual testing regimen. Though our road course at the Emergency Vehicle Operations Center (EVOC) near San Bernardino, California, was no Nordschleife (laps times were just under one minute), the mix of straights, very tight turns, and quick sweepers nonetheless provided a revealing look at the distinctly different personalities of the M5 and CTS-V.

Best lap time: 58.5 seconds.

The CTS-V behaves like a 180-degree M5. Its front end delivers gobs of grip, and steering feel is exemplary; turn-in is quick and satisfying. Its rear end, though, will head for the North Pole at the slightest overindulgence of throttle (though the car’s StabiliTrak system offers normal and Competitive modes, we again lapped with chassis electronics switched off). It’s all

The BMW proved a surprise into the very first corner. The front end doesn’t bite as you expect a BMW to do, and steering feel is lacking (hard to believe that the pushy M5 is in any way related to the brilliantly responsive M3). In compensation, the rear end resolutely locks onto the asphalt, even with traction control off. (Though the M5 operates in “P400” daily driving mode by default, delivering 395 SAE horsepower, by programming the M Driving Mode system via the iDrive controller, the driver can select P500 mode—all 500 horses—or P500 Sport, for full power and quicker throttle response. We ran our hot laps in P500 Sport with stability and traction controls off.) Acceler ating through a fast, tricky left-right sweeper, the M5 never so much as slipped a wheel.

BMW M5 ● CADILLAC CTS-V(head to head) WHAT THE NUMBERS DON'T REVEAL IS JUST HOW HEROIC THESE SEDANS ARE IN ACTION.

)43 -/2% 4(!. *534 /), )43 ,)15)$ %.').%%2).'450'2!$% 4/ #!342/, %$'% 7)4( 8 "%44%2 7%!2 02/4%#4)/. 4(!. -/"), 7 4HERE ARE SYNTHETICS !ND THEN THERES #ASTROL %$'% 7ITH AN ADVANCED FULL SYNTHETIC FORMULA THATS PROVEN TO SAFEGUARD AGAINST FRICTION AND ENGINE FAILURE 3O DO WHATS BEST FOR YOUR CAR 2ESULTS BASED ON INDUSTRY STANDARD 3EQUENCE )6! WEAR TEST '/ 4/ 9/52$)034)#+#/-

2009 BMW M5 2009 CADILLAC CTS-V P OW E RTRA IN / CH ASS I S DR I V ET R AIN LAY OU T Front engine, RWD Front engine, RWD ENGINE TY P E 90-deg V-10, aluminum block and heads Supercharged 90-deg V-8, aluminum block and heads V AL V ET R AIN DOHC, 4 valves/cyl OHV, 2 valves/cyl D I SP LACEMENT 305.1 cu in/4999 cc 362.1 cu in/6162 cc C O M PR E SS I O N R ATI O 12.0:1 9.0:1 POW E R ( S AE NET) 500 hp @ 7750 rpm 556 hp @ 6100 rpm* T ORQU E ( S AE NET) 383 lb-ft @ 6100 rpm 551 lb-ft @ 3800 rpm* R E D LINE 8250 rpm 6200 rpm W EIGHT T O POW E R 8.2 lb/hp 7.7 lb/hp T R AN S MI SS I O N 6-speed manual 6-speed manual A X LE / FINAL- DR I V E R ATI OS 3.62:1/3.16:1 3.73:1/2.35:1 SUSP EN S I O N, F RO NT ; R EA R Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Control arms, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar S TEE R ING R ATI O 12.4:1 16.1:1 T UR N S L O CK-T O -L O CK 2.3 2.8 BR AKE S , F ;R 14.7-in vented/drilled disc; 14.6-in vented/drilled disc, ABS 15.0-in vented disc; 14.7-in vented disc, ABS W HEEL S , F ;R 8.5 x 19-in; 9.5 x 19-in, cast aluminum 9.0 x 19-in; 9.5 x 19-in, forged aluminum TI R E S , F ;R 255/40ZR19 96Y; 285/35ZR19 99Y, Michelin Pilot Sport PS2 255/40R19 96Y; 285/35R19 99Y, Michelin Pilot Sport PS2 D IMEN S I O N S W HEEL B A S E 113.7 in 113.4 in T R ACK, F /R 62.2/61.7 in 61.8/62.0 in LENGTH X W I D TH X HEIGHT 191.5 x 72.7 x 57.8 in 191.6 x 72.5 x 58.0 in T UR NING CI R CLE 40.7 ft 37.9 ft C URB W EIGHT 4109 lb 4292 lb W EIGHT D I S T., F /R 51/49% 53/47% S EATING CA P ACITY 5 5 HEA DROO M, F /R 39.1/38.1 in 38.8/37.2 in LEG ROO M, F /R 41.5/36.0 in 42.4/35.9 in S H OU L D E R ROO M, F /R 57.3/57.2 in 56.7/57.4 in CA R G O VO L U ME 14.0 cu ft 13.6 cu ft T E ST DATA ACCELE R ATI O N T O M P H 0- 3 0 1.7 sec 1.7 sec 0- 4 0 2.3 2.3 0-50 3.2 3.1 0-60 4.1 4.0 0-70 5.1 4.9 0-80 6.6 6.2 0-90 8.0 7.5 0- 1 00 9.5 9.1 P A SS ING, 4 5-65 M P H 1.8 1.8 QU A R TE R MILE 12.5 @ 115.3 mph 12.3 sec @ 117.0 mph BR AKING, 60-0 M P H 109 ft 109 ft MT FIG UR E EIGHT 25.8 sec @ 0.71 g (avg) 25.2 sec @ 0.74 g (avg) LATE R AL ACCELE R ATI O N 0.90 g 0.92 g (avg) RO A D -C OURS E LA P 58.5 sec 58.1 sec T OP -GEA R R E VS @ 60 M P H 2400 rpm 1800 rpm C O N SU ME R INF O B A S E PR ICE $89,325 $60,700 PR ICE A S TE S TE D $94,895 $67,540 S TA B ILITY/ T R ACTI O N C O NT RO L Yes/yes Yes/yes AI RB AG S Dual front, front sides, front/ rear curtain Dual front, front side, f/r curtain B A S IC W A RR ANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POW E R T R AIN W A RR ANTY 4 yrs/50,000 miles 5 yrs/100,000 miles RO A DS I D E A SS I S TANCE 4 yrs/unlimited miles 5 yrs/100,000 miles F U EL CA P ACITY 18.5 gal 18.0 gal E P A CITY/ H W Y EC O N 11/17 mpg 14/19 mpg C O 2 EMI SS I O N S 1.48 lb/mi 1.22 lb/mi R EC O MMEN D E D F U EL Unleadedpremium Unleadedpremium * S AE CE R TIFIE D 38 JULY 2009 MOTOR TREND.COM torque-flooded, tail-happy grins, yes, but take care not to get carried away. Through the same sweeper that the M5 negotiated like a slot car, the CTS-V readily stepped sideways—in third gear. It takes determina tion to keep that ferocious ZR1 motor from getting the upper hand, but the Caddy’s power and grip advantages pay real divi dends. Best lap time: 58.1 seconds. For fun, we ran the same road course in a new Lotus Exige S 260. It clocked a 57.0. Think about that for a moment. Two four-door sedans, loaded with leather, navigation systems, premium audio, power everything, sunroofs, trunks, etc., clock lap times barely a second and a blink off a purebred, 2032-pound, two-seat sports car with all the creature comforts of a jail cell. Also, golf clubs look silly on the rear wing of the PricedLotus.at $94,895 as-tested, the BMW M5 says “premium” from the bottom line on its window sticker to the velvety feel of its controls to the secure embrace of its sport seats. The CTS-V can’t match the BMW for fit and finish (one example: when raising the driver-seat headrest, the anchor plugs pulled out of the seatback), and it’s simply not as finely matured as its Bavarian rival. Even at $3400, the CTS-V’s optional Recaro front buckets can’t compare with the BMW’s thrones for holding you in place when driving hard (the Caddy’s $300 suede wheel is a nice touch, though). Then again, at $67,540 as-tested the Cadillac undercuts the BMW by nearly $30 grand. For its lofty admission price, the BMW had better be built like a Tiffany clock. Yet where it really matters, as a performance sedan, the CTS-V soundly spanks the M5. It’s quicker in a straight line, handles better, steers better, even rides better (credit those amazing, multitalented magnetorheological shocks). An all-new M5, rumored to develop 600-plus horses is coming for 2011. Until then, though, it’s the Cadillac CTS-V that best reflects the supersedan state of the art. ■ FIRST PLACE CADILLAC CTS-V

Glitzy exterior and cabin plus some finish issues detract from premium feel, but delivers where it counts. A Corvette Z R 1 in fourdoor attire—and a bargain to boot. SECOND PLACE BMW M5 Masterfully executed, but priced accordingly. Handling not on par with BMW’s best, thou gh, and V-10 power no match for Caddy’s supercharged V-8.

the day unfolds like a challenging road that raises the essential question: is high performance in your blood or is it really in your tires? bridgestonetire.com tiresafety.com 1.800.807.9555

40 JULY 2009 MOTOR TREND.COM COULOCATION R MUPIZZA,ANGELO’SMICHAELTESY R MABYPAINTINGAL R ILYN R EXPLUBEKENTONTOANDEED, R OHIOKENTON,ESS, (head to head)

MOTOR TREND.COM JULY 2009 41 CHEVROLET CAMARO V6 ● HYUNDAI GENESIS V6 COUPE 3.8 EYE CANDY OR THE FUTURE OF SPORT COUPES? ● words todd lassa ● photographs david freers

CHEVROLET CAMARO V6 R TREND.COM

42 JULY 2009 FROM virtually every angle, the 2010 Chevrolet Camaro is a gorgeous car. Its C-pillar, in coke-bottle profile, looks even more rakish than that of the 1969 Camaro, which served as its designers’ inspiration. Its deep grille is like a fierce smile and the rear-view accents huge rear quarterpanels and extreme tumblehome—the way those quarter panels flare out from the greenhouse. It’s more than a retro reference to the original Camaro. It’s an homage to the Bill Mitchell era of exuberant styling, when General Motors divisions needn’t be bothered with outside competition. They competed with each other to dominate the North American market. Subjectively, the 2010 Camaro is the best-looking new model of this old breed of pony/musclecar. And in V-8 form, it beat the updated Ford Mustang and Dodge Challenger in our June cover story comparison.Takingthe more economical V-6 is no penalty. The 3.6-liter gas direct-injection DOHC engine makes just 11 fewer ponies than the Mustang GT’s aging 24-valve, 4.6-liter V-8, though the Camaro carries the burden of a couple hundred extra pounds. Considering the ill timing of launching a new, large coupe as its maker is on the ropes for more government loan guarantees, and as consumers pay more attention to emissions, fuel-price swings and their pocketbooks, the Camaro V-6 stands a better chance of becoming a sales success than does its more powerful and more expensive SS V-8 sibling. Ford traditionally sells a lot of V-6 Mustangs based on style and image rather than on performance. The six-cylinder

MOTO

CAMARO WINS the swimsuit competition. Its looks are far more appealing than the Genesis Coupe’s.

Coupe is meant to dazzle musclecar fans with fancy footwork its bigger, heavier competitors can’t match. Nevertheless, Camaro and Genesis Coupe appeal to similar buyers, those who value style and the ability to drive stylishly fast over a useful back seat or trunk space, with gas mileage that won’t embarrass those owners. The Genesis V-6 with six-speed manual gets a manufacturer’s estimated 17/26 mpg, while the Camaro V-6/six-speed manual combo manages 17/29 mpg. Asking for V-6/manuals landed us a Track Package version of the Genesis Coupe and a preproduction, non-RS Camaro with the 2LT package, shod with 19-inch

HYUNDAI GENESIS V6 COUPE 3.8

MOTOR TREND.COM JULY 2009 43 GENESIS COUPE'S clean, anonymous styling has one highlight: the two character lines in the profile. Camaro, available well equipped for under $30K (higher, with the RS package) should rival the V-6 Mustang in popularity. Enter the spoiler. In the 1970s, the fourcylinder, rear-drive Toyota Celica forced its way into the Celica4.6-litertoGenesisAlthoughoraboutwithnot200ExportingAgencycompanies,Challenger/CudaMustang/Camaro/Firebird/sandboxjustasinsurancetheEnvironmentalProtectionandtheOrganizationofPetroleumCountrieschokedourV-8sbelowhorsepower.Today’sspoilercomesfromSouthKorea,Japan.The2010HyundaiGenesisCoupe,reardriveandturbo-fourorV-6power,iseightinchesshorterthantheCamaro,halfafootshorterthantheMustang.itsharescomponentswiththesedan,it’sdesignedspecificallybetoosmalltotakethesedan’soptionalTauV-8initsenginebay.Liketheofagenerationback,theGenesis

The dynamic subtleties amplify in realworld driving, where runoffs consist of curbs, ditches, trees, and hills. The gearbox in our bright-yellow Genesis coupe feels fairly slick and positive, although every nearredline upshift in the acceleration testing was attended by a big belt squeak, the type an air conditioning compressor often triggers, even with the A/C off.

The Genesis has poor on-center steering feel, which drains confidence a bit in leftright-left transitions.You’ll forgive that if you drive the Camaro afterward. Steering is far too numb lock to lock, as if engineers chose the 1969 Camaro as its model for that HYUNDAI BITES HARDER ON INITIAL TURN-IN AND ROTATES A BIT MORE EAGERLY.

“Feels much more geared to the road,” Markus says of the Hyundai.“Lighter steering feel, crisper turn-in, great power.”

44 JULY 2009 MOTOR TREND.COM all-season performance tires. The Camaro came with the Inferno Orange interior package, handsome polished five-spoke wheels, and a sticker a couple of grand off theEvenHyundai’s.onmetro Detroit’s war-zonelike roads, the Hyundai’s track package suspension wasn’t overly stiff. It’s busy on expansion-strip pavement, but doesn’t crash over bumps and potholes like some extreme sports cars do. The two cars scored similar numbers for our track testing, but achieved them in very different ways.

The Camaro’s shifter feels clunkier, with too vague a detent for reverse. Both tackle the “oops, that’s reverse, not first” problem, with the Camaro’s digital message center registering a big “R” and the Genesis letting out a beep. Chevy equips the Camaro with a proper handbrake, a rare thing in a GM car these days, but the handle is long and you have to pull it up, hard, to engage the parking brake. It may seem picky, but a shorter, better-feeling handbrake is one of the refinements Ford boasts about with its 2010 Mustang. And the Camaro’s dead pedal is poorly positioned in relation to the working pedals. The Genesis’s dead pedal has a good spatial relationship to the clutch pedal, and the pedals are easier to heeland-toe than in the Camaro’s.

Finally, the Camaro’s bucket seats are too wide between bolsters. Anyone under 250 pounds will find his back sliding across the seatback in esses. (Does Chevy know its customers too well?) The Camaro offers a much more entertaining view from the driver’s seat, though. The Hyundai is all function over form, with a bland, but well-built black interior featuring decent midlevel materials and good fit and finish. Unlike in the Camaro, you won’t slide around in the seat while cornering fast. And you can easily see the road ahead from its sloping hoodline, whereas the Camaro has acres of long, flat bi-level hood in the view ahead.

“The Camaro feels heavier,” tester Markus writes. “It reached a higher top speed on the figure-eight, but clocked a slower overall time , thanks to the Genesis’s slightly better transition cornering and the Camaro’s stronger acceleration. Its 7000-rpm redline and taller gearing means no 2-3 upshift, or 3-2 downshift was necessary.” On the highway, the Genesis Coupe’s way shorter top gear ratio translated into higher revs at cruising speeds, helping explain lower highway fuel mileage. Reality bit the Camaro in acceleration testing at Chrysler’s Chelsea Proving Grounds. It kept up with the Genesis to 50 mph, then needed an extra tenth of a second to make 60 mph. By the quarter mile, the heavy Chevy was 0.2 second off at a trap speed of 98.3 mph, versus 99.8 mph for the Hyundai. The Camaro’s mushy-feeling, single-piston caliper disc brakes surprised us, too. In the 60-to-0-mph test, its 107-foot stop beat the Genesis by seven feet. Markus remarked that, on Chelsea’s road handling course,“both cars are fun to drive, easy to slide around in the tightest twisty turns. But the Hyundai bites harder on initial turn in and rotates a bit more eagerly.”

CHEVROLET CAMARO V6 ● HYUNDAI GENESIS V6 COUPE 3.8(head to head) THE

On our road test loop in Ohio’s Hocking Hills, both were fun to drive. “Surprisingly confident for such a big car on all-season tires,” Markus says of the Camaro. Drive the Genesis second and it’s like discovering smaller, foreign-car handling in the ’70s after driving late-’60s musclecars.

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Best viewed from behind the wheel, where it handles entertaining roads more like a sports car than a ponymusclecar.or

component, too—the last thing you want when you’re trying to hustle a 3800-pound coupe this large around a two-lane with trees in the “runoff.”

The Coupe’s big half brother, the Genesis sedan, came to North America last year with compromised chassis tuning to overcome its home market’s predilection for soft, cushy sedans.This made us wonder whether Hyundai had it in itself to make a real, enthusiast’s car.

Powerful, refined V-6 and enough style to lend some to Hyundai, its weight and size make it less entertaining on second- and thirdgear roads.

Wonder no longer: The Genesis Coupe—at least with the Track Package—while not perfect, proves Hyundai can do it. Your humble Detroit bureau’s idea was to give the new Chevy Camaro the benefit of the doubt. It has far more visual appeal than the Hyundai Genesis, and that’s why people buy sport coupes. Meanwhile, GM has downsized itself into underdog status. The Camaro’s sibling, the Pontiac G8, ends production this year.That makes the Camaro GM’s only North American-market Zeta-platform car. It’s a pre-reorganization present to baby-boomers who’ve been waiting seven years since the demise of the F-Body. After a five- or six-year run, GM’s RWD business likely will revert to Cadillac and Corvette. The Hyundai Genesis, sedan and coupe, look ready to thrive, if only in low volume in light of fuel economy and emissions regulations. While the Camaro scored slightly higher real-world fuel economy than the Genesis, Hyundai’s numbers will get better when it adds such technology as gas direct-injection. The 2010 Chevy Camaro is a beautiful tribute to our automotive past. If there is a future for rear-drive sport coupes, it’s in a car like the Hyundai Genesis. ■

FIRST PLACE HYUNDAI GENESIS COUPE

SECOND PLACE CHEVROLET CAMARO

2010 CHEVROLET CAMARO 2010 HYUNDAI GENESIS COUPE 3.8 P OW E RTRA IN / CH ASS I S DR I V ET R AIN LAY OU T Front-engine, RWD Front-engine, RWD ENGINE TY P E 60-deg V-6, alum block/heads 60-deg V-6, alum block/heads V AL V ET R AIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl D I SP LACEMENT 217.5 cu in/3564 cc 230.6 cu in/3778 cc C O M PR E SS I O N R ATI O 11.3:1 10.4:1 POW E R ( S AE NET) 304 hp @ 6400 rpm* 306 hp @ 6300 rpm T ORQU E ( S AE NET) 273 lb-ft @ 5200 rpm* 266 lb-ft @ 4700 rpm R E D LINE 7000 rpm 6500 rpm W EIGHT T O POW E R 12.4 lb/hp 11.3 lb/hp T R AN S MI SS I O N 6-speed manual 6-speed manual A X LE / FINAL- DR I V E R ATI OS 3.27:1/2.45:1 3.54:1/2.81:1 SUSP EN S I O N, F RO NT ; R EA R Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar S TEE R ING R ATI O 16.1:1 14.9:1 T UR N S L O CK-T O -L O CK 2.5 2.7 BR AKE S , F ;R 12.6-in vented disc; 12.4-in vented disc, ABS 13.4-in vented disc; 13.0-in vented disc, ABS W HEEL S , F ;R 8.0 x 19-in, cast aluminum 8.0 x 19 in; 8.5 x 19 in, cast aluminum TI R E S , F ;R 245/50ZR19 104W Pirelli PZero Nero 225/40R19 89Y; 245/40R19 Bridgestone Potenza RE050AY D IMEN S I O N S W HEEL B A S E 112.3 in 111.0 in T R ACK, F /R 63.7/64.1 in 63.0/63.6 in LENGTH X W I D TH X HEIGHT 190.4 x 75.5 x 54.2 in 182.3 x 73.4 x 54.5 in T UR NING CI R CLE 37.7 ft 37.4 ft C URB W EIGHT 3771 lb 3472 lb W EIGHT D I S T., F /R 52/48% 55/45% S EATING CA P ACITY 4 4 HEA DROO M, F /R 37.4/35.3 in 39.2/34.6 in LEG ROO M, F /R 42.4/29.9 in 44.1/30.3 in S H OU L D E R ROO M, F /R 56.9/42.5 in 56.7/52.8 in CA R G O VO L U ME 11.3 cu ft 10.0 cu ft T E ST DATA ACCELE R ATI O N T O M P H 0- 3 0 2.1 sec 2.1 sec 0- 4 0 3.2 3.2 0-50 4.4 4.4 0-60 5.7 5.6 0-70 7.7 7.4 0-80 9.6 9.2 0-90 12.2 11.7 0- 1 00 14.9 14.3 P A SS ING, 4 5-65 M P H 3.0 2.7 QU A R TE R MILE 14.4 sec @ 98.3 mph 14.2 sec @ 99.8 mph BR AKING, 60-0 M P H 107 ft 114 ft LATE R AL ACCELE R ATI O N 0.89 g (avg) 0.92 g (avg) MT FIG UR E EIGHT 25.8 sec @ 0.75 g (avg) 25.6 sec @ 0.75 g (avg) T OP -GEA R R E VS @ 60 M P H 1800 rpm 2200 rpm C O N SU ME R INF O B A S E PR ICE $23,040 $25,750 PR ICE A S TE S TE D $28,345 $30,250 S TA B ILITY/ T R ACTI O N C O NT RO L Yes/yes Yes/yes AI RB AG S Dual front, front side, f/r curtain Dual front, front side, front curtain B A S IC W A RR ANTY 3 yrs/36,000 miles 5 yrs/60,000 miles POW E R T R AIN W A RR ANTY 5 yrs/100,000 miles 10 yrs/100,000 miles RO A DS I D E A SS I S TANCE 5 yrs/100,000 miles 5 yrs/Unlimited miles F U EL CA P ACITY 19.0 gal 17.2 gal E P A CITY/ H W Y EC O N 17/29 mpg 17/26 mpg C O 2 EMI SS I O N S 0.93 lb/mile 0.96 lb/mile MT OBS E RV E D EC O N 20.9 mpg 20.0 mpg R EC O MMEN D E D F U EL Unleaded regular Unleaded regular * S AE CE R TIFIE D 46 JULY 2009 MOTOR TREND.COM

While the Camaro doesn’t have excessive understeer, it’s the kind of car that seems to be waiting for a break in the curves so it can be run up through the gears on a long straight. The Genesis wants to play. Even with electronic stability control on, you can feel the rear tires on the Hyundai give up some lateral grip to the throttle. It’s rewarding when you reach past its limits, where the Camaro can feel a bit scary.

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BFGOODRICH. THE DIFFERENCE BETWEEN MAKING HISTORY AND BECOMING HISTORY. g-ForceTM Sport g-ForceTM T/A® KDW All-Terrain T/A® KO

48 JULY 2009 MOTOR TREND.COM MIGHT A RESURGENCE IN BOLD, BRASH, AMERICAN STYLE (AND SUBSTANCE) HELP DETROIT RECAPTURE THE FAMILY-SEDAN MARKET? ABDOW.OMICHIGAN,MIDLAND,STUDIO,ANDHOMEDOWB.ALDENLOCATION:PHOTO R G (head to head)

MOTOR TREND.COM JULY 2009 49 FORD FUSION SEL ● HONDA ACCORD EX ● words frank markus ● photographs david freers

FORD SEL

50 JULY 2009 MOTOR TREND.COM

FUSION

WHEN LAST we rounded up the usual suspects in the intensely competitive four-cylinder family-sedan segment—there were 10 of them last August—four of the top-five finishers wore nameplates hailing from overseas. The lone Yank was the Ford Fusion, in fifth place. Though it was only in its second year, Ford was already hard at work rectifying many of the demerits we assigned that 2008-model test car; and now the Blue Oval gang is rolling out a muchmodified 2010 model. The restyling of the front and rear of the car is about as thorough as those that happened every model year back in the 1950s and ’60s, and the result is every bit as uniquely American as the cars of that longer/lower/wider age. Ford’s trademark three-bar grille is enlarged and exagger ated, trapezoidal lower grille and foglamp openings are now ringed in chrome, and, yes, the car is longer (0.4 inch) and lower (0.3 inch), if not wider. Beneath that new powerdome hood and behind those chrome flourishes, you’ll find more displacement, horsepower, torque, and gear ratios. The trunk gains almost a cubic foot (for a near best-in-class 16.5 cubic feet), the interior is enhanced, and new safety features like a blind-spot warning system, AdvanceTrac stability control, SYNC with 911-alert, and a backup camera with a small screen in the rearview mirror are now available. Might all this change be enough to vault the Fusion to the top of the sales charts? To find out, we ordered up a similarly revised 2010 Toyota Camry—the segment’s sales leader. Although the cars were available in dealerships, Toyota declined to participate (perhaps out of fear of the more substantially updated Ford?), so we procured the sales runner-up, Honda’s Accord EX. Before we take them out, let’s take a closer look at the remediations Ford has made to the new Fusion. To boost its midpack acceleration performance, the 2.3-liter was bored and stroked to add 227 cc, then fitted with new intake and exhaust manifolds, an electronic throttle, and automatic one-touch starting, all of which improves refinement and boosts output by 15 horsepower and FORD’S trunk is 2.5 cubic feet roomier, features fewer intrusions, and expands through a split-folding rear seatback.

HONDA ACCORD EX

MOTOR TREND.COM JULY 2009 51

HONDA uses luggage-crunching gooseneck hinges and has a one-piece seatback with an armrest pass-through. 16 pound-feet. The five-speed transmis sions were swapped for wider-ratio sixspeeds, improving acceleration and fuel economy—earning EPA ratings that are tops among (non-hybrid) midsize sedans, at 23/34 mpg. The chassis got new electric power steering assist, revised suspen sion geometry, and tweaks to the spring, damper, and anti-roll bar rates aimed at firming up what some had deemed an overly cushy ride. To quell the engine and road noise we complained about, there are new silencer pads on both sides of the firewall, an acoustic glass windshield and thicker front side-window glass, carpet and headliner materials that better absorb sound, and increased sound-deadening in the trunk. Looks like stout competition indeed. Let’s hit the road. Getting to decent driving roads from the Detroit ’burbs involves a substantial freeway slog over a combination of new and battleweary pavement. On the new stretches, the Fusion’s noise abatement program appears to have paid off with lower noise levels than in the Accord, particularly in wind rush. On the rougher stuff, the Ford seems a bit stiffer legged than the Accord, but supremely rigid, with no shudders reverberating after an impact, some of which can be felt in the wider-track, longer-wheelbase Honda. To broader-beamed drivers,the Accord’s seat might be more accommodating, and our cloth-upholstered throne seemed cushier than the Fusion’s leather seat. The Honda’s rear bench cushion is angled for more thigh support and its backrest slightly more reclined, so we found it more comfortable than the marginally roomier Fusion’s. Ergo nomically, the two cockpit layouts are pretty evenly matched in these non-navigationequipped models, with an aesthetic edge going to the vertically stacked Ford setup versus the bulged horizontal Honda controls. Audiophiles will prefer Ford’s 12-speaker Sony/SYNC setup with its dizzying array of audio input options, which easily trumps the pedestrian six-speaker Honda radio and its lonely aux Terrorizingjack.the twisty roads as few sedan owners ever will failed to separate

NEW FORD Fusion gives up little to its stalwart archrival Honda Accord in terms of refinement, driving dynamics, or quality.

52 JULY 2009 MOTOR TREND.COM these closely matched competitors much. Both cars’ helms feel overly light, neither transmits much road feel to the rim, and both provide nice, linear response and cornering grip that exceeds expectations. The Honda feels noticeably larger, carries more of its weight on the nose, and lacks the eagerness of its sprightlier predeces sors, and yet it’s marginally more neutral than the Fusion. Astute trail braking can help point the Honda, while the Fusion will have no part of any drifty business, even with the nannies furloughed. Pressed to enunciate distinctions, Detroit editor Todd Lassa opined that the Honda’s on-center feel may have been slightly better, but that it also required a bit more mid-corner correction than the Ford. Our next stop was Chrysler’s Chelsea Proving Ground, where we hoped a clear lead might develop, and indeed the numbers suggest a widening advantage for the Honda, but there are mitigating factors.The Accord’s acceleration stats—8.6 seconds to 60 mph, 16.6 at 84.6 mph in the quarter—indicate an official lead of 0.3 and 0.1 second, respectively, but an asterisk points out that achieving this performance requires manually shifting the automatic, holding first and second gears to the 7100-rpm redline. Automatic upshifts occur short of that frenetic speed, slowing the pace to well behind that of the auto-shift-at-redline Ford. Shod in seemingly identical Michelin Pilot HX MXM4 tires, 60-mph braking performance is statistically identical, 124 feet in the Honda, 127 in the Ford, while the 95-pound-lighter, widerstance Accord eked out a 0.03g advantage in lateral acceleration (0.82 g). Our figureeight results show the Honda leading the Fusion by a half-second and 0.02g average grip, but the Ford’s performance was dulled by our sole remaining peeve with the Fusion: The transmission offers only D and L, and its shift logic is not astute enough to hold a lower gear when lifting for a turn. On our course, the car needed to shift up to third THE FUSION’S STYLING is as uniquely American as the architecture popularized by Frank Lloyd Wright and his disciples, one of whom lived and worked in Midland, Michigan. Alden B. Dow’s home and studio is integrated into the landscape like Wright’s best “organic” designs, but Dow’s interiors are lighter and feature bright colors throughout. Dow studied mechanical engineering for three years before pursuing his architecture degree, which probably helps explain why his buildings have withstood the decades requiring far less repair and restoration than Wright’s. The playful design of his home and studio is fully climbable, so his kids could run around on the low-pitched roofs and scale the chimneys at will.

FORD FUSION SEL ● HONDA ACCORD EX(head to head)

K_\[ìkfek_\flkj`[\ [f\jeËkk\cck_\jkfipf]n_XkËjle[\ik_\_ff[% © fecpXmX`cXYc\è:_\mife#K\oXZfXe[:Xck\o]l\cj%flkf]pflièm\jkd\ekÇ\m\en_\epflZXeËkb\\gk_\flkj`[\Zc\Xe%K_\Zc\Xeè^gfn\if]K\Z_ife`jY\_è[Ypè]\i`fi]l\cj%=l\cjn`k_K\Z_ifeK\Z_efcf^pb\\gpfli\e^è\Zc\XeXe[_\cgpfl^\kk_\dfjk;@J@N_\epflèm\jkèXe\nZXin`k_X[mXeZ\[\e^è\k\Z_efcf^p#jlZ_Xj;ì\Zk@ea\Zk`feJgXib@ê`k`fei\^`jk\i\[kiX[\dXibjf]:_\mife@ek\cc\ZklXcGifg\ikpCC:%8cci`^_kji\j\im\[%:_\mifeXe[k_\:_\mife?XccdXibXi\)''0:_\mifeGif[lZkj:fdgXep#JXeIXdfe#:8%#pflj_flc[eËk_Xm\kfnfiipXYflkk_\hlXc`kpf]]l\cXe[k_\gfk\ek`Xccp_Xid]lc[\gfj`kjc\]knnn%K\Z_ife%Zfd

SECOND PLACE FORD FUSION SEL Honda’s peer in real-world performance, handling, and spaciousness is let down by no-choice shifter, lower-thanpromised fuel economy.

54 JULY 2009 MOTOR TREND.COM FORD FUSION SEL HONDA ACCORD EX P OW E RTRA IN / CH ASS I S DR I V ET R AIN LAY OU T Front-engine, FWD Front-engine, FWD ENGINE TY P E I-4, alum block/head I-4, alum block/head V AL V ET R AIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl D I SP LACEMENT 151.9 cu in/2488 cc 143.7 cu in/2354 cc C O M PR E SS I O N R ATI O 9.7:1 10.5:1 POW E R ( S AE NET) 175 hp @ 6000 rpm 190 hp @ 7000 rpm T ORQU E ( S AE NET) 172 lb-ft @ 4500 rpm 162 lb-ft @ 4400 rpm R E D LINE 6500 rpm 7100 rpm W EIGHT T O POW E R 19.7 lb/hp 17.7 lb/hp T R AN S MI SS I O N 6-speed automatic 5-speed automatic A X LE / FINAL- DR I V E R ATI OS 3.06:1/2.28:1 4.39:1/2.84:1 SUSP EN S I O N, F RO NT ; R EA R Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll-bar Control arms,coil springs, anti-roll bar; multilink, coil springs, anti-roll bar S TEE R ING R ATI O 16.0:1 13.1:1 T UR N S L O CK-T O -L O CK 2.8 2.6 BR AKE S , F ;R 11.8-in vented disc; 11.0-in disc, ABS 11.8-in vented disc; 11.1-in disc, ABS W HEEL S 7.5 x 17-in, cast aluminum 7.5 x 17-in, cast aluminum TI R E S 225/50R17 93V M+S, Michelin Pilot HX MXM4 225/50R17 93V M+S, Michelin Pilot HX MXM4 D IMEN S I O N S W HEEL B A S E 107.4 in 110.2 in T R ACK, F /R 61.7/61.3 in 62.2/62.2 in LENGTH X W I D TH X HEIGHT 190.6 x 72.2 x 56.9 in 194.1 x 72.7 x 58.1 in T UR NING CI R CLE 37.5 ft 37.7 ft C URB W EIGHT 3450 lb 3355 lb W EIGHT D I S T., F /R 59/41% 61/39% S EATING CA P ACITY 5 5 HEA DROO M, F /R 38.7/37.8 in 39.0/37.2 in LEG ROO M, F /R 42.3/37.1 in 42.5/37.2 in S H OU L D E R ROO M, F /R 57.4/56.5 in 58.2/56.4 in CA R G O VO L U ME 16.5 cu ft 14.0 cu ft T E ST DATA ACCELE R ATI O N T O M P H 0- 3 0 3.0 sec 3.2 sec 0- 4 0 4.6 4.6 0-50 6.3 6.4 0-60 8.9 8.6 0-70 11.6 11.1 0-80 14.6 14.7 0-90 18.9 18.9 0- 1 00 23.9 23.8 P A SS ING, 4 5-65 M P H 4.8 4.5 QU A R TE R MILE 16.7 sec @ 85.0 mph 16.6 sec @ 84.6 mph BR AKING, 60-0 M P H 127 ft 124 ft LATE R AL ACCELE R ATI O N 0.79 g (avg) 0.82 g (avg) MT FIG UR E EIGHT 28.1 sec @ 0.60 g (avg) 27.6 sec @ 0.62 g (avg) T OP -GEA R R E VS @ 60 M P H 1850 rpm 2300 rpm C O N SU ME R INF O B A S E PR ICE $24,700 $24,275 PR ICE A S TE S TE D $26,595 $25,075 S TA B ILITY/ T R ACTI O N C O NT RO L Yes/yes Yes/yes AI RB AG S Dual front, front side, f/r curtain Dual front, front side, f/r curtain B A S IC W A RR ANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POW E R T R AIN W A RR ANTY 5 yrs/60,000 miles 5 yrs/60,000 miles RO A DS I D E A SS I S TANCE 5 yrs/60,000 miles — F U EL CA P ACITY 17.5 gal 18.5 gal E P A CITY/ H W Y EC O N 23/34 mpg 21/30 mpg C O 2 EMI SS I O N S 0.72 lb/mile 0.80 lb/mile MT F U EL EC O N O MY 24.5 mpg 24.9 mpg R EC O MMEN D E D F U EL Unleaded regular Unleaded regular very briefly on each straight, then shift down again. The downshifts were always delayed, costing precious tenths and g points. With the driving and testing done, there was still no clear front-runner, which suggests that Ford’s investment in the Fusion was well worth the trouble. Quality is no longer an obvious tie-breaker, as Ford’s overall quality has been surging in several recent surveys. Fuel economy wasn’t much help either—the twisty-road tank broke in Ford’s favor, 25.6 mpg to 24.2, while the testing and photo-shoot tank advantage went to Honda, 25.2 to 24.0. Maybe the biggest advantage either car holds is the Ford’s American styling, which is cleaner, bolder and more attractive to our sensibili ties than the Marty-Feldman-eyed Honda’s, but we couldn’t bring ourselves to decide a family-sedan comparison on so frivolous anMightattribute.that cardinal family criterion, “value” decide this comparo? Clearly Ford offers a lot more content for the sticker price. The closest comparison would be a Fusion SEL like ours, minus the blindspot detection and rearview monitors ($25,595) competing with an Accord EX-L (with leather), priced $1480 higher and still lacking the Ford’s Sony/SYNC/Sirius/ Bluetooth gear, dual-zone automatic climate controls, auto headlamps power passenger seat and some other goodies. Combine that with discounts currently available, and you might well make a case for the Ford. But factoring in depreciation based on ALG residual values, and Intellichoice data on service and maintenance costs, the differential in five-year ownership costs between our most closely matched cars above tilts $1117 in Honda’s favor. That’s an admittedly razor-thin margin, but coupled with the irksome shifter that compromises the driving dynamics and performance ratings that, while improved, would still rank midpack in that 10-car roundup, we feel compelled to nudge this statistical dead heat in the direction of Honda. And we sincerely hope the sales race is just as close.

By a margin as thin as its paint, the Honda’s lower ownership cost and slightly comfier seating eke out a win.

■

FIRST PLACE HONDA ACCORD EX

56 JULY 2009 MOTOR TREND.COM (head to head) ● words kim reynolds ● photographs julia lapalme OUR LAST TWO TRUCKS OF THE YEAR. ONE WINNER

MOTOR TREND.COM JULY 2009 57 FORD F-150 SUPERCREW LARIAT ● TOYOTA TUNDRA CREWMAX LIMITED

IF YOU follow the San Andreas Fault on a map, from its southern origins near the Salton Sea, it points along a 10-o’clock angle, gradually nearing the Pacific Ocean for 745 miles until it finally glances past San Francisco and then disappears near Point Delgada. It’s a mammoth crack in the earth’s crust, with Los Angeles heading for Anchorage, and all the rest of it drifting toward the equator. No point along it is more remarkable to the naked eye than where a splinter of the San Andreas, called the Calaveras Fault, bisects the town of Hollister.

Two years ago, Toyota began its own slow rearrangement of the truck world’s continents with the introduction of the new Tundra. Built in a brand-new factory in San Antonio, Texas—the beating heart of the nation’s body truck—the Tundra seemed to have distilled the thick biographies of Detroit’s traditional pickups so potently,

CUTOUTS in F-150's side windowsills help with tow mirrors. Ford's dash is classy; its underhood appearance isn't.

58 JULY 2009 MOTOR TREND.COM

FORD F-150 SUPERCREW LARIAT TANDBOAT R AILE R COU R COUNTSUNTESY R MAY R (SUNCOUNTINE R YMA R INE.COM)

Unlike the celebrated jumping frog of Calaveras County, the Calaveras Fault is aseismic; that is, its sides creep past each other slowly and smoothly. It produces few seismic “events.” Gradually, the center of Hollister is being sheared in two, but so hyperglacially that its edifices are simply twisting with it. On their evening strolls along 4th and 6th Streets, pedestrians have acclimated themselves to their sidewalk’s meandering courses.

MOTOR TREND.COM JULY 2009 59

TUNDRA CREWMAX LIMITED

TOYOTA

TUNDRA'S sloping nose offers better forward visibility, but less impressive prow. Beneath is a mighty 381-hp V-8. picked it as Motor Trend's 2008 Truck of theTwelveYear. months later, a comprehensive round of improvements elevated the latest Ford F-150 past the interesting new Dodge Ram to clinch the same honor. So what we have here is an unusual clash of truck tectonic plates, 2008’s champ versus 2009’s. The quick-read, nationalized citizen against the American-to-the-bone, perennial best-seller.Which is our pick between our last two trucks of the year? We headed to Hollister to find out which one is gradually heading north, and which south. Snaking up along scenic Route 25, we bisected some of the loveliest cattle country you’ll ever see to pay a visit to the Appel Ranch, located about 20 miles south of Hollister (and thanks, Mary and John, for your hospitality). Rolling grassland hills. Meandering dirt roads. Really big moo cows. The perfect playground to let 4x4 trucks off their leashes. Both our F-150 and Tundra are the ne-plus-ultra mega-cab, stubby-bed types, the Ford being a SuperCrew Lariat with a 5.5-foot box tacked on (base price, $39,435), the Toyota, a CrewMax Limited trailing a similarly abbreviated bed ($42,405). And both festooned with enough softwaresoaked gadgetry to make them perfect fits

60 JULY 2009 MOTOR TREND.COM for today’s gentleman rancher. Or a family trailering horses. Like Clydesdales. And like Clydesdales, the F-150 and Tundra are enormous beasts. Until you get acquainted with them, they seem to maneuver like two Thanksgiving Day Macy’s balloons wafting down 34th Street. Which can be amusing. And periodically terrifying. Shoe-horning them down into our subterranean parking dungeon (replete with scraped overhead concrete beams and pokey, leaking water pipes) is perpetually terrifying, requiring a faith in geometry that that would impress Euclid. Of the two, the Ford is a bit longer (by three inches), but slimmer by an inch.Yet, the Toyota’s front and rear occupants enjoy an extra inch of leg stretch and 0.7 inch of front shoulder room compared with the merely gigantic Ford. To be honest, though, both truck’s interiors are just silly-big; sitting behind my own 6-foot-one frame in the Tundra left me with 11 gaping inches of rear kneeroom to ponder. Enough to cross your legs, were…uh, Hollister’s boot-wearing ranchers ever to dare cross their legs.

FORD F-150 ● TOYOTA TUNDRAhead to head

)

On the other hand, the Ford’s outward vision has been improved in other directions.

For instance, its front doors are now longer, moving the B-pillars beyond our peripheral vision. And the side glass adopts the F-250’s drop-down cutouts, offering a better view of our F-150’s optional manually extendable towAesthetically,mirrors. the windowsill’s dips are the only jarring moment in an interior that’s almost embarrassingly attractive in a glimmering, Mighty Wurlitzer sort of way (and it goes with big, shiny rodeo belt buckles, too). By comparison, the Tundra’s instrument panel is merely conventional. Or worse, something of a hodgepodge, a mash-up of several Toyota sedan dash cues and Dodge Ram-like barrel gauges—that don’t quite fit within the steering wheel’s viewing slot.We all enthusiastically preferred sitting before the Wurlitzer. And the F-150 also gets the nod for second-row functionality, as its rear seats neatly compress against the rear bulkhead revealing a perfectly flat floor—lots more useful than the Tundra’s fold-down seatbacks.

Power is a big deal in truckland, and here the Toyota has a major muscle edge, producing 381 horses, 401 pound-feet of torque, and a lot more crispness from its 5.7-liter V-8 than does the F-150’s 5.4-liter, which trails with a paltry 310 horses and 365 pound-feet.The result was a Ford spank-fest at the track, the Tundra hitting 60 mph in a scalding 6.5 seconds against the F-150’s lukewarm 8.1. And there seemed to be no Ford upside at the pump, either, the F-150 fumbling its theoretical EPA mileage edge (14/18 city/highway to the Tundra’s 13/17) as both yielded an identical 16.2 mpg along our trip. Double drat.

The table tilted further at tow-test time, where the chore was to lug a nearly 6000-pound Chaparral boat and trailer combo. While both trucks did the job, the Tundra was whistling on its toes the whole time.We measured each rig’s 0-to-50-mph time on a real-world freeway entrance: The Tundra growled for 12.6 seconds, the Ford, for 14.2. A big 1.6-second, or 13-percent, difference in growling.

Some of the Tundra’s additional interior space derives from its notably cab-forward, stubby-hood profile, a bulldog attribute that’s been a turnoff among truck aficionados. But yes, guys, there can be instances when shorter is better. Rounding a sharp, cliffbordering single-rack corner following the Tundra, I suddenly discovered the road ahead completely hidden below the Ford hood’s horizon line. Only Mark Williams’s walkie-talkie shout to “turn right!” from the Tundra’s cab prevented a million-hit YouTube moment.

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2009 FORD F-150 SUPERCREW LARIAT 2009 TOYOTA TUNDRA CREWMAX LIMITED P OW E RTRA IN / CH ASS I S DR I V ET R AIN LAY OU T Front engine, 4WD Front engine, 4WD ENGINE TY P E 90-deg V-8, iron block/ aluminum heads 90-deg V-8, block/headsaluminum V AL V ET R AIN SOHC, 3 valves/cyl DOHC, 4 valves/cyl D I SP LACEMENT 329.5 cu in/5400 cc 345.4 cu in/5663 cc C O M PR E SS I O N R ATI O 9.8:1 10.2:1 POW E R ( S AE NET) 310 hp @ 5000 rpm 381 hp @ 5600 rpm T ORQU E ( S AE NET 365 lb-ft @ 3500 rpm 401 lb-ft @ 3600 rpm W EIGHT T O POW E R 19.1 lb/hp 15.3 lb/hp T R AN S MI SS I O N 6-speed automatic 6-speed automatic A X LE / FINAL / L OW 3.73:1/2.57:1/2.64:1 4.30:1/2.53:1/2.62:1 SUSP EN S I O N, F RO NT ;R EA R Control arms, coil springs, anti-roll bar; live axle, leaf springs Control arms, coil springs, anti-roll bar; live axle, leaf springs S TEE R ING R ATI O 20.0:1 18.0:1 T UR N S L O CK-T O -L O CK 3.7 3.7 BR AKE S , F ;R 13.0-in vented disc; 13.7-in vented disc, ABS 13.9-in vented disc; 13.6-in vented disc, ABS W HEEL S 7.5 x 18 in, cast aluminum 8.0 x 20 in, cast aluminum TI R E S , F ;R 275/65R18 114T, Goodyear Wrangler SR-A M+S 275/55R20 111H, Dunlop SP Sport 5000 M+S D IMEN S I O N S W HEEL B A S E 144.5 in 145.7 in T R ACK, F /R 67.0 / 67.0 in 67.9 / 67.9 in LENGTH X W I D TH X HEIGHT 231.7 x 78.9 x 76.2 in 228.7 x 79.9 x 76.0 in T UR NING CI R CLE 47.0 ft 44.0 ft C URB W EIGHT 5913 lb 5832 lb W EIGHT D I S T, F /R 55/45 57/43 S EATING CA P ACITY 5 5 HEA DROO M, F /R 41.0/40.3 in 40.2/38.7 in LEG ROO M, F /R 41.4/43.5 in 42.5/44.5 in S H OU L D E R ROO M, F /R 65.9/65.6 in 66.6/65.4 in P ICK UP BOX L x W x H 67.0 x 65.2 x 22.4 in 66.7 x 66.4 x 22.2 in W I D TH B ET W W HEELH OUS E S 50.0 in 50.0 in P AYL O A D CA P ACITY 1287 lb 1368 lb T OW ING CA P ACITY 11,200 lb 10,100 lb T E ST DATA ACCELE R ATI O N T O M P H 0- 3 0 2.6 2.3 0- 4 0 4.3 3.5 0-50 6.0 4.9 0-60 8.1 6.5 0-70 10.7 8.8 0-80 13.6 11.4 0-90 17.4 14.4 P A SS ING, 4 5-65 M P H 4.3 3.4 QU A R TE R MILE 16.2 sec @ 87.5 mph 15.1 sec @ 91.8 mph BR AKING, 60-0 M P H 124 ft 130 ft LATE R AL ACCELE R ATI O N 0.73 g (avg) 0.72 g (avg) MT FIG UR E EIGHT 29.2 sec @ 0.54 g (avg) 29.5 sec @ 0.56 g (avg) T OP -GEA R R E VS @ 60 M P H 1700 rpm 1600 rpm C O N SU ME R INF O B A S E PR ICE $39,435 $42,405 PR ICE A S TE S TE D $46,605 $46,289 S TA B ILITY/ T R ACTI O N C O NT RO L Yes/yes Yes/yes AI RB AG S Dual front, front side, f/r curtain Dual front, front side, f/r curtain B A S IC W A RR ANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POW E R T R AIN W A RR ANTY 5 yrs/60,000 miles 5 yrs/60,000 miles RO A DS I D E A SS I S TANCE 5 yrs/60,000 miles 5 yrs/60,000 miles F U EL CA P ACITY 36.0 gal 26.4 gal E P A CITY/ H W Y EC O N 14/18 mpg 13/17 mpg C O 2 EMI SS I O N S 1.25 lb/mile 1.33 lb/mile MT OBS E RV E D F U EL EC O N 16.2 mpg 16.2 mpg R E QU I R E D F U EL Unleaded regular Unleaded regular 62 JULY 2009 MOTOR TREND.COM

Faster and more fun to drive, but the new world order of trucks is likely to emphasize practical details over driving grins.

The story wasn’t nearly so simple while descending, though. Here’s our in-the-cab report from Greg Whale, Truck Trend editorat-large and extreme tow-meister: “Dropping the Tundra’s transmission into manual mode automatically dumps two gears (if you’re in fifth or sixth when you do so), but at that point you have the option of choosing any of the six ratios. By contrast, the Ford offers only D321, and going from D to 3 slowed it down more than I wanted, so controlling descent requires either shifting back and forth between D and 3 or tapping the brakes every so often. Still, of the two, which would I choose? The Ford for its better long-distance comfort. It would be less fatiguing.” Some of that comfort is traceable to our F-150’s cushier 18-inch wheels and 65-series sidewalls compared with the Tundra’s 20-inchers and 55-series rubber. But even discounting that, the Ford is a veritable reading room, matching the Tundra’s 66 dBA at 60 mph but less punctuated by impact noise. It’s simultaneously smoother-riding too, registering gentler vertical g’s under your rump—whether on asphalt or choppy concrete—with a less distinct pitching motion (the bane of unloaded trucks). So which way have the truck tectonic plates migrated? With crisper handling, better forward vision, and superior acceleration and towing oomph—gosh, that seems to cover just about everything, right?—the tectonic advantage appears to be the Unfortunately,Tundra’s.faults cleave far deeper into the earth than what appears at their surface. It takes time to appreciate the F-150; the more days and weeks you spend with it, the more tools appear in its Leatherman arsenal. Easier to read instruments. A flat rear floor. The integrated trailer controller with sway mitigation. The tailgate step. The optional 36-gallon gas tank. And on and on and on. The F-150 is the more three-dimensional truck.Yep, the plates have moved in the Tundra’s favor, but its slow creep hasn’t quite yet caught up to the category’s perennial leader. ■

FIRST PLACE FORD F-150 Practice makes perfect, and Ford’s been practicing its truck-building skills for decades. There’s simply more design maturity here.

SECOND PLACE TOYOTA TUNDRA

64 JULY 2009 MOTOR TREND.COM FORGET TURBOS AND AWD: MEET THE GREAT ORGANIC SPORTS CAR ● words edward loh

MOTOR TREND.COM JULY 2009 65 porsche gt3 (ﬁrst drive)

IT’S THE SOUND that hits you first. Roll into the throttle at 2000 rpm and rising above the raspy whirr behind you is a single sonorous wail—like the bass notes belted out by the Wagner tubas of “Der Ring des Nibelungen.”ThisWagnerian tone lasts for only a second as the rapidly soaring engine speed leans out the brassy resonance and elevates the pitch to that familiar flat-six howl. But this is no normal Porsche 911, this is the 2010 GT3— the purest evolution of the breed. As in versions past, the GT3 badge means two seats, normally aspirated power, and a heavy focus on racing—a term Porsche does not take lightly. Consider the intensive give and take of the 2010 GT3’s engine development. Though the engine architecture carries over and does not use the Porsche’s new direct injection technology, displacement, displacement jumps from 3.6 to 3.8 liters via enlarged cylinder bores (100 mm to 102.7) that require steel liners weighing 7.7 pounds more than the previous version. Stricter European emissions standards demanded a more sophisticated version of VarioCam, Porsche’s adjustable intake and exhaust camshaft system. This added another 4.4 pounds, yet Porsche claims the new GT3’s entire engine weighs 2.2 pounds less the previous version. To achieve such a feat, no part of the powertrain was left untouched, save the crankcase. The seven oil pumps of the dry sump lube system were put on a strict diet as were the A/C compressor and dual mass flywheel. Forged pistons, titanium connecting rods, hollow camshafts, and special light weight valves and cup tappets not only reduce mass, they allow for a maximum engine speed of 8250 rpm—an increase of 100 rpm over the previous GT3. Then there’s the complex exhaust system: Though composed of fan-type manifolds, boxy catalytic convertors, and presilencers connected via ECU-controlled butterfly valves to a transverse-mounted muffler, the system weighs 2.2 pounds less than the previous setup.What’s more, back pressure is significantly reduced, while an additional 14.7 pound-feet of torque (and that deep bass roar) can be invoked with a stab of a dash mounted sport button. Net result of all these improvements? A claim few manufacturers can make: Despite jumping 200 cc, the GT3 still puts out roughly 115 naturally aspirated horses per liter—435 horses at 7600 rpm and 317 pound-feet at 6250 rpm. Outside of the engine bay, every other facet of the GT3 has been massaged in the name of speed and higher efficiency. Racederived, 19-inch center lock wheels save a total of 5.5 pounds. The standard 15-inch front brake discs gain 1.18 inches in diam eter, yet lose 2.6 pounds for the pair. Optional Porsche Ceramic Composite Brakes lose an additional 9.9 pounds. Assisting these new wheels and brakes are reformulated Pilot Sport Cup tires that Porsche claims are better for the environment and grippier in the wet. Above the bumpers, between the headand taillights are horizontal, mesh covered grilles. Two additional vertical vents extract hot air from the engine bay, while ram air scoops perched on the rear decklid force air into it. Frontal area and air flow beneath the car have been reduced via a 1.2-inch drop in ride height. A race-inspired rear wing, bearing “3.8” sideplates, helps achieve downforce in excess of 200 pounds. So how fast is it? Porsche claims the GT3 will hit a top speed of 193 mph. During

66 JULY 2009 MOTOR TREND.COM

porsche gt3 (ﬁrst drive)

■ 2010 PORSCHE 911 GT3 B A S E PR ICE $ 113 , 1 50 V EHICLE LAY OU T R e a r-en g ine, RWD , 2-p a ss, 2- d oor c oupe ENGINE 3 .8L /43 5-hp /31 7-l b f t DO HC 2 4 -v a lve f l a t-6 T R AN S MI SS I O N 6-spee d m a nu a l C URB W EIGHT 31 00 l b (m f r) W HEEL B A S E 92.7 in LENGTH x W I D TH x HEIGHT 1 76. 4 x 7 1 .2 x 50. 4 in 0-60 M P H 4 .0 se c QU A R TE R MILE 1 2.2 se c @ 11 6.7 mph E P A CITY/ H W Y F U EL EC O N 1 6 / 2 3 mp g (est) C O 2 EMI SS I O N S 1 .05 l b/ mile O N S ALE IN U S Oc to b er 2009

Consider the GT3 the anti-GT-R. Unlike Godzilla, the GT3 will do nothing for you, yet everything you ask.There is no dual-clutchtransmission option, only a manual racing gearbox, lightly disguised for street use. This Getrag six-speed requires hard, precise throws through tight gates because of steel synchros built for the demands of racing. Swappable gearing allow for track tailored transmission ratios. Try that in your GT-R. Stomp on the throttle and you’re rewarded with windshield-smearing acceleration— as in the Nissan—except maintaining this momentum requires more than just a lead foot.You just have to row the Porsche all the time, which is heaps more rewarding than merely ka-thunking a paddle. In that regard, you might think it offers a similar DIY (that’s Drive It Yourself) expe rience as the ZR1, but the GT3 is more focused and articulate. Take the sublime steering: Though lighter than you might expect (especially vis-à-vis the brutish clutch and gearbox), Porsche engineers did not add in artificial heft in place road feel.

MOTOR TREND.COM JULY 2009 67 the press launch in Southern Germany, we easily saw in excess of 165 mph on a lightly crowded stretch of the A8 between Stuttgart and Munich. We also found the GT3 will nail 60 mph in 4.0 seconds, 100 mph in 9.0 seconds, and the quarter mile in 12.2 seconds at 116.7 mph. Now numbers like these and a price tag starting at $113,150 will no doubt draw comparisons to the two “it” cars of late – the Corvette ZR1 and Nissan GT-R.Yes those two are quicker and cheaper, but such compari sons are fair to none of them.

The GT3’s stability (SC) and traction control (TC) systems are fully defeatable with the single touch of a button. Press the SC+TC button on the dash, and the horizon is completely yours. Sure, the ZR1 and GT-R allow you to take your life in your own hands in similar fashion—but clicking those switches requires some serious premeditation. The GT3’s 435 free revving thoroughbreds are easier to reign in than the ZR1’s 638 supercharged stallions. Similarly, Porsche’s 3100-pound rear-driver is simply more fluid and tractable than the 3900 pounds of Nissan’s AWD boost machine. Still, the Chevy and Nissan fanboys will miss the point and gloat over the numbers. They’ll gloss over sinfully rewarding elements like the GT3’s new bucket seats

THE GT3 LOOKS more like a Turbo than ever, but retains the directness of 1973’s original Carrera 2.7RS. and Alcantara swathed interior. They’ll scoff at exclusive extras like the Porsche Active Drive Mounts, magnetorherological engine mounts that stiffen according to engine load and soften over bumps. And you know what? Stuttgart will remain blithely unconcerned. The last GT3 and GT3 RS sold roughly 5200 units worldwide in a 17-month run, and even with the ailing economy, Porsche has every intention of repeating that success.

Leave it to Volvo to untangle crossover grid lock with the premium SUV savvy buyers have been waiting for. The new XC60 com bines core Volvo virtues with notable innova tions in safety, design, and driving dynamics.

Thanks to its Scandinavian design inspira tion, this Volvo stands out from the crossover crowd like runway fashion at the recycle boutique. The XC60’s striking sculp ture, alluring proportions, and prominent badging set a new standard for beauty.

Two art forms are blended to create a dramatic stance. The XC60’s lower body is accented with strong shoulders. Air sweep ing over the exterior seems to stretch the grille and lighting elements. The upper body is tucked in like a coupe’s roof to slip through the atmosphere without a ruckus.

Inside, the driver’s needs are the first priori ty. Thin pillars and ample glass area provide an open, omni-directional view. Instruments and controls are highly legible and ergonom ically located. Authentic leather, wood, and aluminum trim materials are finished to the highest Scandinavian standards. Proving that comfort, style, and practicality can peacefully coexist, the XC60 has a roomy back seat plus 30.8 cubic feet of cargo space accessible through the segment’s widest tailgate.

The XC60 wouldn’t be a Volvo without an entertaining driving personality underpinned by surefooted stability. A turbocharged 3.0-liter six-cylinder engine provides best-inclass energy while running efficiently on regular gas. An intelligent six-speed transmission offers the driver a choice between manual or fully automatic gear changes. The XC60’s Haldex all-wheel drive system anticipates the need for traction adjustments before routing the optimum amount torque to both drive axles. Volvo’s active chassis system (available later this year) allows the driver to coordinate damper settings to road conditions with Comfort, Advanced, and Sport modes available at the touch of a button. A comprehensive suite of electronic controls helps the driver maintain control during aggressive driving, negotiate steep grades, and tow a 3300pound trailer with confidence.

CAPTIVATING CREATURE COMFORTS

MAJOR SAFETY MILESTONE

INSPIRED DESIGN

WHERE SAFETY

To reward those who’ve patiently waited for the premium crossover ideally suited to their needs, the Volvo XC60 is equipped with several special features and luxuries. A wide array of leather seating options, Comp limentary Factory Scheduled Maintenance, SIRIUS® Satellite and HD radio reception, a Bluetooth® hands-free phone interface, and handy connections for portable media players all come standard. Options like a laminated panoramic moonroof, a 650watt surround-sound audio system playing through 12 speakers and DVD navigation allow for further personalization.

THE NEW 2010 VOLVO XC60 CRACKS THE CROSSOVER CODE WITH A BREAKTHROUGH COMBINATION OF SAFETY, DESIGN, AND DRIVING DYNAMICS. advertisement

More than 80 years ago, Volvo’s founders selected occupant safety as their guiding light. Innovations like safety-cage construc tion, three-point seatbelts, side-impact pro tection, a blind spot information system, a roll over protection system, and an inflatable curtain protecting outboard passengers are among the hundreds of advancements pioneered by Volvo. To diminish urban driving stress, the Volvo XC60 introduces a new and exclusive tech nology called City Safety. A laser beam monitors the path ahead for vehicles and fixed objects. When a collision is deemed likely, a computer helps the driver avoid it by automatically applying the brakes. If the closing speed is not over 9 mph, City Safety helps prevent collisions. Between 9 and 18 mph, it may reduce damage and diminish the chance of injury in both the XC60 and the vehicle ahead. City Safety is standard on the Volvo XC60.

City Safety is not a substitute for safe driving. For more detailed information on how to safely use this system, please visit www.volvocars.us/XC60CitySafety MEETS BEAUTY

DRIVING DYNAMICS

Volvo. for life

INTRODUCING NEW 2010 VOLVO XC60 WITH CITY SAFETY. We’re raising the already high bar of Scandinavian design even higher. Of course, being the safest Volvo ever only adds to its appeal. City Safety comes standard, which means the XC60 will apply its own brakes to help avoid a low-speed collision. Now that’s what we call functional design. It’s the ﬁrst Volvo to stop trafﬁc. And itself. All for you, from Sweden with Löv. volvocars.com/us ©2009 Volvo Cars of North America, LLC. The Iron Mark and “Volvo. for life” are registered trademarks of Volvo. Always remember to wear your seat belt. City Safety is not a substitute for safe driving. For more detailed information on how to safely use this system, please visit www.volvocars.us/XC60CitySafety

THE

70 JULY 2009 MOTOR TREND.COM THIS EASY RIDER IS BIGGER, BETTER, AND LESS SPORTY ● words todd lassa

MOTOR TREND.COM JULY 2009 71

mercedes-benz e-class coupe

(ﬁrst drive)

$1650 less than an E500 sedan. Either coupe comes standard with a panoramic sunroof, the glass extending from the front header to the top of the C-pillar, though the part that opens is about the size of a regular sunroof. This glass top lifts up and over the glass behind it and comes with a nice, thin sunshade, saving front-seat headroom, although average-size American males will want the driver’s seat in its lowest Comparedposition.withthe CLK, the E-Coupe is a half-inch lower (thanks to the suspension), 1.8 inches longer, and 1.8 inches wider. It’s still shorter, narrower, and about 350 pounds lighter than the sedan. E350 and E550 Coupes are cheaper even than the ’09 CLK350 and CLK550, respectively, and offer greater value because of added standard equipment. Of course, greater commonality between E-Coupe and sedan, versus CLK and C, helps Mercedes’s profit margins.The maker loaded the new coupe with plenty of distinguishing features, anyway. The gearshift is moved from the steering column down to the center console, where God and Gottlieb Daimler intended. A three-spoke wheel replaces the four-spoke helm on the sedan. The 60/40-folding rear seats are “buckets,” with a nicely finished cupholder/console.While kneeroom seems about as ample as in the sedan, the same guy who has to lower the front seat to drive will brush his head against the rear-seat headliner. There’s loads of trunk space, though.Optional suspension on the E350 Coupe is called Agility Control Sport, which firms up the damping. And where the E500 sedan upgrades to optional air springs, choosing the V-8 version of the coupe lands you standard Dynamic Handling suspension, with a button on the dash that stiffens the suspension and remaps the throttle and transmission settings. Standard engine is the E350 Coupe’s 268-horsepower, 3.5-liter direct-injection gas V-6, and it comes with 17-inch wheels. Contrary to the misleading numbers in the E500 sedan’s moniker, it shares its engine with the E550 Coupe, the 382-horse, 5.5-liter V-8, and has standard 18-inchers. Benz has kindly avoided the ostentation of dubs. The E550’s front air dam, rocker panels, and rear bumper are unique to the V-8 and, as

72 JULY 2009 MOTOR TREND.COM

The unusual coupe styling leaves a lot of sheetmetal behind the door opening, as if you could draw rear door cutlines just ahead of the C-pillar and create the second-generation CLS. Unlike the CLS, the E-Coupe is priced below the E-Class sedan, Mercedes’s breadand-butter car. The E350 Coupe starts at $48,925, which is $550 less than a ’10 E350 sedan, and the E550 Coupe is $55,525, or

IF THE 2010 Mercedes-Benz E-Class sedan’s styling isn’t controversial enough for you, meet the E-Class Coupe.While the new coupe, like the CLK it replaces is based on the C-Class, its sheetmetal and engine choices tie it to the all-new E-Class sedan. The E-Class Coupe is more relaxed and less sporty compared with the 2009 CLK, and along the way it drops out as a competitor for BMW’s unbeatable 3 Series coupe. In the same fashion as the E-Class sedan’s rear fender treatment is designed to recall the “Ponton” Mercedes of the early 1950s, the E-Coupe’s rear fender flares pay homage to the Ponton coupe, a rather obscure car in North America. Less obscure, the new coupe’s look evokes stolid two-door Benzes like the ’68 C114 and the later C124.

(ﬁrst drive)

mercedes-benz e coupe

DESPITE THAT roofline, the car really comes across as a four-placetwo-door,E-sedan.

MOTOR TREND.COM JULY 2009 73 with the sedan, the bigger engine comes with trapezoidal tailpipes in place of the V-6 version’s ovoid pipes. With Mercedes continuing to claw its way back to the old “built to a standard, not a price” image, the interior is awash in real, standard walnut trim and supple leather, available in ash, beige or black, the last with contrast-stitching. Mercedes’ ultimate standard, though, remains hightech safety, some of which appears to be wresting control from the driver. The E-Coupe has three more airbags than the CLK, with the addition of pelvic and kneebags. It also has proactive head restraints and the Pre-Safe alphabet soup of ESC, BAS, and EBD (electronic stability control, brake active assist, and electronic brake distribution) and a windshield wiper sensor that tells the brakes to dry themselves.There’sabelt-force limiter, and nearly 75 percent of the construction is high-strength steel. There’s a park guidance system that measures a parallel parking space and helps you in with an instrument panel graphic—at least it doesn’t park for you. And there’s Distronic Plus with Pre-Safe Brake, which gives the driver acoustic warning 2.6 seconds before an impact, puts brake pressure on the pedal 1.6 seconds prior, and slams them on full time for you just before impact.Whew. So how does it drive? Intro drives were offered in the E550, and even with a very limited choice of hard corners on the test road, it’s clear the big Merc coupe remains a boulevardier and not a 3 Series-eater. The ride is plush, even in sport mode, and the throttle and trans remapping is pretty subtle. Steering, hallelujah, is powered by belt, not electronics. It’s very light and gets a bit numb on-center, yet it’s rather quick and precise. Hard to imagine passing a coupe-versus-sedan blindfold test, even if the sedan has the air suspension. Except the B-pillar-free coupe has unframed door glass, so there’s some wind noise at-speed. That may be the only sacrifice the E-Coupe asks you to make. Despite its underpinnings, the repositioning that connects it to the E-Class sedan works. The closest comparison might be with Honda’s Accord coupe, which grew considerably from its previous generation, and changed in character. Bringing us back to controversial styling.The E-Coupe looks nice from certain angles, not as nice from others. Paint choice—go darker—helps. The unsporty styling is so blatant (think Ponton coupe) that Mercedes says it hasn’t decided whether to build a coupe version of its E63 AMG sedan. ■ 2010 MERCEDES-BENZ E-CLASS COUPE B A S E PR ICE $ 4 8,925-$55,525 V EHICLE LAY OU T Front-en g ine, RWD , 4 -p a ss, 2- d oor c oupe ENGINE S 3 .5L / 268-hp / 258-l b f t DO HC 2 4 -v a lve V -6, 5.5L /3 82-hp / 3 9 1 -l b f t DO HC 3 2-v a lve V -8 T R AN S MI SS I O N 7-spee d a utom a ti c C URB W EIGHT 3 500- 3 800 W HEEL B A S E 1 08.7 in LENGTH x W I D TH x HEIGHT 1 85.0 x 70. 3 x 5 4 .0 in 0-60 M P H 5.0-6.2 se c (m f r est) E P A CITY/ H W Y F U EL EC O N 1 6- 1 8 / 2 3 -26 mp g (est) C O 2 EMI SS I O N S 0.9 3 1 .05 l b/ mile (est) O N S ALE IN U S Currently

George Knezevich

Master Machinist - 21 Years NESBA Advanced Rider

“At MacNeil the level of pride and craftsmanship allows me to take my skill set to the highest level. I’m competitive, I like a challenge at work and on the Race Track. In both, efficiency produces top results!”

Today, America needs fresh leadership to lead us as a nation out of this economic crisis. Leadership must come not only from our political leaders but also from the average citizen. The exporting of American jobs is a trend that must be stopped and reversed. When I walk into my local hardware store, I typically find 85% of the goods for sale are manufactured 7,000 miles away. Recognizable American brands have been forced by shortsighted management and buyers at large national chains to build factories overseas just to save a lousy $.50 on a tape measure. To these ruthless buyers, it is all about the money. Rarely are product quality, the political system, human rights, animal rights and environmental costs to the planet considered, not to mention the cost to our society of exporting not only jobs, but an entire factory! At MacNeil Automotive, we are doing our part for the American economy and for our 300 million fel citizenslow and neighbors. My philosophy is that if my neighbor doesn’t have a job, sooner or later I won’t have a job either. For example, we used to have our All-Weather Floor Mats manufactured in England by a company that used antiquated, inefficient equipment. They made a decent floor mat for us, but we thought we could build a better floor mat for our customers using modern American technology, American raw materials and skilled American workers. So in 2007 we transferred all of our floor mat manufacturing back to the United States. Today, we build the best fitting, highest quality automotive floor mats in the world, right here in America. Our machine shop is equipped with 17 CNC machining centers including four 4 axis mills and one 5 axis mill that produce between 30 to 50 injec tion and thermoforming molds per month. We have one shift of highly skilled American Journeymen toolmakers and apprentices, but our machines run 24 hours a day, 7 days a week. There is not a more efficient tool and mold making operation in the world - and guess what, it’s right here in America.

Specialists in Original Equipment and Aftermarket Automotive Accessories

DavidSincerely,America.MacNeil, dmacneil@macneil.comFounder/CEO George burning hot laps at Road America; Elkhart Lake, WI.

Furthermore, all of our CNC mills are manufactured in Oxnard, CA by Haas. Our 1,000 ton injection molding machines are made in Bolton, Ontario of American and Canadian components. Our thermoforming machinery is made in Carol Stream, IL. The raw steel and aluminum billets which make up our tooling are sourced from American steel and aluminum mills such as Vista Metals in Fontana, CA. The raw materials that make up our All-Weather Floor Mats, FloorLiners, Cargo Liners and Mud Flaps are manufactured in Bellevue OH, Arlington TX, Wichita KS and Jasper TN. Our forklifts are made in Columbus IN and Greene NY. Our warehouse racking is manufactured in Tatamy PA. At MacNeil Automotive, we are also very aware of sustainability and our responsibility to the environment. We are proactive in controlling waste and recycling all of the unused raw materials from the manufacture of our tooling and products including: aluminum, steel, rubber, TPO, TPE, paper and cardboard. As you can see, we are as dedicated to designing, developing and manufacturing the finest automotive accessories for our consumer and OEM clients as we are passionate about supporting the American economy, preserving the American industrial infrastructure, and keeping the “money” in our family, a family of 300 million people from all over America. Life is simple; be good to your fellow man, be kind to animals and the environment, and place building a quality product, supporting your country and your fellow American worker before profit. And, one last thing - let’s all do our best to balance family time with work time as our children are the future of

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Applications to fit over 200 SUV’s, trucks, minivans and some cars! Easy-On™ Stone & Bug Deflector A stylish addition to your SUV, truck, minivan and some cars. Extremely scratch-resistant, mounts easily to your vehicle without the need for drilling. Helps protect against stone chips and bug stains. Sunroof Wind DeflectorClearCover™ 2435 Wisconsin Street • Downers Grove, IL 60515 • 630-769-1500 • fax 630-769 0300 WeatherTech.comWeatherTech.com800-441-6287800-441-6287 Canadian customers please go to: WeatherTechCanada.com Specialists in Original Equipment and Aftermarket Automotive Accessories ©2009 MacNeil Automotive Products Limited Pet Barrier The adjustable, expandable Pet Barrier, keeps pets safely in the rear of your vehicle. Easily installs without tools or drilling. Heavy-duty 5⁄8" diameter telescopic tubing. RackSack™ MudFlap Introducing, the WeatherTech® No-Drill MudFlap! Featuring the Patent Pending QuickTurn™ hardened Stainless Steel fastening system. The NoDrill MudFlap set literally “mounts-in-minutes™” in most applications without the need for wheel/tire removal. Most importantly - without the need for drilling into the vehicle’s fragile painted metal surface! Contoured specifically for each application and molded from a proprietary thermoplastic resin, the WeatherTech® No-Drill MudFlap will offer undeniable vehicle protection. Check for our latest applications at weathertech.com; there are new applications every month. MudFlap Select Applications Available Now! License Plate Covers and Frames available in many styles and colors.

78 JULY 2009 MOTOR TREND.COM (ﬁrst test) maserati granturismo s

SURE THE race and test tracks can divulge much about a car—where else can you safely push the limits in a controlled environment?—but the daily drive home can often reveal just as much valuable information. Take the 39-mile commute from Motor Trend’s L.A. office to my home in Conejo Valley. It consists of three miles of stop-and-go motoring on urban surface streets, seven of 70-mph cruising along Interstate 10, another nine of 50-mph sailing on the scenic and gently sweeping Pacific Coast Highway, and finally 20 miles of grip-defying, brake-scorching hustling over two-lane tarmac that tightly twists and undulates through the mountains in Malibu. In the past month, I’ve hit the car lotto, piloting home such stout performance machines as the BMW M3 DCT, Mitsubishi Evo MR, Nissan GT-R, and, most recently, ● words ron kiino ● photographs evan klein

CCCAAANNN’’’TTT GGGEEETTT NNNOOO??? TTTRRRYYY AAANNN IIITTTAAALLLIIIAAANNN FFFUUUSSSIIIOOONNN OOOFFF SSSTTTYYYLLLEEE,,, SSSOOOUUUNNNDDD,,, AAANNNDDD SSSPPPEEEEEEDDD...

Maserati’s new 433-horse GranTurismo S. Along the illuminating route to my humble abode, the M3 elicited the most thrills, the Evo the most giggles, and the GT-R the most awestruck sighs. The Maser GTS? The most satisfaction—it’s not even close. How is that possible, you ask? After all, the 12.7-second M3 handily beat the Mercedes C63 and Lexus IS F in a rigorous comparison test; the 0.99g Evo, with its active yaw control, corners like a go-kart; and the GT-R, well, it pulls over 1.00 g and catapults to 60 in just 3.2 seconds. Plainly put, the GranTurismo S possesses intangibles the others can’t begin to grasp. Like a Ferrari-built wet-sump 4.7-liter V-8 whose wail under wide-open throttle fills the sumptuous cabin as if Pavarotti were in the back seat belting “Turandot” and swigging grappa. Or how

MOTOR TREND.COM JULY 2009 79

80 JULY 2009 MOTOR TREND.COM a four-seat coupe the relative size of a BMW M6 claws a curve and bites a hairpin with the grip and grace of the smaller M3. And whether it’s drool or disgust over Pininfarina’s penmanship, there’s no dismissing the fact that the Maserati’s curvaceous and chiseled body draws stares the others can’t mirror. Satisfaction? The GranTurismo S practically guarantees it. The quickest way to get some, besides just gazing at the GTS and admiring how Maserati’s designers incorporated tridents into the wheels’ spokes, is to slide into the driver’s seat and promptly press the dashmounted Sport button, which instructs the steel exhaust system’s pneumatic valves to pass on the bypass through the rear silencers. Then mash the drilled aluminum throttle pedal (don’t be shy—redline is 7500 rpm and the redhead 4.7 can even spin to 7600 under “dynamic” shift condi tions) and Pavarotti suddenly appears in the rearview, belting and swigging with every beat of your right foot. But the fun is just beginning. Hit the Auto button, situated below the Sport button, to deselect the auto matic shift schedule and enter full manual mode—this, of course, will require finger dancing with the large, biscotti-shaped shift paddles. A red “MC-S” lights up on the IP’s digital information display—a nice juxtaposition to the classic chrome-rimmed analog gauges—signaling that the Ricardo six-cog auto-clutch manual has entered the hyperfast MC-Shift program. The GTS needs only 100 milliseconds to complete a full gear change, if the throttle is opened at least 80 percent and engine speed is above 5500 rpm. Ready? Pull the right paddle as the red tach needle crests 7500 and grab second gear. Feel the 1-2 shift? Probably not. You’ll hear the slightest pause as second is engaged, but as with the competition settings in today’s best dual-clutch auto matics—e.g., the GT-R’s R-mode—the GTS’s auto-clutch manual fires off smooth, near seamless shifts under the gun.The MC-Shift program doesn’t include a dedicated launch setting, but who needs it—the 4281-pound Maser rambles from 0 to 60 in 4.5 seconds and through the quarter mile in 12.9 at 110.5 mph. Not only is that plenty of oomph to push you back into the bucket’s stiffer lumbar section (compared with the seat in the stan dard GranTurismo, the S’s back cushion is firmer for better support and driver feel), but it’s also enough to easily outrun the 4350-pound, 400-horse base GT, which needs 5.1 and 13.6 at 104.5, respectively. Further, according to Maserati, the GTS tops out at 183 mph, making it the fastest production GT ever to come from the Trident (except, of course, for Joe Walsh’s breakneck ’78, which magically eclipsed 185—that S-SPECIFIC DECKLID spoiler increases downforce while wind-tunnel-tested side skirts improve aerodynamics. (ﬁrst test)

maserati granturismo s

crv.honda.com 1 800 33 Honda EX L model shown. *The Honda Satellite-Linked Navigation System is available on EX L models in the U.S., except Alaska. See your Honda dealer for details. †20/27/23 EPA-estimated city/hwy/combined mpg for CR V 2WD models. Use for comparison only. Actual mileage will vary. XM subscription available after 90-day trial period. ©2008 American Honda Motor Co., Inc. It sips gas. It’s available with XM® Radio and a Honda Satellite-Linked Navigation System.TM* But be warned. At 20/27 mpg city/highway,† it can become quite habit forming. The Honda CR-V. Something new to crave. 7: 45 AM 3 :15 PM 8:29 AM 5 : 04 PM 10 : 50 AM 8 : 31 PM

for

Nits? Only a few. During relaxed, normal driving, the auto-clutch can be a bit herkyjerky, shifting with the flawlessness of a 16-year-old learning to drive stick. Then there’s the fifth-gear gremlin that reared its head on two occasions, refusing to engage fourth’s superior, instead defaulting into neutral. Disconcerting, the problem nonethe less remedied itself following subsequent restarts, and remained dormant thereafter. What won’t remain dormant, though, is that old Rolling Stones album “Out of Our Heads.” Feed the Bose audio and prepare full satisfaction. much so, you may just lose your mind.

82 JULY 2009 MOTOR TREND.COM is, before the Eagle landed without his license).Okay,180-plus in a straight line can be the bee’s knees, but without cornering agility and finesse, the result is nothing but a drag racer. And while the GTS can dart down the dragstrip with some speedy sharks—it’s quicker through the quarter than the Audi S5 and the new Camaro SS—it truly comes alive when the long, makolike nose smells a turn ahead. Enter a sea of esses, whirl the communicative Alcantara-wrapped wheel right and left, and the GTS’s knack for erasing understeer will leave you utterly dumbfounded. But then you’ll remember what the slick-haired salesman in the suit said:“You see, because the engine is located just behind the front axle and the transmis sion just in front of the rear axle, the GTS is balanced like a Le Mans race car.” Indeed, the 192.2-inch-long Maser boasts a 48/52 front/rear weight distribution; thus, with less mass over the front Pirellis, the 0.98g GTS embraces a bend with more vigor than an Aston DBS. Braking? At 106 feet to expunge 60 mph, the GTS, with its robust Brembos, is just as vigorous.

■ (ﬁrst test) maserati granturismo s 2009 MASERATI GRANTURISMO S B A S E PR ICE $ 13 9, 4 00 PR ICE A S TE S TE D $ 141 ,975 V EHICLE LAY OU T Front-en g ine, RWD , 4 -p a ss, 2- d oor c oupe ENGINE 4 .7L /433 -hp /3 6 1 -l b f t DO HC 3 2-v a lve V -8 T R AN S MI SS I O N 6-spee d a uto- c lut c h m a nu a l C URB W EIGHT (F /R D I S T) 4 28 1 l b ( 4 8 / 52%) W HEEL B A S E 11 5.8 in LENGTH x W I D TH x HEIGHT 1 92.2 x 75. 4 x 5 3 3 in 0-60 M P H 4 .5 se c QU A R TE R MILE 1 2.9 se c @ 11 0.5 mph BR AKING, 60-0 M P H 1 06 f t LATE R AL ACCELE R ATI O N 0.98 g ( a v g ) MT FIG UR E EIGHT 2 4 .6 se c @ 0.79 g ( a v g ) E P A CITY/ H W Y F U EL EC O N 11/1 8 mp g (est) C O 2 EMI SS I O N S 1 4 6 l b/ mile (est) O N S ALE IN U S Currently GTS WEARS unique black grille, alloys.andtailpipes,oval20-inch

Leave the twists behind, trudge along the highway in subdued Sport-off mode, and the Maserati still stimulates. The cockpit, now surprisingly serene, spoils with a pleasing mix of leather, wood, chrome, and AluTrex (aluminum-coated fiberglass).The GTS, with two useable back seats, substantiates its Grand Touring moniker. Even with new 10-percent-stiffer fixed-rate dampers, the ride remains smooth and supple.

84 JULY 2009 MOTOR TREND.COM (head to head) ● words ronkiino ● photographsjulialapalme WITH ALL-WHEELDRIVEANDDYNAMICV-6S,THESESU REXULDETOOF-ESNADESLLIWOYLNOTUBGNILIMSUOYEVAEL.NELEFTUSG RINNINGFROMEAR TO EAR.

MOTOR TREND.COM JULY 2009 85 ACURA TL SH-AWD ● AUDI A4 3.2 QUATTRO

Solutions? Besides the obvious (read: rear drive) and the aforementioned tricks, there’s all-wheel drive, a system that can be easily bolted to a front-drive chassis and, more notable, apportions torque to the rear wheels, thus nullifying or greatly calming those pesky pound-feet. Today there are myriad rear-drive-based all-wheel-drive sport/luxury sedans, including the BMW 3

TL'S NOSE stands out like Cyrano's, but interior is modernly handsome.

Series, Infiniti G, Lexus IS, and MercedesBenz C-Class, but for this test we focused on the newest and most significant frontdrive-based traction mongers.

ACURA TL SH-AWD

86 JULY 2009 MOTOR TREND.COM

We turned first to Audi, whose fourth-gen A4 once again gets the company’s renowned quattro all-wheel drive. For 2009 the Spanishdubbed system has been biased to send 60 percent of torque to the rear wheels. Naturally, a self-locking center diff can also send a majority of torque to the front axle, if traction levels dictate. In addition, the A4, which in base front-drive trim gets a 2.0-liter turbo and a CVT, sports a longer wheelbase, a wider track, a lower center of gravity, and a front axle moved forward six inches, all of which promise enhanced dynamics.We opted for the flagship of the line, the 3.2 quattro, featuring a six-speed automatic and Audi’s direct-injected 3.2-liter V-6 making 265 horsepower and 243 pound-feet (V-6 lovers, get the 3.2 while you can—Audi will not offer it for 2010).

TORQUE STEER. Two words that make front-drive loyalists cringe and reardrive purists chuckle.While most of today’s automakers have managed to quell torque steer with halfshaft trickery or engine control units that reduce torque in low gears, the helm-tugging phenomenon still exists in several, modern front-drivers, especially those with a propensity for pound-feet. This trait is unwelcome in any car, but certainly those of the luxury bent, whose buyers, after gassing their new rides through a sharp turn, would likely race back to the dealership exclaiming,“There’s something wrong with my $50,000 car!”

Rounding out this head-to-head match-up is the all-new fourth-generation Acura TL, which for this shindig wears a Monroney declaring,“SH-AWD TECH HPT.” Confused? It’s understandable. As is Acura’s reasoning for taking the acronym route—“Super Handling All-Wheel Drive with Tech Package and High Performance Tires”—would've made one helluva long badge. As its name suggests, the TL adopts Acura’s SH-AWD, a system that not only distributes torque fore and aft but also side to side. And thanks to a 3.7-liter, 305-horse V-6, the TL receives the stamp as the most powerful Acura ever. Keeping this NSX-humbling sedan in check are a five-speed auto with paddle shifters, sport-tuned suspension, brakes, and electric-power steering, and 19-inch alloys with summer Michelins. Pricing? What fun’s that? Let’s drive them first. Our initial stop, per usual, was the test track, where the wimpier Audi—down 40 horsepower and 30 pound-feet to the TL—nonetheless leapt from underdog to top dog, running from 0 to 60 in 6.0 seconds and through the quarter mile in 14.6 at 96.9 mph. Conversely, the TL, despite the advantage underhood, managed to squeak out only 6.5 and 14.8 and 96.9, respectively. In our handling and braking tests, however, there was a role reversal, with the Acura taking top honors, putting down 0.91 g on the skidpad, 26.0 seconds at 0.73 g through the figure eight, and 103 feet in 60-to-0 braking. Super handling? Pontiac’s reardrive, 415-horse G8 GXP can better, um, none of those numbers. Nor, of course, can the A4, whose all-season Pirellis could only grapple for 0.84 g, 27.0 at 0.64 g, and 131 feet.That said, had the Audi been equipped like the Acura—with the S line package that includes a sport suspension, paddle shifters, and 19s with 255/35 summer Dunlops—we surmise the A4 would’ve generated much better numbers. As the test track can reveal only so much, we slithered onto the highway for the long

TRADEMARK LED running lights get the nod, but 3.2 V-6 says ’bye after '09.

AUDI A4 3.2 QUATTRO

MOTOR TREND.COM JULY 2009 87

DECKED-OUT ﬂagships can be enthralling, but often the more Spartan offerings are just as exciting, certainly if their cut prices don’t mean cut performance. We tested both a standard front-drive TL and an A4 2.0 TFSI quattro (a front-driver was unavailable), with each delivering similar levels of power and performance for thousands less. The $39,445 TL Tech, with a 3.5-liter, 280-horse V-6, costs $4550 below the SH-AWD Tech HPT, yet is quicker to 60 (6.2) and the quarter mile (14.6 at 96.9). Sure, the SH-AWD, with its stickier summer tires and more aggressive suspension, is superior in braking and lateral acceleration, but the standard TL is no slouch (125 feet, 0.83 g), delivering crisp responses and only the slightest smidge of torque steer. Plus, fuel economy, at 18/26 mpg, is better. Similarly, the A4 2.0 TFSI quattro, which opens at $33,875 with a six-speed automatic, sips less fuel (21/27) than its V-6 sibling. But, with a stout turbocharged four churning out 211 horses and 258 pound-feet, it zips to 60 in 6.5 and the quarter in 15.0 at 92.0. While the 3.2 is slightly quicker in both respects, it doesn’t feel speedier away from the test track; in fact, the torquier 2.0 seems stronger launching out of turns and sprightlier when tackling a twisty road. At $47,025, our loaded tester doesn’t scream bargain, but it nonetheless embodies a $3450 savings compared with the similarly equipped 3.2. Add in the advantage at the pump, and the 2.0 makes a compelling case. Ditto for the TL. Unless all-wheel drive is a must, the front-driver seems the wiser buy. It’s quicker, handles like a legitimate sporty sedan, and punches a smaller dent in the pocketbook. So while big engines often put out big power, sometimes it’s the smaller mills that deliver the biggest rewards.

Equipped with the $2950 Audi Drive Select option, which enables pilots to customize and select settings for suspension, steering, and throttle, our tester offered an equally plush, hushed ride. In fact, left in Comfort mode, the A4 was the most coddling, proving an ideal transporter in which to appreciate the slew of tech touches, including Bluetooth, nav, threezone auto climate control, and “symphony” audio with iPod interface, satellite radio, and an SD card slot. Switch the ADS from Comfort to Dynamic, though, and the A4 takes on new life, transforming from comfortable cruiser to adrenalized attacker.The steering, almost too light in Comfort, weights up exponentially for the utmost response and feel. The six-speed instantly blips a downshift, ready to spur the refined, rev-happy 3.2 until the throttle, whose sensitivity has intensified, closes ever so slightly. In Dynamic the A4 is a bit frenetic but totally foolproof—like driving on unbreakable eggshells, if there were such a thing. It stays impressively flat even over midturn bumps and undulations,

ENTRY LEVEL HEADED

88 JULY 2009 MOTOR TREND.COM haul out to the serpentine roads wiggling their way up, down, and all around the hills in Malibu, to see which of these all-wheeldrive leather-laden sport sedans could best acclimate to real-world settings. The TL, even with its firm setup and large 19s, offered a surprisingly supple, quiet ride.

SENDING TOP OF THE LINE TO THE BACK OF THE LINE

ACURA TL SH-AWD ● AUDI A4 3.2 QUATTRO

Sure, nuances of the road could be felt, but imperfections never crashed their way into the cabin. Speaking of the cabin, the Acura’s provides a modern, tech-laden environment replete with black perforated-leather seats, carbon-look trim, solar-sensing dual-zone automatic climate, Bluetooth, nav with traffic and weather, and ELS audio with a hard disk drive, satellite radio, and auxiliary and USB inputs. Hop into the A4 and the dissimilarities are striking. Infused with brown and beige hues—most notably, humidor-quality ash-almond wood trim—and a less daunting interface, the Audi comes across warmer and airier, the latter likely due to the lower beltline and extra front and rear headroom.

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FIRST PLACE AUDI A4 3.2 QUATTRO Premium cabin features, premium road sensations, and premium curb appeal justify a premium pricetag. SECOND PLACE ACURA TL SH-AWD Bang for the buck proves out of luck due to controversial looks, somewhat sluggish acceleration, and high limits in need of racetrack.a

2009 ACURA TL SH-AWD 2009 AUDI A4 3. 2 QUATTRO P OW E RTRA IN / CH ASS I S DR I V ET R AIN LAY OU T Front-engine, AWD Front-engine, AWD ENGINE TY P E 60-deg V-6, alum block/heads 60-deg V-6, alum block/heads V AL V ET R AIN SOHC, 4 valves/cyl DOHC, 4 valves/cyl D I SP LACEMENT 223.6 cu in/3664 cc 195.1 cu in/3197 cc C O M PR E SS I O N R ATI O 11.2:1 12.5:1 POW E R ( S AE NET) 305 hp @ 6200 rpm 265 hp @ 6500 rpm T ORQU E ( S AE NET) 273 lb-ft @ 5000 rpm 243 lb-ft @ 3000 rpm R E D LINE 6700 rpm 6800 rpm W EIGHT T O POW E R 13.0 lb/hp 14.5 lb/hp T R AN S MI SS I O N 5-speed automatic 6-speed automatic A X LE / FINAL- DR I V E R ATI OS 4.53:1/2.23:1 3.52:1/2.43:1 SUSP EN S I O N, F RO NT ; R EA R Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Multilink, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar S TEE R ING R ATI O 14.0:1 16.3:1 T UR N S L O CK-T O -L O CK 2.7 2.2 BR AKE S , F ;R 12.6-in vented disc; 13.1-in disc, ABS 12.6-in vented disc; 11.3-in disc, ABS W HEEL S , F ;R 8.0 x 19-in, cast aluminum 8.0 x 18-in, cast aluminum TI R E S , F ;R 245/40R19 94Y, Michelin Pilot Sport PS2 245/40R18 93H M+S, Pirelli P6 Four Seasons D IMEN S I O N S W HEEL B A S E 109.3 in 110.6 in T R ACK, F /R 63.2/63.8 in 61.6/61.1 in LENGTH X W I D TH X HEIGHT 195.3 x 74.0 x 57.2 in 185.2 x 71.9 x 56.2 in T UR NING CI R CLE 38.5 ft 37.4 ft C URB W EIGHT 3955 lb 3852 lb W EIGHT D I S T., F /R 59/41% 55/45% S EATING CA P ACITY 5 5 HEA DROO M, F /R 38.4/36.7 in 40.0/37.5 in LEG ROO M, F /R 42.5/36.2 in 41.3/35.2 in S H OU L D E R ROO M, F /R 58.1/56.2 in 55.5/54.3 in CA R G O VO L U ME 13.1 cu ft 16.9 cu ft T E ST DATA ACCELE R ATI O N T O M P H 0- 3 0 2.4 sec 2.2 sec 0- 4 0 3.4 3.2 0-50 5.0 4.5 0-60 6.5 6.0 0-70 8.3 8.0 0-80 10.6 10.2 0-90 13.1 12.6 0- 1 00 15.7 15.6 P A SS ING, 4 5-65 M P H 3.0 3.2 QU A R TE R MILE 14.8 sec @ 96.9 mph 14.6 sec @ 96.9 mph BR AKING, 60-0 M P H 103 ft 131 ft LATE R AL ACCELE R ATI O N 0.91 g (avg) 0.84 g (avg) MT FIG UR E EIGHT 26.0 sec @ 0.73 g (avg) 27.0 sec @ 0.64 g (avg) T OP -GEA R R E VS @ 60 M P H 1750 rpm 2050 rpm C O N SU ME R INF O B A S E PR ICE $39,265 $41,225 PR ICE A S TE S TE D $43,995 $50,475 S TA B ILITY/ T R ACTI O N C O NT RO L Yes/yes Yes/yes AI RB AG S Dual front, front side, f/r curtain Dual front, front side, f/r curtain B A S IC W A RR ANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POW E R T R AIN W A RR ANTY 6 yrs/70,000 miles 4 yrs/50,000 miles RO A DS I D E A SS I S TANCE 4 yrs/50,000 miles 4 yrs/Unlimited F U EL CA P ACITY 18.5 gal 16.9 gal E P A CITY/ H W Y EC O N 17/25 mpg 17/26 mpg C O 2 EMI SS I O N S 0.98 lb/mile 0.96 lb/mile MT F U EL EC O N O MY 21.0 mpg 21.2 mpg R EC O MMEN D E D F U EL Unleaded premium Unleaded premium 90 JULY 2009 MOTOR TREND.COM delivers admirable grip over the briskest of back roads, and turns in with crispness that belies its 185.2-inch length and 3852-pound curb weight. Obviously, the 110.6-inch wheelbase (1.3 inches longer than TL’s) and more neutral 55/45 weight distribution (versus TL’s 59/41), not to mention quattro, coalesce nicely, imparting a sense of agility and sure-footedness. Not that the Acura doesn’t impart that same sense, mind you, thanks to its wide tracks (1.6- and 2.7-inch-wider front/rear) and sticky tires. While the TL delivers slightly more vertical motion when driving aggressively, say, at 7/10ths, its limits are nevertheless higher than the A4’s, always egging you on to approach another tenth. Much of that egging comes courtesy of the 3.7-liter V-6, whose racy rhythm above 5000 rpm is literally music to the ears. Problem is, for routine, public driving—even of the spirited sort—that slim window from 7 to 10/10ths isn’t one normally entered. If, however, autocrossing or racetrack activities routinely make the calendar, the TL is the better, more capable choice. But for the daily grind, be it enduring rush hour or relishing a deserted byway, the A4 is more accessible and more comforting. Okay, now money. At $39,265, the TL packs a lot into its base price—305-horse V-6, 19-inch wheels, to name a few. Even with the tech package and summer tires, its as-tested price of $43,995 symbolizes strong return on the dollar. The A4, at $50,425, represents a different scenario, stuffed with over $9100 worth of add-ons. Spec the $41,225 3.2 to closely reflect the TL—Prestige trim ($3700) with S line ($2450) and nav ($2500)—and it still commands nearly a $6000 premium. Is it worth it? Given its quicker acceleration, more chic interior, and more attainable limits, we say yes. Plus, unlike the TL’s polarizing lines, the Audi’s smooth styling doesn’t force people to love it or hate it. Us? We love it—and virtually everything else about the A4. ■

92 JULY 2009 MOTOR TREND.COM (ﬁrst drive) aston marrtin db9 volante

FORD SAVED ASTON MARTIN from the scrap heap. And after so many years, and so many millions invested, it’s a shame the Blue Oval isn’t able to enjoy the fruits of its labor. Because Aston Martin is on a roll.

Aston was sold in 2007 to a private investment group headed by David Richards; think of him as Britain’s version of Roger Penske. Serious car guy CEO Ulrich Bez remains at the helm. The model lineup is proliferating, including the

MOTOR TREND.COM JULY 2009 93 upcoming Rapide sedan and a high-tech, million dollar plus flagship called the One-77. The marque is once again chasing an overall win at Le Mans, five decades after it last did so. And of course, Aston Martin remains the automotive clothier of choice for the world’s favorite spy. Not bad for an outfit that, prior to Ford’s involvement and Bez’s guiding hand, had been at bankruptcy’s doorstep too many times to count. More power in thesame elegant wrappe\ • Words Matt Stone • Photographs Julia LaPalme Home |un

94 JULY 2009 MOTOR TREND.COM

IT'S HARD to believe the DB9 is now five years old, as is the strong, light, and flexible VH chassis architecture on which it’s constructed.This model was the first modern Aston Martin to be built at the company’s then-new Gaydon, England factory, and carries on the design themes established a decade earlier by Ian Callum’s DB7 and seminal Vanquish. The DB9 still looks fresh and beautiful—elegant proportions never go out of style. It forms the basis for the edgier, sportier DBS range and has received a makeover for model year 2009. The last DB9 we tested (October 2005) struck as us pretty, yet somehow short of the expected magic. Its 450-horsepower V-12 was strong but lacked response and sounded a bit lifeless. The car didn’t like to be pushed, the transmission temperature warning light flashing its objection often during hard mountain driving (on an admittedly hot summer day). Its shifts were none too responsive, either. So we were eager to give this updated version a go to see if these issues had been noted and addressed.Ourfavorite spot for “new and improved” is underhood, and the DB9’s spa treatment began there. The 5.9-liter V-12 remains architecturally unchanged, but gets a compression bump from 10.3 to 10.9:1.This, and a revised oil sump to reduce windage and internal friction losses, translates to an increase of 20 horsepower, plus 23 more pound-feet of torque. The additional torque shows up low in the rev range, where it does the most good. The transmission also has been worked over, via a new hydraulic control unit that enables quicker and more precise low-speed gear changes, so claims Aston Martin (recall our tranny-related issues above). Downshifts in Sports mode are rev-matched in the name of speed and smoothness.Bilsteindampers are now standard, suspension bushings have been revised, and there are new upper suspension arms. The retune is designed to give the DB9 Coupe a sportier demeanor and improve overall refinement on the Volante. The previous seven-bar grille design has given way to (

ﬁrst drive) aston martin db9 volante

"I LOVED David Brown. Just loved him." says '59 Le Mans winner Carroll Shelby, far right, of his dapper team owner. Endurance racing ace Tomas Enge, below right, piloting Aston-Martin's LMP1-racer in France this year. a less fussy five-bar look, the side door mirrors are new (borrowed from the DBS), and you can select a new, optional 20-spoke, 19-inch wheel design.Torsional rigidity has been improved on the Volante—important stuff on a convertible. The rest of the work went on inside, incorporating several updates from the DBS. A new center console design features the DBS’s glass-trimmed fob, which, when inserted into a slot, becomes the starter button. The (now-satellite instead of DVD-based) nav system screen is mounted high on the center stack and motors open and closed. Interior lighting has gone ambient and LED. The Volante’s convertible top is beautifully trimmed in Alcantara and fuzzy cloth

“PERHAPS WE’RE stretching ourselves a little bit too far, given the size of our company compared with our competitors and given the technical advantages the diesels have today,” said Aston Martin chairman David Richards, “but Aston Martin is a challenging brand, one that has often punched above its weight. We thought our fans around the world would be disappointed if we ignored this opportunity.” In 1959, Carroll Shelby and Roy Salvadori drove an Aston Martin DBR1 to the marque’s only overall victory at the 24 Hours of Le Mans, although the company has a rich history in the world’s most epic endurance race. Aston is returning this year in celebration of that historic win, with a top-tier, two-car LMP1-category effort. “We’ve been to Le Mans with GT class cars successfully for the last couple of years. The ACO have been mildly closing the gap that the diesel cars have had, and we felt that maybe we just give it a go and see how we get on.” Aston Martin’s LMP1 chassis is based on a highly evolved Lola prototype and will wear Gulf Oil’s orange and blue livery so evocative of Le Mans in the 1960s and ’70s. Significant is the powerplant, employing the block and heads from the production V-12 used in the DBS and DB9. This engine produces 650-700 horsepower in endurance race trim. The cars will be numbered 009 and, as one might expect, 007. Can Aston Martin compete with the big-buck diesel programs of Audi and Peugeot? “It’s a very adventurous undertaking,” agrees Richards. “To get on the podium at Le Mans would be a dream, and we will have to have our fair share of luck. But endurance racing is so unpredictable. Weather, track conditions, traffic, you never know what’s going to happen. If we have what I believe will be the prettiest car on the grid, and if it is the greatest sounding car on the track—and I’m confident that with the V-12, it will be—and if we have the support of the crowd and our fans from around the world, then we will have done our job well.”

A R PHOTOGCHIVAL R COUAPHY R MAASTONTESY R HETIN R ITAGE

MOTOR TREND.COM JULY 2009 95

THEN AND NOW: ASTON MARTIN AT LE MANS

The properly British-accented Aston Martin representative had me shaken and stirred. Time to don my Persol 2720-S shades (worn by Craig in “Casino Royale”) and Omega Seamaster 300 Professional Chronograph (from the wrist of Pierce Brosnan in “Goldeneye”) and see what it might feel like to be Bond— more accurately, Bond geek—for a day. If you’ve seen the latest 007 film, you’ll know there are no machine guns, missile launchers, or defibrillators on this DBS. It’s hardly bulletproof either; the hapless Aston is riddled with machine-gun fire by the time “Quantum’s” hyper-thrilling opening sequence is over. The movie machines have six-speed manuals and are fitted with optional sport seats that aren’t homologated for sale in the U.S. The dark, warm gray paint color is called Quantum Silver. Then there was the set of European license plates in the trunk, as “Quantum’s” chase scene was filmed around Italy’s Lake Garda. Several cars were used for filming. At least one was rigged for multiple camera use, and another was beaten up pretty good along the way. Another DBS (likely a prototype destined for the crusher) was converted into a giant film rig, complete with a large chassis beneath it, and a separate driver in back, a la hook-and-ladder. Did this Bond wannabe spend his time cruising Italy’s lakes region, in search of a Vesper-like lady? Heck no. Like a carnival worker with a pony, I gave rides: friends, my nephew and niece, whomever; the line formed here. Several women just wanted to park their behinds in a driver’s seat that was once occupied by Daniel Craig. Movie provenance aside, the Bond-spec DBS is a wonderful drive. The chesty exhaust and manual trans allowed me to play the 5.9-liter V-12 like a torque-laden pipe organ. The sport seats are snug and really pin you in when you’re flogging the DBS, dodging imaginary gunfire. Sunglasses not withstanding, even the most sight-impaired person wouldn’t mistake me for Craig. But a few days in his wheels gave me a hint at what it might be like to be the world’s most famous spy.

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GOTOHP R COUSTILLSMOVIESOLACE”OF“QUANTUMSTONEMATTAPHS R PSONY/EONTESY R ODUCTIONS 007 WANNABE MEETS A MOVIE MACHINE FROM “QUANTUM OF SOLACE”

BONDS HAVE MORE FUN

“YES, WE DO, in fact, have one of the actual DBSs from the ﬁlming of “Quantum” in the States at the moment. Would you be interested in driving it?”

MOTOR TREND.COM JULY 2009 97 inside and a rich, hearty cloth outside. It’s a one-touch design, naturally, and fits the carriage nature of this car, as opposed to the trunk-eating retractable hardtops that have become so popular and can prove a design challenge. The softtop is now better insulated for reduced noise and recontoured for 25 mm more headroom. Everything else inside that’s not Alcantara-covered is wrapped in super-high-quality leather.

Park/Drive/Reverse buttons on the center stack replace a conventional shifter—a little gimmicky, but cool—and there are paddles on the steering column for manual control. Many aluminum trim pieces serve as eye candy; even the bezel around the makeup mirror on the back of the sunvisors is milled and polished alloy. It’s a sumptuous, tactile cabin, as it should be in a car of this cost. Send that glass-edged key controller home, and the V-12 lights with a whirr and a bark. It’s not as guttural as in the Vanquish or DBS, but crisper sounding than the old DB9.The promised better response is there: This DB9 steps out smarter and harder. Accel is punchier in the low end, the shifts are clean and crisp, and trans response, particularly on the paddles, is much better than the example we tested originally. Mat the gas and you’re met with a wonderful combination of intake moan and exhaust note. The engine sounds sweeter too; we’d wish for a bit less muffling, but if you want the louder, harder edged version, well, that’s what the DBS is for. Additional work is needed in the calibration department, as the DB9 exhibits more impact harshness than expected over rough surfaces. It’s fine when the road is smooth, and we expect a little ride penalty in the sportier DBS, but there’s more than usual here. It could be more supple without turning to mush.We don’t recall cowl shake or body wiggle being a problem for the previous-gen DB9, and they’re certainly not now. No shakes or tremors (just once, over a surface we know will make any chassis dance), and no squeaks or clunks from the convertible top either. A few curious ergonomic foibles: There’s no lip or handle by which to grab and open the trunklid. And the button to open the gas-filler door is up under the dash at about left-knee level.Why make something used so often so difficult to reach? And, of course, the rear seats are useless, but who cares. 2005 tester stickered at $175,700, while this one costs $204,130, an average increase of $7100 per year. But if the numbers in your checkbook are still backed by lots of zeros, the updated, upgraded, uprated DB9 Volante will not disappoint. And if you fancy your Aston ragtop with even more protein and less fat, a new Volante version of the 510-horsepower DBS is just around the bend. ■

2009 ASTON MARTIN DB9 VOLANTE B A S E PR ICE $20 1 , 3 00 PR ICE A S TE S TE D $20 4 , 13 0 V EHICLE LAY OU T Front-en g ine, RWD , 4 -p a ss, 2- d oor c onverti b le ENGINE 5.9L /4 70-hp /443 -l b f t DO HC 4 8-v a lve V 1 2 T R AN S MI SS I O N 6-spee d a utom a ti c C URB W EIGHT 3 900 l b (m f r) W HEEL B A S E 1 08.0 in LENGTH x W I D TH x HEIGHT 1 85.5 x 7 4 .0 x 50.0 in 0-60 M P H 4 .5 se c (MT est) E P A CITY/ H W Y F U EL EC O N 1 2 /1 9 mp g (est) C O 2 EMI SS I O N S 1 3 5 l b/ mile O N S ALE IN U S Currently aston martin db9 volante (ﬁrst drive)

Our

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Advantage T/A® 17 sizes available in 15" to 18" New for 2009! Grand Touring All-Season tire developed for the drivers of touring coupes and sedans looking for everyday tires with performance that’s anything but! The Advantage T/A® combines looks, long wear and all-weather traction, including in light snow. The Advantage T/A® combines long wear, responsive handling and all-weather traction by molding an all-season tread compound into a symmetric tread design featuring stable shoulder blocks, BFGoodrich’s g-Grip interlocking sipes and a continuous center rib. An Ultra High Performance All-Season (Z-rated) and High Performance All Season (H/V-rated) tire developed for the drivers of sports cars, sporty coupes and performance sedans, the g-Force™ Super Sport A/S was developed to be three tires in one to prevent a little bad weather from spoiling the fun. BFGoodrich’s Multi Grip Tread Technology* compounds are molded side-by-side into a directional tread design featuring three dedicated design zones where large shoulder blocks enhance dry cornering control, Aqua Chute lateral grooves effectively channel deep water and a continuous center rib enhances on-center feel. g-Force™ Super Sport A/S 45 sizes available in 14" to 20" Buy a set of 4 BFGoodrich Advantage T/A® or g-Force™ Super Sport A/S tires and get a $50 Visa prepaid card.* Offer valid June 1, 2009 – July 12, 2009 *During the June 1, 2009 through July 12, 2009 promotional period, buy four new BFGoodrich® Advantage T/A™ tires or four new g-Force™ Super Sport A/S tires from Tire Rack’s in-stock inventory to qualify for a $50 prepaid card. Please allow four to six weeks for delivery of your prepaid card by mail. Cards are issued by Citibank, N.S. pursuant to a license from Visa U.S.A. Inc. and managed by Citi® Prepaid Services. Cards will not have cash access and can be used everywhere Visa debit cards are accepted. Call or visit www.tirerack.com/specials for complete offer details. *Only available in Z-rated tires Ask about our Tire Road Hazard Service Program ©2009 Tire Rack1-888-372-8473 www.tirerack.co mHours: EST M-F 8am-8pm SAT 9am-4pm

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104 JULY 2009 MOTOR TREND.COM (comparison)

MOTOR TREND.COM JULY 2009 105 AUDI Q5 3.2 • LEXUS RX 350 • MERCEDES-BENZ GLK350 • VOLVO XC60 T6 ● wwwooorrrdddsss edwarddd loh ● photographs brian vance A NEW CROP OF CUSHY CROSSOVERS NOW COMPETE FOR YOUR CONSIDERATION. WHICH ONE IS WORTH YOUR CASH?

On paper, these crossovers could be tracings of one another.

106 JULY 2009 MOTOR TREND.COM WE KNEWwe had a battle on our hands before we even palmed the first key fob. The last time we did a test like this (“Dune Devils,” August 2007), the segment consisted of just five vehicles, of which we chose to compare four—Acura RDX, BMW X3, Land Rover LR2 HSE, and Lincoln MKX.When it came time to select the contenders for this go ’round only two years later, we drew up a list twice as long. So we exorcised the demons from that story—including the formerly winning RDX—in deference to the latest in six-cylinder luxury. With the Cadillac SRX not yet available, we chose to cut the decidedly carlike Infiniti EX35, launched last year, in favor of an all-new foursome: Audi Q5, Lexus RX 350, Mercedes-Benz GLK350, and Volvo XC60. So what gives? Why has this category become one of the most hotly contested segments in the industry? Call it Marketing 101.

All seat five and come with six-cylinder engines and all-wheel drive. Niceties including satellite navigation, backup cameras, and poshly trimmed cabins are on offer as well. Of course, there are variations in powertrains and configurations. Volvo’s XC60 uses a turbocharged 281-horsepower, 3.0-liter inline-6 while the Audi Q5 employs a normally aspirated, 270-horse, 3.2-liter V-6.

Mercedes and Lexus chose larger 3.5-liter V-6s, but the GLK350 mounts its 268-horsepower engine north-south for a RWD-based AWD system, while the 270-horsepower RX 350 sticks with an east-west layout (allows for a lower-priced front-drive model as well as this AWD version). All, except the seven-speed GLK, use six-speed automatic transmissions. The tape measure reveals one of the few meaningful dimensional differences. While the height and width of all four vehicles fall within 1.1 inches of each other, the Lexus seems to have benefited from ads in the back of this magazine. At 187.8 inches long, the RX 350 has 5.6 inches on the XC60 and Q5 and is a whopping 9.5 inches longer than the GLK350. Testing shows size isn’t everything, as precious little separates our quartet at the track. In the sprint to 60 mph, a mere two-tenths of a second differentiate the quickest (Audi/6.6 seconds) from the two slowest (Volvo and Benz, 6.8). In the quarter mile, the Audi again bests the Volvo by two-tenths. The difference in lateral acceleration is even smaller; just 0.07 g distinguishes the stickiest (Audi/0.85 g) and most slippery (Lexus/0.78 g). Though the Audi has the largest disc brakes, braking honors go to the lightweight Benz. At 118 feet, the GLK stops two feet shorter than the Q5 and a full 13 feet ahead of the heavyweight RX. Even a close exam of pricing yields only a slight advantage for the Benz. With a base price of $36,775, the GLK350 starts off roughly $1200-$1500 cheaper than its rivals, but all quickly head into the $40,000 range once a few options are tacked on. So with each manufacturer’s shot so tightly grouped on target, how do we tease out a winner? We head for the hills and then down into the desert—in this case, Anza Borrego State Park, the largest in California. Coming along for the ride are editor at large Arthur St. Antoine, road test editor Scott Mortara, and senior editor Ron Kiino.

As boomers tire of truck-based SUVs and the upwardly mobile outgrow sedan life, auto manufacturers are betting on replacements that offer the sporting capability of an SUV in a package not much bigger than a full-size sedan. Hence, this growing small luxury crossover niche.

(comparison)

MOTOR TREND.COM JULY 2009 107 AUDI Q5 3.2 • LEXUS RX350 • MERCEDES-BENZ GLK350 • VOLVO XC60 T6

AUDI Q5 3.2 QUATTRO TIPTRONIC(comparison)

If you’re thinking lush, wooded meadows and cool mountain breezes, forget it. Anza Borrego is low-desert territory, bordering on the Golden State’s largest, saltiest lake, the Salton Sea. It’s accessible from the west via Highway S-22, a ribbon of curvy, smooth asphalt that descends from over 3000 feet to just 150 feet above sea level. Since the majority of our selected crossovers will serve off-road duty no tougher than the occasional dirt parking lot, we put extra emphasis on road manners. In this test of driving etiquette, Lexus and Mercedes reveal themselves to be highly uninteresting corner-carving conversationalists.

OPTIONAL Drive Select system and third-generation MMI infotainment system give the Q5 some razzle dazzle.

“There is no steering feel at all; you feel completely disconnected from the road,” says Mortara of the RX 350. “The GLK’s chassis is easily one of the best—poised, controllable, grippy—but all the enjoyment of exploiting it is ruined by the worst steering in the group. It’s as lifeless as King Tut,” avers St. Antoine.

108 JULY 2009 MOTOR TREND.COM

Kiino concurs,“Even with the sport package, the RX is not meant for twisty roads. Way too sloppy, offering too much mass, too much roll, and linear but numb steering feel. Plus, the stability control cuts in really early.” As for the GLK,“Steering feel is way too light, sloppy, and uncommunicative—the worst I’ve experienced in a Benz,” he says. One is numb, the other lifeless. How then might the XC60 fare? “They usually feel gluey, but this steering rack imparts a nicely weighted sensation and is probably the best I’ve experienced in

OLED displays, new nav controller will impress the neighbors.

LEXUS RX350

As for the Q5, after romps up and down S-22, all editors breathlessly inquire about the availability of paddle shifters (which can be had as part of a $2950 S line option package that includes trick bits like racier bodywork, 20-inch wheels, and summer tires). Why? Credit the willing V-6 and hardened chassis, but the real secret is Audi’s Drive Select system, which provides four distinct and delectable driving modes—auto, dynamic, comfort, and individual (user customizable). While the GLK offers sport and comfort modes and our RX 350 came equipped with the aforementioned sport package (19-inch wheels, stiffer suspension, and Vehicle Dynamics Integration Management electronics), neither go as far as Drive Select. Its dynamic mode not only serves up quicker gear shifts and snappier throttle response, it tightens the Audi’s steering and shock dampening. The Benz and Lexus systems tweak transmission and throttle settings, but don’t actively manage LENGTH advantage means extra comfort for rear passengers.

MOTOR TREND.COM JULY 2009 109 a Volvo,” says Kiino. Overall handling is impressive from this highriding Swede; despite nine inches of ground clearance, the XC60 corners flat and holds on tight. St. Antoine is more impressed with the Volvo’s giddyup,“Where did all this go come from? Engine pulls really hard; perhaps not as smooth as the others, but the power is really compelling,” he continues. Mortara notes the willing engine, but wishes for smoother delivery:“Plenty of power and torque, but it’s very non-linear. The turbo spools and drops off very quickly, which makes for a jerky drive.”

MERCEDES-BENZ GLK350(comparison) the bunch at relaying what the front tires are up to,” says Kiino. Even when left in auto (the default for those who pass on the option) or set to the softest comfort setting, the Q5 still manages to humble the other three on S-22. “The only SUV in this group with real steering feel—and it’s not just good, it’s excellent. Chassis hangs on with exemplary grip, never puts a wheel wrong, and returns a fine ride in comfort mode,” notes St. Antoine. After our canyon blasts, we take our quartet out for some light off-roading on a couple of Anza Borrego’s silted washes. Considering the lavishness of these crossovers, this may seem like asking soccer moms to actually play soccer, but all in our foursome are game—even the low-riding Lexus.With only 7.3 inches of ground clearance, the RX 350 occasionally skirts the soft hillocks of sand that accumulate in the center of the trail. No such schussing noises are heard from the high-rolling Volvo; its nine inches of ground clearance and best-in-test power-to-weight ratio send it wafting over all manner of pebble and stone. Audi’s dirt solution is simple: a drum-tight chassis and quattro all-wheel drive.

110 JULY 2009 MOTOR TREND.COM ride or handling. The Volvo allows for no increased performance, unless you count manually toggling the gearshift (which ain’t bad either). At $2995, Audi’s Drive Select doesn’t come cheap, but it’s well worth it, say our panel. “I like dynamic mode a lot on twisty bits; does a nice job keeping the revs up and the steering weights up nicely. Probably the best of RIDE IS smooth, but dark and metallic interior leaves us feeling cold. Comand needs massive ergonomic overhaul.

The weak-chinned and awkward Lexus takes the most shots for styling, but regains ground with its high-tech cockpit, laundry list of amenities, and spacious cabin. The organic LED displays and a trick “mouse-ball” Remote Touch multimedia controller dazzle up front, while the large door openings, flat, tunnel-less floor, and wide rear seat lead Mortara to proclaim that the RX 350’s rear cabin is “simply in a different league,” one that apparently allows three normal-size adults to ride comfortably.

With driving evaluations out of the way, our judges take on the equally important issues of styling and cabin comfort. After all, these are essentially Swiss Army knives for status seekers.

VOLVO XC60 T6

The Benz, with its G-wagen-inspired angles, looks built for the really rough stuff, though its 7.9 inches of clearance (same as the Q5's) says otherwise. Navigating around obstacles, rather than over them, is recommended and aided by the large windows of its upright greenhouse. The low speeds required for such rocky negotiations allows the chassis to shine and minimizes steering inadequacies. “GLK feels solid off-road, and indeed generally does its job very well. Engine isn’t one of the stronger ones, but it’s gutty nonetheless. The seven-speed cuts up the torque well, too—the GLK never felt out of breath,” notes St. Antoine.

“Off-road, the Q5 feels right at home. The structure is solid and secure as the rig climbs through the rough stuff, quattro adeptly metering out torque,” says St. Antoine.

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DRAMATIC curves inside and out make this one sexy Swede. She’s strong, too, with best-in-test power and torque.

112 JULY 2009 MOTOR TREND.COM Not so the GLK. Kneeroom isn’t the issue. The scalloped front seatbacks and deeply contoured rear seats mean that legroom and overall comfort are excellent—as long as only two adults sit in back. Add a third, and the airy, though austere, cabin quickly becomes cramped. To make things worse, the rear seats in the GLK don’t slide, and the small door apertures are made even less accessible with the optional side sills. These lengths of rubber-dotted aluminum are evidence of questionable engineering, as they’re as high as the doorsill itself, which means ingress or roof loading isn’t any easier. In fact, all they seem to do is make exiting the vehicle a hamstring-stretching, pants-soiling affair. Audi and Volvo split the difference between these two extremes. The Q5 offers more rear legroom than the GLK does—thanks to it’s sliding rear seat—but can’t challenge the RX 350 for comfort supremacy due to its huge transmission tunnel. Middle-seat passengers need to adopt a “wide stance.” Our Q5’s Ibis White paint amplifies the already smooth and sterile styling, but no one can knock the execution. LED headlights and tight panel gaps define Audi’s modern and clean styling, while the light-colored, wood-and-aluminum-trimmed cabin offer a refreshing change from the competition’s darker treatments. High rear windowsills and small door apertures make the Volvo feel safe, but a bit claustrophobic—a tradeoff all our judges would gladly take for such a sharp-looking ride. The XC60’s dramatic front end and rising beltline create a rakish, aggressive stance, while the deep draw of its shoulderline, and striking, high-visibility taillights make for one delicious posterior. Inside, the deeply grained leather panels, floating center stack, and classy control layout (including steeringwheel-mounted navigation controls and a remote control for the passengers) draw raves from our judges. So after days in the desert with these closely stacked competitors, does a clear winner emerge? Surprisingly, yes. With all so evenly matched, small blemishes become colossal warts. Numb steering and Spartan digs doom the comfortably competent GLK350 to fourth place while unwieldy styling and soulless performance relegate the loaded RX 350 to third. The XC60 offers surprising on- and off-road prowess and breathtaking good looks, but can’t quite match the overall refinement of our winner. Though its as-tested price is over $6000 more than the runner-up, the Audi Q5 takes first position by returning the most compelling drive. It’s not even close. ■ 1ST AUDIPLACE:Q53.2QUATTROTIPTRONIC If you love flogging your sport sedan but want more utility, this one’s for you. From styling to performance, the Q5 is unmatched. The investment is high, but so is the return. 2ND PLACE: VOLVO XC60 T6 Test-leading power and torque back up the broad shoulders and statementsafeoff-roadaggressivestance.AyetstylishvaluebutwithlessoftheAudi’srefinementanddrivingflair. 3RD PLACE: LEXUS RX 350 For the list-checkers, it has almost everything— smooth ride, air cooled seats, a roomy cabin, and a future proof infotainment system. All it lacks is a soul-stirring drive. 4TH MERCEDES-BENZPLACE:GLK350 A compact, comfortable four-seater with excellent chassis dynamics, that is completely betrayed by indifferent steering. Shame the striking looks don’t match the handling. (comparison) AUDI Q5 3.2 • LEXUS RX350 • MERCEDES-BENZ GLK350 • VOLVO XC60 T6

2009 AUDI Q5 3. 2 QUATTRO TIPTRONIC 2010 LEXUS RX 350 AWD 2010 MERCEDES BENZ GLK350 4MATIC 2010 VOLVO XC60 T6 P OW E RTRA IN / CH ASS I S DR I V ET R AIN LAY OU T Front-en g ine, A WD Front-en g ine, A WD Front-en g ine, A WD Front-en g ine, A WD ENGINE TY P E 60- d e g V -6, a lum b lo c k / he ad s 60- d e g V -6, a lum b lo c k /a lum he ad s 60- d e g V -6, a lum b lo c k / he ad s I-6, a lum b lo c k / he ad V AL V ET R AIN DO HC, 4 v a lves /c yl DO HC, 4 v a lves /c yl DO HC, 4 v a lves /c yl DO HC, 4 v a lves /c yl D I SP LACEMENT 1 95. 1 c u in /31 97 cc 2 1 0.9 c u in /34 56 cc 2 13 .5 c u in /34 98 cc 1 80.2 c u in / 295 3 cc C O M PR E SS I O N R ATI O 1 2.5 :1 1 0.8 :1 1 0.7 :1 9. 3:1 POW E R ( S AE NET) 270 hp @ 6500 rpm 275 hp @ 6200 rpm 268 hp @ 6000 rpm 28 1 hp @ 5600 rpm T ORQU E ( S AE NET) 2 43 l b f t @ 3 000 rpm 257 l b f t @ 4 700 rpm 258 l b f t @ 2 4 00 rpm 295 l b f t @ 1 750 rpm R E D LINE 6800 rpm 6 4 00 rpm 6000 rpm 6500 rpm W EIGHT T O POW E R 1 6.0 l b/ hp 1 6. 4 l b/ hp 1 5.7 l b/ hp 14 .9 l b/ hp T R AN S MI SS I O N 6-spee d a utom a ti c 6-spee d a utom a ti c 7-spee d a utom a ti c 6-spee d a utom a ti c A X LE / FINAL- DR I V E R ATI OS 4 .22 :1/ 2.9 1:1 4 4 0 :1/ 2.67 :1 3 .67 :1/ 2.68 :1 3 .75 :1/ 2.57 :1 SUSP EN S I O N, F RO NT ; R EA R Multilink, c oil sprin g s, a nti-roll ba r ; multilink, c oil sprin g s, a nti-roll ba r S truts, c oil sprin g s, a nti-roll ba r ; multilink, c oil sprin g s, a nti-roll ba r S truts, c oil sprin g s, a nti-roll ba r ; multilink, c oil sprin g s, a nti-roll ba r Control a rms, c oil sprin g s, a nti-roll ba r ; multilink, c oil sprin g s a nti-roll ba r S TEE R ING R ATI O 1 6. 3:1 14 .8 :1 1 7.5 :1 (est) 1 6.0 :1 T UR N S L O CK-T O -L O CK 2. 3 2.8 2.8 2.8 BR AKE S , F ;R 13 .6-in vente d d is c; 13 .0-in vente d d is c , A BS 1 2.9-in vente d d is c; 1 2.2-in d is c , A BS 13 .0-in vente d d is c; 11 .8-in d is c , A BS 1 2.9-in vente d d is c; 11 .9-in vente d d is c , A BS W HEEL S 8.0 x 1 8-in, ca st a luminum 7.5 x 1 9-in, ca st a luminum 8.0 x 1 9-in, ca st a luminum 7.5 x 1 8-in, ca st a luminum TI R E S 2 3 5 / 60 R1 8 1 0 3 H A /S D unlop Gr a n d trek Tourin g 2 3 5 / 55 R1 9 1 0 1V M+ S Mi c helin L a titu d e Tour H P 255 / 50 R1 9 1 07H M+ S B ri dg estone D ueler H / L 4 00 2 3 5 / 60 R1 8 1 0 3 H M+ S P irelli Sc orpion Z ero M+ S D IMEN S I O N S W HEEL B A S E 11 0.5 in 1 07.9 in 1 08.5 in 1 09.2 in T R ACK, F /R 6 3 .7 / 6 3 .5 in 6 4 .2 / 6 3 .8 in 60. 1/ 62.5 in 65.2 / 65.7 in LENGTH X W I D TH X HEIGHT 1 82.2 x 7 4 .0 x 65. 1 in 1 87.8 x 7 4 .2 x 66. 3 in 1 78. 3 x 7 4 3 x 66.9 in 1 82.2 x 7 4 4 x 65.8 in G ROU N D CLEA R ANCE 7.9 in 7. 3 in 7.9 in 9.0 in A PPRO ACH /D E P A R T ANGLE 25.0 / 25.0 d e g 28.6 / 2 4 .9 d e g 2 1 .8 /1 7.6 d e g 22.0 / 27.0 d e g T UR NING CI R CLE 3 8. 1 f t 4 0.0 f t 3 7.7 f t 3 8. 1 f t C URB W EIGHT 431 0 l b 44 97 l b 4 200 l b 4 2 4 9 l b W EIGHT D I S T., F /R 5 3/4 7% 56 /44 % 52 /4 8% 59 /41 % T OW ING CA P ACITY 44 00 l b 3 500 l b 3 500 l b 44 09 l b S EATING CA P ACITY 5 5 5 5 HEA DROO M, F /R 3 8. 1/3 7.7 in 3 9. 1/3 7.7 in 3 9.0 /3 9.7 in 3 8.0 /3 8. 1 in LEG ROO M, F /R 41 .0 /3 7. 4 in 43 . 1/3 6.8 in 41 . 4/3 5. 1 in 41 .2 /3 6. 4 in S H OU L D E R ROO M, F /R 57.7 / 56. 4 in 58.0 / 57.6 in 55.2 / 55. 4 in 56.7 / 55.2 in CA R G O VO L U ME, B EHIN D F /R 57. 3/ 29. 1 c u f t 80. 3/4 0.0 c u f t 65.9 /3 5.0 c u f t 67. 4/3 0.8 c u f t T E ST DATA ACCELE R ATI O N T O M P H 0- 3 0 2.2 se c 2. 1 se c 2.2 se c 2.5 se c 0- 4 0 3 .6 3 4 3 .6 3 .7 0-50 4 .9 5 4 .9 5.2 0-60 6.6 6.7 6.8 6.8 0-70 8.7 8.9 8.7 9. 1 0-80 11 1 11 .2 11 .5 11 4 0-90 13 .8 14 .7 14 4 14 1 0- 1 00 1 7. 3 1 8.6 1 7.9 1 7.9 P A SS ING, 4 5-65 M P H 3 .5 3 .5 3 .5 3 .5 QU A R TE R MILE 1 5.0 se c @ 9 3 .6 mph 1 5. 1 se c @ 9 1 .0 mph 1 5. 1 se c @ 9 1 .8 mph 1 5.2 se c @ 9 3 .9 mph BR AKING, 60-0 M P H 1 20 f t 131 f t 11 8 f t 1 20 f t LATE R AL ACCELE R ATI O N 0.85 g ( a v g ) 0.78 g ( a v g ) 0.80 g ( a v g ) 0.8 1 g ( a v g ) MT FIG UR E EIGHT 26.9 se c @ 0.65 g ( a v g ) 28. 1 se c @ 0.6 1 g ( a v g ) 28. 1 se c @ 0.60 g ( a v g ) 27. 3 se c @ 0.6 4 g ( a v g ) T OP -GEA R R E VS @ 60 M P H 2050 rpm 1 900 rpm 2000 rpm 1 900 rpm C O N SU ME R INF O B A S E PR ICE $ 3 8,025 $ 3 9,025 $ 3 6,775 $ 3 8,025 PR ICE A S TE S TE D $ 4 8,275 $ 4 6,928 $ 4 5,625 $ 4 2,250 S TA B ILITY/ T R ACTI O N C O NT RO L Yes / yes Yes, / yes Yes / yes Yes / yes AI RB AG S D u a l f ront, f ront si d e, f/ r c urt a in D u a l f ront, f ront si d e, f/ r c urt a in, f ront knee D u a l f ront, f ront si d e f/ r c urt a in D u a l f ront, f ront si d e, f/ r c urt a in B A S IC W A RR ANTY 4 yrs / 50,000 miles 4 yrs / 50,000 miles 4 yrs / 50,000 miles 4 yrs / 50,000 miles POW E R T R AIN W A RR ANTY 4 yrs / 50,000 miles 6 yrs / 70,000 miles 4 yrs / 50,000 miles 4 yrs / 50,000 miles RO A DS I D E A SS I S TANCE 4 yrs / unlimite d 4 yrs / unlimite d U nlimite d 4 yrs / unlimite d F U EL CA P ACITY 1 9.8 ga l 1 9.2 ga l 1 7. 4 ga l 1 8.5 ga l E P A CITY/ H W Y EC O N 1 8 / 2 3 mp g 1 8 / 2 4 mp g 1 6 / 2 1 mp g 1 6 / 22 mp g C O 2 EMI SS I O N S 0.97 l b/ mile 0.96 l b/ mile 1 .08 l b/ mile 1 .06 l b/ mile MT F U EL EC O N O MY 1 7.8 mp g 1 7.6 mp g 1 6.9 mp g 1 5.6 mp g R EC O MMEN D E D F U EL U nle ad e d premium U nle ad e d premium U nle ad e d premium U nle ad e d re g ul a r MOTOR TREND.COM JULY 2009 113

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116 JULY 2009 MOTO R T R END.COM

CADILLAC needed two tries to get the CTS right. Now it’s leading a brand renaissance (financial woes notwithstanding). The  SRX has been right sized and is to the - model what the ’ CTS was to its ’-’ predecessor. The new SRX boasts best-in-class specific output with its new .-liter gas direct-injection V- (based on the CTS’ .) and will be available with FWD or a Haldex AWD system, either one just  pounds heavier than a comparably equipped Lexus RX. Cadillac expects to rival the RX in fuel economy, and with a -gallon tank, breach  miles in Itsrange.standard FE suspension comes with constant-rate steering, passive shock absorbers, and -inch wheels. FE adds variable-effort steering, Sachs continuously variable suspension damping, and -inch wheels. FE is optional with the .-liter V-, standard with the AWD-only, -horsepower, .-liter turbocharged V-. Estimated -to--mph times range from . to about . seconds. Cadillac offered only .-liter models for our short first drive, and that was enough for us to advance the Mark II SRX to the head of its class. It’s exceedingly quiet, especially in terms of wind and powertrain noise. The interior features a dash lifted straight out of the CTS, and the driver’s seat is supportive and comfortable, at least after pumping up the lumbar support. The FE suspension absorbs crusty roads without going soft in the turns and its performance makes the FE suspension even that more admirable. On -inch wheels and tires, the FE is comfortable over bad Michigan roads, while upping cornering power, turn-in response and damping. Cadillac has matched the comfort and quietness of the Lexus without dishing in any of the RX’s numbing isolation. You’ll be able to find this fivepassenger crossover combination of goodies in one other model, the Saab -x, still scheduled to make its debut nearly a year after theGMCadillac.mustbe holding out the Saab as a good reason for a reported  bidders to buy the company. After that, Cadillac can keep its best designs for itself, reason enough for GM to sell Saab. todd

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lassa (newcomers) cadillac srx second time’s a charm Going directly to the head of the class 2010 CADILLAC SRX B A S E PR ICE $ 3 6,000 (MT est) DR I V ET R AIN Front-en g ine, F WD/ A WD , 4 -p a ss, 4 d oor SUV ENGINE S 3 .0L / 265-hp / 22 3 -l b f t DO HC V-6 ; 2.8L /3 00-hp / 295-l b f t tur b o DO HC V-6 T R AN S MI SS I O N 6-spee d a utom a ti c C URB W EI GHT 4 200- 43 50 l b (m f r) W HEEL B A S E 11 0.5 in LENGTH x W I D TH x HEIGHT 1 90.2 x 75. 1 x 65.6 in E P A CITY/ H W Y F U EL EC O N 1 7- 1 8 / 2 4 -25 mp g (est) C O 2 EMI SS I O N S 0.99-0.9 4 l b/mi (est) O N S ALE Au g ust 2009

118 JULY 2009 MOTO R T R END.COM I’M STUCK at a crossroads. I love the new  Lotus Exige S , but for the very same reasons, I hate it as well. Let meAtexplain.foot and  pounds, my relationship with the Exige got offto a rocky start (you get one second to stop laughing at the thought of me trying to get in and out of this car). But once I was in, our relationship warmed. The racing Recaros gave an idea of what was in store for me, as did the very sparse interior. Since we had the opportunity, we turned some laps in the Exige S . Its amazingly good brakes let you go deeper into a braking zone than you initially think you can, and its quick and precise steering feel gives you immediate and direct feedback. Couple all that to a mid-mounted supercharged engine that loves to live in the high rpm, and you have yourself one hell of a track car. Everyone who hit the track came in saying the same thing, wearing an ear-to-ear grin: “I could do that all day, this car is unbelievable.” Love. The S  comes equipped with a variable launch-control system along with Lotus’s variable traction control, same as the S . For accel runs, I set the Launch control at , traction control off, then flat-foot the throttle, drop the clutch, and I’m off. On the next run, I wanted a bit less rpm, so I just did it myself. I got to my desired rpm, dropped the clutch—damn, not enough spin. Try it again. Back to the  launch (or so I think), flat foot—but wait, the rpms are going only to . What’s the deal? It seams the car decided to reset the launch revs to the rpm I had just launched from. I was never able to launch the car the way I wanted. Hate. The  Exige S  has already been unveiled, but, Lotus guys, there’s still time. Before it hits the streets, get rid of the launch and variable traction control and do something about that $, pricetag. ■ scott mortara (newcomers) lotus exige s 260 pretty hate machine A love/hate relationship with Lotus’s newest flower 2009 LOTUS EXIGE S 260 B A S E PR ICE $76, 1 20 PR ICE A S TE S TE D $79, 4 20 V EHICLE LAY OU T Mi d -en g ine, RWD , 2-p a ss, 2- d oor c oupe ENGINE 1 .8L / 257-hp /1 7 4 -l b f t super c h a r g e d DO HC 1 6-v a lve I- 4 T R AN S MI SS I O N 6-spee d m a nu a l C URB W EIGHT (F/R D I ST) 20 3 2 l b ( 3 8 / 62%) W HEEL B A S E 90.5 in LENGTH x W I D TH x HEIGHT 14 9.5 x 68.0 x 4 5.6 in 0-60 M P H 4 3 se c QU A R TE R MILE 13 .0 se c @ 1 07.9 mph BR AKING, 60-0 M P H 1 05 f t LATE R AL ACCELE R ATI O N 1 .02 g ( a v g ) MT FIG UR E EIGHT 2 4 .7 se c @ 0.76 g ( a v g ) EPA CITY/HWY FUEL ECON 20 / 26 mp g C O 2 EMI SS I O N S 0.87 l b/ mile

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Hyundai2009 Genesis 4.6 Catapulting into the luxury segment words angus mackenzie(long-term test) arrival 122 JULY 2009 MOTOR TREND.COM WALKERWILLIAM our vehicle Base price $38,000 Price as tested $42,000 Vehicle layout Front engine, RWD, 5-pass, 4-door sedan Engine 4.6L/375-hp*/333-lb-ft*DOHC32-valveV-8 Transmission 6-speed automatic Curb weight (dist f/r) 4060 lb (54/46%) Wheelbase 115.6 in Length x width x height 195.9 x 74.4 x 58.3 in 0-60 mph 5.6 sec Quarter mile 14.1 sec @ 101.5 mph Braking, 60-0 mph 112 ft Lateral acceleration 0.86 g (avg) MT ﬁgure eight 27.2 sec @ 0.66 g (avg) EPA city/hwy econ 17/25 mpg CO2 emissions 0.98 lb/mile Total mileage 3851 miles Average fuel economy 17.4 mpg *On premium fuel; 368 hp/324 lb-ft on regular parking assist, a cooled driver ’s

HYUNDAI’S GENESIS sedan is one of the most significant new cars launched in America this decade. I t represents an ambitious reach toward Lexus and Mercedes Benz territor y, a car designed to catapult the fast growing South Korean automaker into the luxur y segment. Shockingly, the Genesis is also a car that puts GM, Ford, and Chr ysler on notice: Detroit now hasn’t the money or resources to produce a rear drive luxur y sedan of its size and quality Think about that. We know the Genesis is good: Were it not for the astonishing Nissan GT-R, it probably would’ve won our 2009 Car of the Year. What cost the Genesis the title was detail stuff, like the overwrought grille, the limited rearward travel of the front seats, and a ride deemed too jitter y for a luxur y car. Nitpicking, but such is the nature of COTY. Still, we were impressed enough that we wanted one for a year. Ticking the boxes didn’t take a lot of effort. We wanted the 4.6-liter V-8 model. Check. Titanium metallic paint with black leather. Check. Then we decided to go whole hog and order the $4000 Technology Package, which adds a 528-watt Lexicon sound system, backup camera, navigation, HID headlamps, seat, and Bluetooth to the Genesis’s already impressive list of standard features. Check. And why not? Our extravagance brought the sticker to just $42,000, more than $12,000 less than a Lexus GS 460, which is smaller all around, offers fewer horses, and has less rear seat room. After a few weeks in the fleet, we’re convinced the Genesis is only a couple developmental tweaks away from being a truly outstanding automobile. The 375-horse Tau V-8 feels crisp and smooth and has so far delivered decent fuel economy—17 4 mpg. The six speed ZF automatic delivers its trademark silky shifts (Hyundai has its own eight speed on the way, along with a 5.0-liter Tau V-8) and noise levels are commendably low. Quibbles? We’d like more linearity in the weighting of the steering and the front seats mounted lower to the floor and given longer runners. The ride is still a little ner vous the rear springs and shocks feel way too stiff relative to the front end and the rear end jiggles around on L.A.’s thumpety-thump freeways. But that ’s about all As Kim Reynolds noted: “Deutschland’s and Japan’s brightest engineers ought to be sensing the hot breath of their South Korean counterparts on their necks about now.” So far, he’s right. ■

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FOR MANY, a compact truck will provide all the capability they’d need. It can tow a good-size boat or trailer, lug half a ton of payload, and, as a plus, ﬁt in most garages and provide decent fuel economy while doing it. What’s not to like? Add to that the opportunity to try out one of the rare new models in this segment and we were eager to sample an Equator for the long haul. (Okay, in all honesty, a rebadged Nissan Frontier does not a new model make, but we were curious to see how the Suzuki version diﬀers from the Nissan.)

The truck we selected is powered by Nissan’s -horse, .-liter V-, backed by a five-speed automatic. Suzuki’s crew cab comes only with the V-/automatic combination, with the choice of short or long bed and two- or fourwheel drive; ours is a short-bed four-wheeldrive crew cab. If you want a stripped-down compact pickup, you could opt for the base model—a rear-drive extended cab with a .-liter,-horsepower I-, five-speed manual transmission, and short bed—which would set you back a mere $,, before factoring in anyThisrebates.long-termer is a bit of an odd duck because it came from Suzuki’s internal accessories department. Thus, our topline RMZ- Sport ($,) showed up already equipped with several features from the big book of Suzuki accessories, including a Garmin portable nav system ($), a moto-style bed extender ($), floormats ($), side window vvvisors ($), and a set of front splash guards ($). All crew cabs come with a spray-on bedliner, a track-type tie-down system (read: Utili-track), and a tire-pressure-monitoring system, all of which are sure to come in handy over the next year. Suzuki’s Sport package comes with hill-hold and hill-descent controls, VVVDC, sunroof, and Rockford Fosgate six-disc/ AAAM/FM/XM audio with subwoofer, and more, and our long-termer’s total price came out to $,.Wehaven’t had the Equator for all that long, but it’s already received high praise from several staffers for its capability (-pound towing capacity, -pound payload capacity) in a vehicle that’s easy to maneuver and park, even for those of us with small garages or carports. The bed extender makes the short bed a non-issue, and the tie-downs and bedliner enable worry-free cargo hauling. WWWe’re expecting this truck to become a favorite on photo shoots, furniture moves, and mulch runs. We’ll let you know how the small but mighty Equator fares. ■

Suzuki2009 Equator RMZ-4 Sport New kin, familiar skin words allyson harwood(long-term test) arrival 124 JULY 2009 MOTO R T R END.COM LAPALMEJULIA our vehicle Base price $31,375 Price as tested $32,638 Vehicle layout Front engine, 4WD, 5-pass, 4-door pickup Engine 4.0L/261-hp/281-lb-ftDOHC24-valveV-6 Transmission 5-speed automatic Curb weight (dist f/r) 4521 lb (55/45%) Wheelbase 125.9 in Length x width x height 206.6 x 72.8 x 70.1 in 0-60 mph 7.5 sec Quarter mile 15.8 sec @ 85.8 mph Braking, 60-0 mph 135 ft Lateral acceleration 0.71 g (avg) MT ﬁgure eight 29.3 sec @ 0.55 g (avg) EPA city/hwy econ 15/19 mpg CO2 emissions 1.17 lb/mile Total mileage 6656 miles Average fuel economy 16.0 mpg

Soap. Rinse. Play. With PUR® filter technology, the all-in-one Mr. Clean AutoDry Carwash allows your car to dry itself to a spot-free shine so you don’t have to. ©P&G 2009

Dislikes? “The only thing that would make this car more fun to drive would be a smoother shifter, as this six speed is a bit clunky.” “And I have one other gripe, and that ’s with the navigation. While it works fine, if you have the audible directions turned on, the system insists on directing you to go straight on the road traveled far more times than is necessar y When you get within two miles of what it deems a major cross street, it warns you ever y half mile to keep going straight. Four times it insisted on cutting my music to tell me not to turn. Completely unnecessar y.”

■ Unresolved problems None

126 JULY 2009 MOTOR TREND.COM words ron kiino Subaru Impreza WRX STI 2008 What a difference rubber makes (long-term test) update X2WALKERWILLIAM

■ Months/miles in service 11/19,114 ■ Avg econ/CO2 19.5 mpg/0.99 lb/mile

“HOLY TIRE NOISE, Batman!” says associate Web producer Scott Evans. “I took the STI on a road trip up to Northern California, and the tire roar on the highway was excessive, to say the least.” Indeed, upon Evans’ return to Southern Cal, we inspected the tires and noticed that, after over 17,000 miles of use, their tread blocks had worn even with the wear bars not bad mileage for a soft and sticky summer tire, though so we promptly called Tire Rack. For replacement rubber, we opted to stay within the Dunlop line, swapping the OE SP Sport 600s with a set of Direzza Sport Z1 Star Specs ($893 85). So far, the Direzzas are delivering a quiet ride and handling on par with the OE tires. Tire noise notwithstanding, Evans did enjoy the Subaru’s lively personality and handling prowess during his stint. “Switching the car ’s SI Drive to Sport Sharp makes a world of difference in throttle response.” Senior editor Ron Kiino agrees, adding, “I think Sport Sharp should be the one and only setting both the Sport and Intelligent settings dull throttle feel too much.” Evans also notes, “At no point did the tires break loose nor did the car tr y to get away from me an impressive handling hot hatch.”

■ Maintenance cost $413.74 (2—oil change/inspection/rotate tires, 1—replace engine air ﬁlter)

■ Normal-wear cost $893.85 (replace tires)

On the plus side, the STI, at 19 5 mpg, continues to deliver frugal fuel economy, especially for a 2 5-liter turbocharged all-wheeldrive rally rocket. The similarly equipped Evo, even with a smaller 2 0-liter engine, is so far registering only 18 1 mpg. ■

update (long-term test)

2008 LEXUS IS F “THE BELLOW from the IS F’s exhaust under full load is addictive, and the V-8’s grunt is as burly as ever,” notes associate Web editor Ror y Jurnecka. “I’m not in love with the way the IS F rides in daily driving conditions; there’s no doubt it ’s a bit harsher than most people would find comfortable even for a sport sedan. But get the IS F in its element, on a smooth, twisting piece of tarmac and wow. Hunker down on its meaty Vredesteins, turn into a series of S bends, and the IS F rotates about its center like a GT car, feeling utterly solid and balanced. Due to its somewhat unforgiving suspension, mid corner bumps and dips can have the IS F feeling a little unglued, unfortunately But when the road is smooth…what a capable car.” ■ Months/miles in service 11/18,051 ■ Avg econ/CO2 18.9 mpg/1.03 lb/mile ■ Unresolved problems None ■ Maintenance cost $687.13 (3—oil change/inspection, 1—replace engine and cabin air ﬁlters) ■ Normal-wear cost $790.00 (replace tires)

2009 ACURA TL SH-AWD ONLY THREE months in, and the TL has already amassed over 7000 miles, evidence that its luxurious, feature rich interior is making more friends than its controversial exterior is making enemies. “I don’t love the busy, awkward exterior cues,” says Ron Kiino, “but the interior, with its super thick rimmed steering wheel and ultrasoft leather, feels and looks great.” With around 6400 on the odometer, the TL’s maintenance minder light came on, signaling that the first ser vice was due. So we paid a $92 26 visit to Acura of Calabasas for an oil change, full inspection, and tire rotation. Fuel economy, at 20 2 mpg, has been miserly, especially given the 305-horse V-6 and near 4000-pound curb weight. Photographer Brian Vance, on a trip from Carson City to L.A., even saw as high as 27.1 mpg over a 361-mile stretch along Highway 395 ■ Months/miles in service 3/7333 ■ Avg econ/CO2 20.2 mpg/0.96 lb/mile ■ Unresolved problems None ■ Maintenance cost $92.26 (oil change/ inspection/rotate tires) ■ Normal-wear cost $0

VANCEBRIANVANCEBRIAN OIL?YOURPROTECTINGWHAT’SBUTENGINE.YOURPROTECTSOILYOURCHOOSEYOURWEAPON:FRAM.COM.TOGOPROTECTION,ENGINEABOUTMORELEARNTO withprotectionenginethetimes3GetFRAM®ExtraGuard®orleadingofaveragetheonbasedgwithtimes6FRAM®TouhGuard,®fieconomylters.Orgetupto10,000milesofengineprotectionwithdoublethanmoreholdsandtrapswhichGuard,XtendedFRAM®®fieconomyleadingofaveragetheofdirtthelters.*microns.20>particlesfor4548-12ISOunderXG8Aand66073387A,PH8A,toequivalentmodelsoftestingon*BasedfiaofmeasuretheisprotectionEnginelter’sabilitytonotjusttrapdirtbutholditforthelifeofthefilter.U.S.A.theinPrintedInc.InternationalHoneywell©2009 HERESTOPSDIRTTHE TM ULTIMATEPROTECTION10KMILE*SUPERIORPROTECTION6XENGINEADVANCEDPROTECTION3XENGINE3X ADVANCED SUPERIOR6X 10K

■ Months/miles in service 7/18,635 ■ Avg econ/CO2 17.3 mpg/1.12 lb/mile ■ Unresolved problems None ■ Maintenance cost $552.18 (2—oil change/inspection/rotate tires, 1—replace engine and cabin air ﬁlters) ■ Normal-wear cost $0 long-term 2009 MINI JCW

out of your hand, and put you into that Chevy Beretta in the right lane.’ The ride is comparable to that of the Evo IX, so on the beat-up roads of Los Angeles that translates to, ‘Ouch.’ And the not-ver y-Mini pricetag of $32,500?

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WHILECLUBMANTHERE are many reasons to like the Clubman good on gas considering the horsepower, Mini cred without the Mini lack of space, easy to park , fun to drive chassis, and the barn doors it does have a few characteristics, according to Ougarov, that make it unlikable. “There’s torque steer, there’s really bad torque steer, and then there’s JCW torque steer, which is something along the lines of, ‘I’m going to snap your wrist, rip the wheel

Is Mini cred worth that kind of money up front when STIs can be had for less?” Months/miles in service 9/12,449 ■ Avg econ/CO2 25.5 mpg/0.76 lb/mile Unresolved problems None ■ Maintenance cost $0 ■ Normal-wear cost $0 O.E.

2009 INFINITI FX50 S

■

speciﬁcations, including vane designs (with some applications featuring curved vane designs) to further promote cooler running temperatures. Rotors are E-coated for long lasting corrosion protection. Power alloy Brake Rotors Although not apparent to the naked eye, rotors treated cryogenically show signiﬁcant improvements in abrasive wear resistance and durability while also reducing residual stresses for an extra level of protection against warping. Faster stops made easier ALSO AVAILABLE

test) update

OFFICEMATEJURNECKA’S, associate Web editor K iri ll O u garo v, took the FX on a nine ho u r ad v ent u re a ll the wa y o u t to the waste l and that is Sa l ton Sea , p u tting some 500- p lu s mi l es on the odometer in the process. Was it a nice trip? “I didn’ t find a ll of the abandoned b u i l dings I was l ooking for, b u t what I did find was that the FX is a great l ong distance cr u iser pro v ided y o u don’ t mind the gas bi ll, that is. T he power from the big V -8 and the car l ike hand l ing are terrific attrib u tes when tr y ing to na v igate freewa y traffic , and a l tho u gh the ride is somewhat ro u gh for a lu x u r y crosso v er, the seats are comfortab l e eno u gh that it won’ t tire y o u o u t. A l so, the adapti v e cr u ise contro l works great.”

■

LAGOCARLOSLAPALMEJULIA 1-888-372-8473©2009TireRack Call or visit tirerack.com for applications, availability and pricing. Power Alloy Brake Rotors Speciﬁcally designed to run cooler, slotted rotors retain more surface area than drilled rotors, meaning more stopping friction. All applications meet or exceed

MR THE EVO recently paid a visit to Todey Mitsubishi in Ventura for its 15,000-mile service, a $308 48 job that included a full inspection, tire rotation, engine air filter replacement, and Mobil 1 full-synthetic oil change. For context, the STI’s 15K service, which checked the same boxes, ran $260 94 but did include standard, less expensive oil The Evo is “hilariously thirsty,” says Jurnecka. “Drive around with the trip computer on, and you can get real-time fuel economy along with a continuously adjusting average. Whenever the car is consuming less than 10 mpg, the readout goes blank, so as not to disturb the driver. It’s akin to a mother covering her child’s eyes during a violent movie scene: The kid knows it’s happening, he can hear it, he just can’t see it.” ■ Months/miles in service 10/14,790 ■ Avg econ/CO2 18.1 mpg/1.07 lb/mile ■ Unresolved problems None ■ Maintenance cost $537.34 (3—oil change/inspection/rotate tires, replace engine air ﬁlter) ■ Normal-wear cost $808.00 (replace tires)

2008 LANCERMITSUBISHIEVOLUTION

$0 LAPALMEJULIALAPALMEJULIA Pro-Plus Performance Handling Package så 0RO +ITå,OWERINGå3PRINGSååå &RONTåANDå2EARå!NTI 2OLLå+IT så )NCREASEåCORNERINGåGRIPåANDåå TURN INåRESPONSE så 3HORTENåSTOPPINGåDISTANCEåå ANDåMAINTAININGåRIDEåQUALITY Sport-Plus Aggressive Performance Handling Package så 3PORTLINEå,OWERINGå3PRINGSååå &RONTåANDå2EARå!NTI 2OLLå+IT Save 10% versus buying individual components Pro-Plus & SuspensionSport-PlusPackages 1- 888 - 3 72- 8 47 3 ©2009 Tire Rack Call or visit tirerack.com for applications, availability and pricing. Coil-OverPro-Street-SKit så (IGHåPERFORMANCEåCOIL OVERSåå FORåTHEåSTREET så 2UST FREEåSTAINLESSåSTEELåå TECHNOLOGY så 1UICKåADJUSTABLEåLOWERINGåå FROMå åså YEARåWARRANTY

2009 BMW 335D

“THE FIGURE 425 pound feet at 1750 rpm doesn’t seem that impressive on its own in this horsepower war age,” opines Ougarov. “But in the context that there’s more low end torque in this sedan than in a Cor vette Z06 (to say nothing of the high revving M3 and M5 that have less peak torque), it ’s startlingly impressive. And because it ’s a twin turbo inline six from ze Germanz in Munich, this one actually emits a nice growl when coaxed into spinning faster than 4000 times a minute. I f you just quietly let it cruise, you could easily end up well north of any speed limit in this countr y without even noticing. I n the eternal words of Keanu Reeves: Whoa.” What might impress Keanu more, though, is the 335d’s fuel economy At 26.2 mpg, it is getting better mileage than the Mini, whose 1 6-liter engine is about half the size of the Bimmer ’s ■ Months/miles in service 3/5329 ■ Avg econ/CO2 26.2 mpg/0.85 lb/mile ■ Unresolved problems None ■ Maintenance cost $0 ■ Normal-wear cost

THE CURRENT Tundra is a stunning reminder of how far Toyota has come from the days of the T100 and first gen Tundra. The maker ’s initial two tries at penetrating the full-size truck market were too small—the T100 was more than 15 inches shorter than the same vintage F-150— or just didn’t catch on. This market has always been dominated by the American automakers and is a hard nut to crack for imports which is why it is so significant that the Tundra won our 2008 Truck of the Year. I t entered the 2007 model year bigger, bolder, and faster than ever before (and just a hair too late to be a part of the 2007 TOTY ). I t grew more than 10 inches overall from the previous Tundra, with well- defined muscular cur ves that would’ve busted through the older Tundra’s box y shell I t got a lot stronger, too the reliable 4.7-liter, 271-horse V-8 was relegated to second banana status by the all-new 5 7-liter, 381-horse V-8. Plus maximum towing capacity went from 7100 pounds to 10,800 Normal “of the Year ” protocol means we get the winner of each competition to our offices for a year-long test. So we ordered up a 4WD Double Cab with the 6.5-foot bed, the 5.7-liter V-8, and a six speed automatic. Adding the topline Limited trim provided chrome on the outside and leather within, plus a rear sliding window, laptop accommodating center console, automatic dual-zone climate control, and more. Factoring in a few extra goodies,

Still emitting that new car smell, it took its first road trip within a couple weeks. On the drive to Las Vegas, photographer Julia LaPalme noted the ride was greatly improved with a couple of motorc ycles in the bed; sans cargo, though, the “freeway driving is almost mind numbing, as the bed bounces.” Despite the large dimensions of the truck, to fit two motorc ycles in the bed and close the tailgate, she had to put them in at an angle. But they fit!

I ts size, speed, and go anywhere nature made it an instant favorite on photo shoots, where it could be relied upon for trail work and long hauls, and its generous cabin size ensured it could easily tote gear and several people. That size also made it a no brainer for furniture runs, to carr y firewood, and to move landscaping materials. Photographer Brian Vance used it to go camping in a remote part of the eastern Sierra Nevadas.Despite two feet of snow on the ground followed by a nasty rainstorm resulting in gooey mud, the Tundra didn’t falter and it provided 16 1 mpg through it all, loaded up with people and gear. One common complaint about the truck, though, was its ergonomics. Many testers

GERMILLERjJESSICA our car Base price $39,235 Options DVD navigation ($1650: incl backup monitor, 10-speaker JBL Bluetooth,AM/FM/4CD,auxjack);bedlinerwithrails($345);coldkit($100:heavy-dutybattery/starter/anti-corrosionprotection,pluswindshieldwiperde-icer);all-weatherﬂoormats($99);emergencyassistancekit($70);mudguards($60);frontlicenseplatebracket($13) MSRP, as tested $42,072 Total mileage 22,272 Avg fuel economy 14.3 mpg Problem areas None Maintenance cost $457.11 Normal-wear cost $962.91 Three-year residual value* $17,670 Recalls*Automotive Lease Guide None

the price as tested was $42,072 That ’s not cheap, but it ser ved as a great way to evaluate ever ything the Tundra has to offer.

130 JULY 2009 MOTOR

ToyotaTREND.COMTundra

The gift that keeps on giving 2007 (long-term test) verdict words allyson harwood

I wish I had a dollar for every patient or person that asked me over the last few years about increasing the size of “that certain part of the male body.” The preoccupation with size that men have is a mystery to most women. The fact is it is completely normal for most men to want to be larger. It doesn't matter if they are smaller than average, average, or larger than average. It's even been my experience that guys that are almost too big, so big in fact that many women wont go near them with a ten foot pole (sorry about that) still want to be larger! I was so intrigued by this fact that I started to do research about the "so called" male enhancement pills that came on the market several years ago. The concept that a simple pill could noticeably increase the size of a man’s organ seemed plausible, but I wanted to know more. I had done much research over the years about certain sexually enhancing compounds available, so I believed the concept was sound that a pill could be made to make a man larger. My first task was to look at some of the ads I had seen in magazines for male enhancement. There were some amazing claims by many of these makers. My personal favorite was a cream that claimed to make men instantly larger. I had to laugh out loud when I read what it said. The ad read, “apply cream, rub vigorously, increase your size.” I thought for a minute and then decided you could put virtually anything on a man, including guacamole, and if he rubbed vigorously it would increase his size. Then there was an ad for a pill, that if taken daily, would increase the length of a man by 3 to 4 inches in just a few short days (sorry about the “short” comment). I'm sorry, but after all those years of medical school, I know enough about anatomy to know that a guy who is 5 inches in length isn't going to add 3 to 4 inches to his little friend unless he buys a rope, gets a large brick, finds a bridge and...well, you get the picture. At about this time I was beginning to think that perhaps these makers hadn't found the magic mixture of compounds I had hoped they might have. As the founder of both the Stein Medical Institute and the Foundation for Intimacy, I have spent most of my adult life trying to improve men and women's sexual health. I pride myself on being the best medical doctor I can be and my reputation is important to me. So, when out of the clear blue sky, I got a call from the makers of Extenze, the leader in male enhancement, wanting me to be in one of their TV commercials, I thought, “Boy, did they pick the wrong guy!” Little did they know that I had done real research into this concept and had recently looked at some of these male enhancement products. But the makers of Extenze seemed to be genuinely convinced that their product really worked, and they claim to have sold over 100 million capsules to men all over the world. “Over 100 million capsules taken by men.” With that single declaration, they had my interest. Either Extenze really worked or these guys were the world’s greatest snake oil salesmen. So I requested that they send me Extenze formula so I could review it, then we would talk.

After a few more weeks of tweaking the formula of Extenze, we were done. The new Extenze formula has been selling even better then the old formula, with over 75% of sales to repeat customers. Extenze has been on the market for 7 years and has sold almost a quarter of a billion capsules to men all over the world. It doesn't matter if you're 18 or 80 years old. In my opinion Extenze can make you larger, harder and increase both your intensity and pleasure and it is as simple as taking a single tablet daily. Extenze is so sure it would work for anyone that they're sending out a free one-week supply of Extenze for nothing more then the cost of a postage stamp. You can contact them directly at 800-641-4743. I recommend any man healthy enough to engage in sexual activity should try Extenze. You have nothing to lose but a lot to gain.

Male Enhancement Pills . . . Is it a Hoax or Do They Really Work? “a pill that, if taken daily, would increase the length of a man by 3 to 4 inches.” Advertisement Dr. Daniel Stein, M.D. "they claim to have sold almost a quarter of a billion capsules to men." A Pill That Can Increase Your Size!* Just pay for the postage stamp. 800-641-4743 *These statements have not been evaluated by the Food and Drug Administration. ExtenZe is not intended to diagnose, treat, cure, or prevent any disease. www.MyExtenZeToday.com FREE supplyweek

I then visited the Extenze.com web site, where I found a page that showed the top twelve adult film stars, all holding Extenze and endorsing it. I thought to myself, “Is it possible Extenze actually works?”

I contacted the makers of Extenze the very next day and asked them what they needed me for. They explained that they had a desire to have a medical doctor in their T.V. commercials to talk about the effectiveness of the ingredients in Extenze. At that moment an idea sprang into my head. I told them if they would let me improve the formula of Extenze, I would do the commercial for free! Before I knew it I was working with their chemists at the manufacturing plant where we added the most revolutionary thing to the formula of Extenze. We added DHEA, also known as the "mother of all hormones.” DHEA is the most important human prohormone and is the prohormone that converts into testosterone in men. DHEA levels decrease with the aging. Production peaks in a man’s early 20's, and declines about 10% every 10 years. Low levels of testosterone can lead to low sex drive and a smaller sex organ.

The next day I received the proprietary Extenze formula and there it was, virtually all of the ingredients that I hoped would be in a male enhancement product, 19 pharmaceutical grade nutraceuticals. There was Yohimbe (which used to be available by prescription only,) L-Arginine, Maca...all of it was there.

■ Brian Vance “Easy to drive—a lot of power on demand, excellent transmission, responsive brakes—and the side mirrors are huge, making it really easy to get a good view of what’s going on behind the truck even when you can’t use the rearview mirror.”

The engine and transmission received rave reviews, and dropped jaws at the track. Our long termer reached 60 mph in 6 0 seconds flat, which is quicker than the 60 sprint from the Acura TSX, matches that of the Audi A4 3 2 and is only a tenth behind that of the Jaguar XF I t needed but 139 feet to brake from 60 mph, and finished the quarter mile in 14 7 seconds at 93.9 mph.

■ Allyson Harwood from the logbook logged that it took a long reach to get to items on the center stack, such as the stereo and HVAC controls. They also noted that the cabin materials didn’t seem to wear that well And when it came to parking the Tundra, drivers had to practically rely on the rear view camera and beeping sonar as guides.

X3GERMILLERJESSICA 2007 Toyota Tundra Double Cab DrivetrainPOWERTRAIN/CHASSISlayout Front engine, 4WD Engine type 90-deg V-8, block/headsalum Valvetrain DOHC, 4 valves/cyl Displacement 345.6 cu in/5663 cc Compression ratio 10.2:1 Power (SAE net) 381 hp @ 5600 rpm Torque (SAE net) 401 lb-ft @ 3600 rpm Weight to power 14.8 lb/hp Transmission 6-speed automatic Axle/ﬁnal/low ratios 4.30:1/2.53:1/2.62:1 Suspension, front; rear Control arms, coil springs, anti-roll bar; live axle, leaf springs Steering ratio 17.3:1 Turns lock-to-lock 3.7 Brakes, f;r 13.9-in vented disc; 13.6-in vented disc, ABS Wheels 8.0 x 18 in, cast aluminum Tires 275/65R18 114T M+S, Bridgestone Dueler H/T WheelbaseDIMENSIONS 145.7 in Track, f/r 67.9/67.9 in Length x width x height 228.7 x 79.9 x 76.2 in Turning circle 44.0 ft Curb weight 5637 lb Weight dist, f/r 58/42% GVWR 7200 lb Seating capacity 5 Headroom, f/r 40.2/38.7 in Legroom, f/r 42.5/34.7 in Shoulder room, f/r 66.6/65.7 in Pickup box L x W x H 78.7 x 66.4 x 22.2 in Width betw wheelhouses 50.0 in Payload capacity 1563 lb Towing capacity 10,300 lb TEST AccelerationDATA to mph 0-30 2.0 sec 0-40 3.2 0-50 4.6 0-60 6.0 0-70 8.1 0-80 10.5 0-90 13.3 0-100 17.0 Passing, 45-65 mph 3.1 QQQuarter mile 14.7 sec @ 93.9 mph BBBraking, 60-0 mph 139 ft LLLateral acceleration 0.75 g (avg) MMMT ﬁgure eight 28.5 sec @ 0.58 g (avg) TTTop-gear revs @ 60 mph 1600 rpm CCCONSUMER SSStability/tractionINFO control Yes/yes AAAirbags Dual front, front side, f/r curtain BBBasic warranty 3 yrs/36,000 miles PPPowertrain warranty 5 yrs/60,000 miles RRRoadside assistance None FFFuel capacity 26.4 gal EEEPA city/hwy econ 13/17 mpg CCCO2 emissions 1.33 lb/mile RRRecommended fuel Unleaded regular (long-term test) verdict 132 JULY 2009 MOTOR TREND.COM “Great powertrain. The 5.7-liter is really impressive and the six-speed, with its slick manual mode, is arguably the best truck tranny out there.” ■ Ron Kiino “The Tundra handled rocky, worn-out Jeep trails with ease, and despite the rough terrain and slippery, narrow surface, it consistently had the upper hand. All the while, we kept dry, listening to the iPod and watching our progress on the nav screen.”

During its tenure, the Toyota visited the dealer four times. At the 5000- and 10,000-mile ser vices costing $92 37 and $89 78, respectively—the truck received the standard oil change, inspection, and tire rotation. The 15,000-mile ser vice ($179 11) added brake adjustment to the mix, and the techs replaced the air filter. At 20,000 miles, the $95 85 ser vice was much like the first two, but wear and tear meant it was time for a new set of tires ($712 92) and new front brake pads and machined rotors ($249 99). By the time we had to return the truck, it wore its share of dents and dings, evidence that it was worked hard. We discovered that it ’s a tough machine, one that earned high praise and deser ves respect. I t isn’t a perfect truck, but its awesome capability, excellent 5 7-liter V-8 and six speed automatic, and wide range of models and trim levels make it one that should be considered by the buyer looking for a top notch half ton. ■

MOTOR TREND.COM JULY 2009 133

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TRENDMOTOR A R CHIVE

Has it really been  years since Mazda reinvented the British spor ts car? It ’s hard to believe, but the answer is yes The cheap and cheer ful Miata MX- (now, unfor tunately, called only by the latter name) was new in the United

(archive) MOTO R T R END.COM JULY 2009 139 words matt stone

July 2009, Vol. 61, No. 7 Copyright 2009 by Source Interlink Magazines, LLC. All rights reserved. Published monthly by Source Interlink Media, LLC, 261 Madison Avenue, Fifth Floor, New York, NY 10016. Periodicals postage paid at New York, N.Y. and additional mailing ofﬁces. Subscription rates for one year (12 issues): U.S., APO, FPO, and U.S. possessions $18. Canada $31 (price includes surface mail postage to Canada and GST—reg. no. 872093125RT0001). All other countries $33. For address changes and subscription assistance: Motor Trend, P.O. Box 420235, Palm Coast, FL 32142-0235, 800/800-6848 (U.S.), 386/447-6383 (intl.); motortrend@ emailcustomerservice.com. Please include name, address, telephone number on any inquiries. To order back issues, logon to www.primediabackissues.com or write: Motor Trend Back Issues, 2900 Amber Lane, Corona, CA 92882. Cost: $6 each, plus $3 shipping and handling. Please specify magazine and issue date. If this is not speciﬁed, your check/money order will be returned to you. Wait 3-4 weeks for delivery.

POSTMASTER: Send address changes to Motor Trend, P.O. Box 420235, Palm Coast, FL 32142-0235. Customer Service e-mail address: motortrend@emailcustomerservice.com. Canada Post Publications Mail Agreement No. 40612608. Returns to be sent to Bleuchip International, P.O. Box 25542, London, ON N6C 6B2 Canada. States in , and it has outlasted all the English originals, becoming the best-selling two-seat roadster in histor y. We also tested the new Ford Taurus SHO, a car we’re pleased to see making a return for  coverage july 1989WE DON’T KNOW exactly when this photograph was taken, but judging by the  Ford Torino Cobra in the middle of this wing of Ford’s design studio, we’d guesstimate it to be just about four decades ago. The gentleman in the middle foreground is the legendary Larry Shinoda, who designed, among his many notable projects, the stripes and other graphic touches for the Mustang Boss  and . Previous credits include the - Corvette Sting Ray, during his stint at General Motors. Look closely around this obviously posed public-relations photo, and you’ll see renderings of the ’ Torino Talladega. The illustration on the design board in the lower-middle of the photograph shows a Torino done up in Petty Blue, wearing that famous number —yes, the King ran with the Blue Oval in . Computer Aided Design and computer-driven clay milling machines? All yet to come, but we hope colored markers never disappear for good. ■

The design world has changed a lot in the last 40 years

MOTOR TREND (ISSN 0027-2094)

torque. After all, why compromise when you don’t have to? The Sierra Hybrid. Engineering that CON S ERVATION WITHOUT COMPROMI S E.

Sierra® WE ARE PROFESSIONAL GRADE® MODEL 1500 A C TIV E FUEL MANA GE M E NT When you don’t need extra power, the Sierra Hybrid’s active fuel management deactivates 4 of the engine’s 8 cylinders to save gas.* HYBRID T EC HN OLOG Y For the most efﬁcient use of power and f uel*, the Sierra Hybrid’s transmission automatically blends between the V-8 engine and the two electric motors The uncompromising 2009 Sierra Hybrid.

Available at participating dealers only. *EPA-est. mpg (2WD) 21 city/22 hwy. **Maximum payload capacity includes weight of driver, passengers, optional equipment and cargo. †Maximum trailer ratings are calculated assuming a properly equipped base vehicle plus driver. See the GMC Trailering Guide for details. ††Based on 2009 GM Large Pickup segment. Excludes other GM vehicles. #EPA-est. mpg (2WD) 21 city hybrid, 15 city non-hybrid. ©2009 General Motors Corp. All rights reserved. GM® GMC® GMC logo® With two-mode of

hybrid technology for the best available fuel economy in a full-size pickup†† engine#). And 332 hp and 367 lb-ft

PAY LO AD AND T O WIN G No compromises here: over 1,400 lbs of payload** and a 6,100 lb max towing capacity.† R EGE N E RATIV E BRAKIN G H it t h e brakes , a n d Sierra slo w s do wn b y appl y i n g resista n ce to t h e hy brid motors electricit y t h at’s captured a n d used later f or acceleratio n. (up to 40% better mileage around town compared to the non-hybrid happens when you never say never. WE ARE PROFESSIONAL GRADE. S IERRA HYBRID