First Drive 2008 Renault Twingo

Beloved in France, the Renault Twingo that arrived in 1993 was undoubtedly one revolutionary little car. Small, but with a roomy (for its size) interior, the Twingo’s big round headlights and squat stance earned it the nickname of la grenouille (“the frog”). Roughly 2.4 million copies were sold during its life span, but after 14 years on the market and a couple of mild face lifts—plus countless special editions—the original frog had finally croaked its last. The new, more refined and mature Twingo arrived in France this past summer and officially bid adieu to the wide-eyed headlights and egg-shaped body of the original.

Unlike its equally new big brother, the Laguna, the tiny Twingo manages a smidgen of cuteness. Its tall greenhouse, very short front and rear overhangs, and upright silhouette have a jaunty charm. Far from being as adorable as the new Fiat 500, the Twingo is at least as visually appealing as the similarly sized Toyota Aygo or Volkswagen Fox. The Twingo’s 141.7-inch length (about four inches shorter than a Mini Cooper) makes it perfect for squeezing into tight parking spots and zipping through traffic.

Our Renault Twingo was in Initiale trim, which is a bizarre mix of luxury (leather seats and a large sunroof) and austerity (hard interior plastics, so-so stereo, and no tach). Thankfully, the Twingo manages to ride like a car one or two sizes larger, and the variable-assist power steering provide surprising amounts of feedback. The car’s simple strut-front suspension and torsion-beam rear axle provide a comfortable ride and soak up bumps well, in spite of the short, 93.1-inch wheelbase. However, even with a beefy, one-inch front anti-roll bar, the Twingo never gets close to what we’d call a sporty feel.

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First Drive 2008 Ford Focus Coupe-Cabriolet

Nothing turns heads like a sexy convertible wearing Pininfarina badges on its flanks. The Italian design firm is world famous for creating pulse-quickening exotic cars such as the Ferrari 599GTB Fiorano and Maserati GranTurismo. However, the Pininfarina-badged droptop we recently took for a spin proudly wears a blue oval in the center of its grille. The Ford Focus coupe-cabriolet is designed and built by Pininfarina at its factory in Turin, Italy, at a rate of roughly 20,000 per year.

It might not have a prancing horse or trident on its hood, but the Focus is hardly a shrinking violet when it comes to drawing attention. As we drove through posh Parisian neighborhoods—where any other Ford would be considered so déclassé—the coupe-cabriolet got plenty of admiring glances.

Interesting Design
The front end is filled with four large grilles, a pair of fog lights, and just the right amount of chrome to be tasteful but not tarty. A bold crease flows up from the headlights and hood before working its way to the C-pillar and over the trunk. Aggressive wheel-arch blisters add visual muscle without making the car look steroidal.

Driven at six-tenths and keeping wheels firmly on the pavement, the coupe-cabriolet is a relaxed, refined ride. One reason for this composure came about purely by chance, when Ford France was unable to provide us a coupe-cabriolet with the 143-hp, 2.0-liter Duratec inline-four. The company suggested we try the turbocharged 2.0-liter Duratorq diesel. A diesel-powered convertible? We had images of the Italian-chic Ford rattling and wheezing down the road like an asthmatic Fiat Panda. As it turned out, our worries were unfounded. With 134 horsepower at 4000 rpm and 236 pound-feet of torque at only 2000 rpm, the diesel makes easy work of stop-and-start city traffic and revs lazily at highway speeds. A short dip into the throttle at 50 mph, and suddenly the Ford lunges ahead as though a small V-6 were under the hood. Other than some valve clatter at idle, the torque-rich turbo-diesel proved a perfect match for the car.

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First Drive 2009 Nissan GT-R

We're 20 feet from a production-spec 2009 Nissan GT-R at Sendai Highland Circuit, a raceway north of Tokyo. After years of staring at various concepts, prototypes and Nürburgring test mules of the GT-R, it's finally time to drive the finished product.An engineer waves us over after making his final checks, then hands us the keys with a smile so big you'd think he'd been knocking back Kirins since sunrise. We suspect he already knows what we came here to find out.

Does the 2009 Nissan GT-R really deliver the performance of the Porsche 911 Turbo for half the price? Time to find out for ourselves.

Getting Acquainted With Godzilla
Unlike most supercars, the GT-R doesn't sit only 2 inches off the ground, so it's easy to slide into the driver seat. This is a Japanese-market car, so we're on the right-hand side, which makes everything feel awkward. The seat is firm and narrow, and the high center console gives the cabin a tight, cockpit-style feel.

Start buttons aren't the novelty they used to be, but the GT-R's big red igniter just below the central shift lever does make us stop and think for a second. There will be 473 horsepower and 434 pound-feet of torque on tap once this sucker is running. It's also about 40 degrees F outside and we're on an unfamiliar track that packs 16 turns into just 2.5 miles of asphalt.

Ignore the Numbers
Into 4th gear and the cabin remains calm right up to 120 mph. There's no valvetrain clatter like a Corvette and the engine doesn't wail in your ear like a 911.A quick left-right-left through a chicane and the GT-R starts barreling back up a hill through a long, sweeping left-hander. It's the last thing we expected, but the GT-R feels surprisingly light and maneuverable despite its curb weight of 3,836 pounds. That's 342 pounds more than a Porsche 911 Turbo and nearly 700 pounds more than a Corvette Z06.

The GT-R should feel like a big, lifeless brick, yet here we are, barely finished with our first lap and already we're tossing the car from one corner to the next with confidence. The precise steering and nearly total lack of body roll make it easy to place on the road, and there's little dive when the big six-piston front calipers are clamping down on the 15-inch drilled rotors.

For an engine that thrives at 6,000 rpm, this 3.8-liter V6 feels just fine at 1,500 rpm, too. That's good, since the transmission's automatic mode heads for fuel-sipping 6th gear as soon as possible. Of course, the slightest nudge of the throttle kicks the gearbox down to 4th. Ask for more and we're met with a slight delay before all the clutch plates and gears get lined up. Then it's wham, and we're off at full boost, wondering what the local speed limit might be.

First Drive 2007 Ford Mondeo

The 2007 Ford Mondeo is what remains of Ford's last attempt to build the "world car." Back in the days of former Ford CEO Jac Nasser, we were told that if Ford could just build one car for the whole of mankind instead of a bunch of different platforms for every little Ford region, we'd all end up with better cars. They would be cheaper, too.

Ford Chairman Alan Mulally is once again talking about rationalizing the number of different platforms that Ford builds around the world. Now that America is suddenly interested again in efficient sedans, could the all-new 2007 Ford Mondeo be the right kind of car for America?

Making Modern Power
More than 70 percent of Mondeo models sold in Europe are powered by diesel. There are three turbocharged common-rail diesels to choose from, and their output ranges from 99 horsepower to 138 hp. Four gasoline engines are also part of the model mix, and their output ranges from 123 to 217 hp.

The Mondeo Titanium X that we spent time in featured a 217-hp turbocharged 2,521cc inline-5. There are 236 pound-feet of torque available between 1,500 rpm and 4,800 rpm. The car's performance is brisk — it takes 7.3 seconds to get to 60 mph, and acceleration doesn't stop until you reach 152 mph.

Nevertheless, the Mondeo is a heavy car at 3,596 pounds, and it needs to be worked hard to deliver its best. Fuel consumption inevitably suffers, which is especially problematic on a continent where gas now costs over $8 per U.S. gallon.

First Drive: 2008 Maserati GranTurismo

Previews

With the GranTurismo coupe, Maserati invites comparisons to the Mercedes-Benz CL550, BMW 6-series, and Jaguar XKR. But mention that the XKR costs some 26 grand less than the GranTurismo’s base price of $114,650, or that the Jaguar is almost 300 pounds lighter than the GranTurismo’s claimed 4150-pound curb weight, and the Maserati folks shrug it off with lots of hand gestures. The same thing happens if you mention that the similarly priced BMW M6 has 95 more horsepower and 44 more pound-feet of torque than the 405 horses and 339 pound-feet of torque that come from the GranTurismo’s 4.2-liter V-8. “Power is not our race,” they say.

On the other hand, the GranTurismo has something the BMW and the Jaguar don’t—two back seats with space for standard-sized humans. As does the Mercedes CL550, but the GranTurismo’s claimed 0-to-60-mph time of 5.1 seconds is 0.2 second quicker than what Mercedes estimates for the Benz.

The Maserati lacks the electronic gadgets available on the Benz, BMW, and Jaguar, but some people consider that a bonus. There are no massaging, adaptive, or cooled seats; no adaptive cruise control; no night vision; and no overly complicated infotainment system.

What the Maserati can brag about is a dizzying number of color combinations for every surface of the car. The rich leather that covers the seats, dashboard, steering wheel, and gearshift boot can be had in 10 different hues, plus the carpet, trunk carpet, headliner—even the stitching—can match or clash at your desire. There are 19 options for exterior paint, six colors for the brake calipers, and two wheel finishes.

Beauty, Inside and Out

he GranTurismo is based on a shortened version of the Quattroporte, and it shares all of its mechanicals with the sedan. In the coupe, the engine control has been tweaked for more horsepower, and the six-speed automatic transmission and the electronic throttle are programmed for faster shifts and quicker responses in standard and sport modes. Due to its larger size than the GranSport (still available in Europe), Maserati claims the GranTurismo is not a direct competitor to the Porsche 911 or Aston Martin V-8 Vantage.

So the GranTurismo is larger, more expensive, slower, and feature-challenged compared with any number of coupes that dwell in the $80,000-plus stratosphere, but that’s hardly the point with this Maserati. Thoughts of comparisons float out the window when one sees the way the Pininfarina-designed sheetmetal floats and bends around the car’s body with more visceral realism than a Rodin sculpture. The other cars don’t look like the GranTurismo, and the interior’s sumptuous hand-stitched surfaces make the others’ seem more commonplace. There’s even a tiny strip of leather on the edge of the steering-wheel shift paddles that constantly reminds the driver that this is a special car.

Driving the GranTurismo is equally enchanting. On tight roads, the bite from the front tires and the excellent steering feel disguise the car’s ample size. The transmission shifts so quickly and smoothly that the term “slushbox” does not apply. There’s never enough available torque to overwhelm the rear tires, and the handling is neutral at the limit.

The GranTurismo has to be one of the smoothest cars on the road, in more ways than one. It is not the fastest, smartest, or best value on the market, but the GranTurismo has panache in abundance. In this car, that’s far more important than cold figures.

Specs

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

BASE PRICE: $114,650

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection
Displacement: 259 cu in, 4244cc
Power (SAE net): 405 bhp @ 7100 rpm
Torque (SAE net): 339 lb-ft @ 4750 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 115.8 in Length: 192.2 in Width: 72.7 in Height: 53.3 in
Curb weight: 4150 lb

PERFORMANCE (MFR’S EST):
Zero to 60 mph: 5.1 sec
Top speed (drag limited): 177 mph

PROJECTED FUEL ECONOMY (MFR’S EST):
EPA city driving: 11 mpg
EPA highway driving: 16 mpg

caranddriver

First Drive: 2008 Aston Martin DBS.Be James Bond at 191 mph

Low, sleek and yet self-consciously aggressive, the 2008 Aston Martin DBS is the ultimate expression of the contemporary Aston Martin.

The 2008 Aston Martin DBS is the car that Aston CEO Dr. Ulrich Bez describes as "thunder and lightning." Aston Martin must achieve the prestige of Ferrari to survive as an influential manufacturer of sports cars, and that means the DBS must measure up against the Ferrari 599 GTB Fiorano.

A Surprising Start
For the DBS, Aston Martin presents you with a plastic controller topped with a crystal, described as an ECU — Emotion Control Unit. (Well, it'll be stainless steel and a sapphire if you actually pay the $265,000.) It slots into the center of the starter button, which then glows warmly red as the 5,935cc V12 comes to life.

This is the same Ford-designed engine featured in the DB9, still assembled by hand in Cologne, Germany. It's been slightly revised for the DBS, and the changes include a taller 10.9:1 compression ratio and a bypass valve in the intake tract that opens at 5,500 rpm to admit more air into the engine at peak rpm. The upshot of this is a 60-horsepower hike in power from the DB9's 450-hp calibration to 510 hp at 6,500 rpm. The torque output remains unchanged at 420 pound-feet, available at 5,750 rpm.

The deep, rich tone from the V12 engine is instantly familiar, now a signature of Aston Martin. Reach out for the shift lever of the six-speed manual transmission (an automated sequential manual will be available later), and slot into 1st gear. The shift action is heavy, as you would expect from a rear-mounted transaxle required to process so much power, yet it's precise and manageable, while the clutch action is light and linear. The DBS might be powerful, but it's not intimidating.

First Drive: 2008 Saab 9-3 Aero XWD

our first clue that something's up on the 2008 Saab 9-3 sedan and SportCombi wagon will be the conspicuous lack of Saab's traditional black body-side moldings. Your second clue is the new face inspired by the Aero X Concept.

To find your third clue, bend down on the ground and have a look underneath. Ya sure, that's a rear differential.

Come January 2008, the 9-3 will apply power to all four wheels. And while it represents a break with tradition, the all-wheel-drive 2008 Saab 9-3 Aero XWD could save this brand from sales obscurity.

Only the Swedes Say It This Way
Saab says XWD should be pronounced "Cross-Wheel Drive." It hardly rolls off the tongue, but this fourth-generation Haldex-engineered system breaks some new ground.

Like other electronically controlled, on-demand all-wheel-drive (AWD) systems, this one has its own computer that talks to not only the AWD system but also the stability control and the engine. The actual torque transfer between the front and rear wheels comes courtesy of fast-acting clutch plates.

At a steady cruising speed, more than 90 percent of engine power still goes to the front wheels. As soon as you dip into the throttle, the XWD brain starts fiddling with the power delivery and sending torque rearward to enhance traction. And in the corners, the XWD brain uses input from the stability control sensors to balance the car's handling by varying power delivery to the rear wheels, and it also raises the threshold at which the stability system will intervene.

What makes Saab's XWD most worthy of interest, however, is its optional rear limited-slip differential. Known as eLSD (electronic limited-slip differential), this clutch-type unit can distribute up to 40 percent of engine torque between the rear wheels. Since it uses both wheel speed and yaw sensors, eLSD can both improve traction on slippery roads and also help hold your line while cornering.

Together, XWD and eLSD will add $2,000 to the bottom line of the 2008 Saab 9-3 Aero sedan, raising its base price to about $35,000. The 2008 Saab 9-3 Aero SportCombi wagon will start at about $36,000 with the XWD option. Other 9-3s, including all convertibles, share the '08 cosmetic changes but remain front-drive only. For 2009, however, the 9-3 2.0T sedan and wagon, which have a 210-hp turbo inline-4, will also get the XWD system.

Didn't Saab Practically Invent the Turbo?
Every 2008 Saab 9-3 Aero has a turbocharged 2.8-liter V6, but the extra $2 grand that gets you XWD also buys you more power. Thanks to an increase in maximum boost pressure from 7.3 psi to 11.6 psi, the turbo helps produce 280 horsepower and 295 pound-feet of torque — increases of 30 hp and 37 lb-ft respectively.

This is a pretty nice engine, with an integrated intercooler, a twin-scroll turbocharger, a forged-steel crankshaft, sinter-forged connecting rods and exhaust manifolds with stainless-steel liners.

The front-wheel-drive Saab 9-3 Aero continues with the regular-strength version of the turbo V6, though it has been rerated 255 hp, an increase of 5 hp.

With either Aero, you have your choice of a six-speed manual gearbox or a six-speed automatic. Saab says a manual-shift 9-3 Aero XWD sedan will accelerate to 60 mph in the low 6-second range.

Entry-level 9-3 2.0T models have the same transmission options, though the automatic has just five forward gears. A sport mode is new for both five- and six-speed automatics in 2008, and it noticeably quickens downshifts.

No Snow in Sweden During Summer
There's actually no snow in southern Sweden in the summertime, so Saab officials had to improvise. Our test loop at the Stora Holms test facility near Gothenburg was one part damp gravel trail, one part dry road course and one part wet autocross course.

This loop isn't a WRC-caliber rally stage, but our manual-shift 9-3 Aero XWD SportCombi sucked us into the experience, permitting early and sustained doses of throttle. In a front-drive 9-3, such behavior would assure spectacular understeer and perhaps a trip into the brush. Therein lies the fun of XWD: If your eyes are up and the steering wheel is pointed in the right direction, you can get away with almost anything.

Aside from engineering a new rear subframe to carry the XWD components and revising the rear-wheel geometry, Saab hasn't made any significant suspension changes for the '08 9-3. Wheel and tire sizes haven't changed either, as the Aero still wears 235/45R17 all-season rubber.

This could be a missed opportunity. The Saab 9-3 Aero XWD remains a relatively lightweight car at 3,288 pounds, only now it has sharp throttle response off idle, an easily adjustable cornering attitude and lots of grip. There's a lot of potential for performance here, and we think Saab should take advantage of it.

All Quiet in the Swedish Countryside
We had a front-wheel-drive Aero sedan with an automatic transmission for the hour's drive from Stora Holms to the fishing village of Lysekil. It took only minutes to reacquaint ourselves with everything we like about the current-gen 9-3 — the light but accurate steering, the quiet and composed ride (especially on ultrasmooth Swedish roads) and the supportive front seats.

Unfortunately, the 9-3's mediocre interior materials continue to be a liability in a price bracket where the standards are set by Audi and BMW.

On the equipment side, rain-sensing wipers, XM Satellite Radio and OnStar telematics are now standard across the board. Midway through the year, Saab will offer an upgraded, surround-sound Bose audio system. Adaptive bi-xenon headlights, capable of swiveling 15 degrees in either direction, are standard for all 9-3 Aeros.

XWD Is the Right Formula
Front-wheel-drive 2008 Saab 9-3 sedans and SportCombi wagons will arrive at U.S. dealers in September 2007, followed by the convertible in October or November. But if you want a car that's really about driving, wait until the 9-3 with XWD arrives in January.

It goes beyond the grip and balance you get with any all-wheel-drive system. The 2008 Saab 9-3 Aero XWD engages your emotions when you're at the wheel. It makes you care that it's a Saab, something not just uniquely different but also uniquely good.

First Drive: 2008 BMW M3

From the moment you prod its starter button, the 2008 BMW M3 surprises you. Its 4.0-liter V8 is quiet — possibly too quiet — and settles to a lazy, subdued burble. It's obviously a very different kind of engine than the inline-6 that powered the old M3, and for a moment you wonder if the gang at BMW M have botched up the world's finest high-performance coupe.

But then you find a clear stretch of road and depress the accelerator. The big V8 takes a giant gulp of air and the 2008 BMW M3 starts to come alive. At first you'll find yourself instinctively changing up a gear at 6,500 rpm, but then the engine's only starting to get into its stride. You find patience and let it rip all the way to 8,400 rpm, when you've got 420 horsepower in full cry.

Now you realize that BMW's in-house performance shop got it right. Big-time right. The 2008 BMW M3 is more than you expect.

A Porsche 911 With Four Doors
Consider this. The benchmark car for the new 2008 BMW M3 has not been the Audi RS4 or Mercedes C63 AMG, but instead the Porsche 911.

Simple logic: If it's good enough to beat the 911, then it will be better than everything else. Gerhard Richter, vice president of BMW M Power, says, "M3 stands for our philosophy; it best describes the M character."

The E92 M3 might be based loosely on the standard 3 Series coupe, but 80 percent of the parts are bespoke. Most of all, it replaces the inline-6 with an all-new 4.0-liter V8. Richter notes, "Our targets were higher revs, more horsepower, yet lower fuel consumption."

The Beauty of Purpose
BMW introduced the M3 Concept at the Geneva auto show in March, but it's only now, in the heat of a Spanish afternoon and on a public road, that you fully appreciate the impact of its styling. While previous M3s have spoken with a modest, unassuming voice, this latest car shouts its extravagance.

Only the doors, the trunk lid and the lights have been carried over from the standard 3 Series coupe. There is also a carbon-fiber roof, and its distinctive weave of fibers is there to see beneath a couple layers of clearcoat. Its role is to reduce the car's weight and fractionally lower its center of gravity. It's a neat trick that's shared with the M6 and is likely to become the new visual signature of the M Power cars.

The roof look attempts to lift this car above the mainstream and make it look like a car that costs nearly $100,000 in Europe (and will cost nearly $60,000 when it comes to the U.S.). Richter tells us, "For 20 years, people have learned to pay for more power, not less weight. But that must change."

Overall, the effect is poised, athletic and purposeful. This car makes no secret of its intent and no excuses for its performance. No one will mistake the new M3 for anything else.

The Message of Power
A thirst for more power has made the switch to a V8 engine inevitable. The 3.2-liter inline-6 in the old M3 had been pushed to its limits and the M Power engineers decided the only solution was to design a new engine from the ground up. Gerhard Richter says, "We aim to offer the best performance for the type of car. We have a V10 for the M5 and a V8 for the M3. If you use one engine for all your cars, you cannot have a perfect car."

The V8's specifications will fascinate engine geeks. Based on the architecture of the 5.0-liter V10 in the M5, the new V8 displaces 3,999cc, features eight individual throttle butterflies (one for each cylinder) and includes variable VANOS control on both the intake and exhaust camshafts. There's even an energy recovery system that uses the energy released when the brakes are applied to power the onboard electric systems. The use of trick materials like an aluminum-silicon alloy crankcase also helps minimize weight so the new V8 is actually 33 pounds lighter than the inline-6 it replaces.

Almost as impressive as the specification are the raw statistics. The V8 generates 420 hp (DIN) at 8,300 rpm and 295 pound-feet of torque at just 3,000 rpm. Moreover, BMW claims that 85 percent of its peak torque is available across a rev range of 6,500 rpm. BMW says it's enough to whisk this 3,649-pound car to 100 kph (62 mph) in just 4.8 seconds, then on to 100 mph in around 10 seconds and finally to an electronically limited top speed of 155 mph.

The V8 is matched with a six-speed manual transmission, as BMW's new twin-clutch sequential manual transmission isn't ready for production and should find its way to the M3 next year. Meanwhile, this engine has a relaxed gait, pulling easily in a high gear from very low revs. Around town, this car's as easy to drive as a regular 3 Series coupe.

Once you step into the gas pedal, the V8 launches the car at the horizon with the sort of midrange rumble that a child might make when simulating a car noise. It's unerringly smooth in the best BMW tradition, but you can't help wondering whether in the switch to eight cylinders, some of the classic BMW character has been lost. Even M Power's Richter admits, "Deciding to replace the six with the V8 was a difficult decision."

The tantalizing, hard-edged bark of the old M3 six that teased and cajoled is no more. And the M3 is poorer for it.

Wheels on the Ground
Although the suspension configuration of the M3 echoes that of the regular 3 Series coupe with its MacPherson strut fronts and multilink rear setup, almost all the components are new and most are made from aluminum to save weight. Also new to the M3 is the M Power limited-slip differential (previously seen on the M5), which is standard equipment. This is tuned to work in conjunction with the Michelin Pilot Sport tires, which feature a compound and construction that's unique to this car. The 18-inch wheels fitted to our test car come as standard equipment, while 19-inch rims are available as an option.

The M3 we drove in Spain also came with BMW's Electronic Damper Control system, which allows the driver to choose among three different damper settings. In the softest setting, this car has an enviable ride quality that is no less accommodating than a regular 3 Series, and it ensures that the M3 will continue to be the consummate everyday sports car.

Yet the M3 has a tougher side to its character, as the stability control system can be detuned or turned off, the throttle mapping can be altered for ultimate performance and the steering effort can be increased. The M3's Jekyll and Hyde persona is underlined by the presence of the M Power button on the steering wheel. At the touch of a button, the car can be programmed to default to its most aggressive settings. This M button says, "I'm in the mood."

It Comes to the Party
In this maximum attack mode, the M3 definitely comes to the party. It changes direction with greater alacrity, is more responsive to the throttle and recaptures some of the spirit of its predecessors. Compared with the larger, heavier M5, the M3 feels lithe and nimble. This is a car that likes to be finessed, but it will also respond to more aggressive, determined inputs.

On a private Spanish racetrack, the M3's natural tendency toward understeer is more evident than it seems on the road, but the grip levels are exceptionally high. And with judicious use of the right pedal, it's easy to coax the M3 into a gentle powerslide that's easy to control.

But it's not perfect. The steering lacks the consistent weighting and tactile communication that a Porsche offers. For a car this rapid, it's not as talkative as it should be. We've also got reservations about the brakes. Our test car was fitted with competition-grade brake pads to cope with track use, but they still faded badly after a handful of hard laps. Meanwhile, the long-throw action of the manual transmission isn't quite what you want, and you need to be delicate with the clutch to ensure a smooth shift.

A Porsche 911 or Not?
The 2008 BMW M3 confuses us a little. Its aggressive looks point to a hard-edged road racer of the old school, and the engineers certainly have set their goals high by referring to the Porsche 911. Yet the new M3's engine and chassis have been tuned for all-around civility, much like the second- and third-generation M3s.

This is an exceptionally able car that's blessed with a superbly executed engine, but there can be no denying that some of the guttural appeal of the old car has been lost. Or at least the guttural appeal of the fully optioned M3 that enthusiasts remember. The 2008 BMW M3 might have the grunt to challenge the Porsche 911, but it doesn't quite have the finesse or the emotive appeal. Indeed, you end up wondering whether it's worth paying such a premium over the brilliant BMW 335i coupe.

Clearly, some of M Power's engineers are thinking the same thoughts. They let slip that a lighter, harder-edged M3 CSL is already in development.

First Drive: 2008 Volvo XC70

There's a well-known saying that involves beauty, eyes and beholders. Normally this is a backhanded compliment. Rest assured we're not suggesting the 2008 Volvo XC70 looks like it wandered into the Ugly Forest and ricocheted off a few trees. On the contrary, it's actually quite handsome.

We're talking about inner beauty, the kind your mother wants you to see in others. Several manufacturers have built reputations on driving dynamics and feature content. But that's flashy beauty. Volvos are better known for safety and their pragmatic appeal, which isn't nearly as sexy unless you're into Swedish homemakers.

The XC70's modus operandi has always been to offer enough visual braggadocio over the straitlaced V70 to catch the wandering eye of consumers in the market for an all-weather, all-terrain SUV, only one that's as safe and practical as only a Volvo can be. Volvo has stuck to the playbook with the 2008 XC70. It's the innocuous, clean-cut do-gooder from next door.

Does This Make Me Look Fat?

We sampled the Volvo V70 and XC70 in Cologne, Germany, and both cars were in Euro-spec flavor. Volvo tells us that the U.S.-bound model won't include some of the European goodies like the active dampers, a diesel or the turbocharged version of the inline-6 gasoline-fueled engine. We do know that the XC70 reaches the U.S. in late fall of this year, a few months ahead of its V70 sibling, and pricing will be announced in early September.

Borrowing heavily from the recently revised S80 sedan, the conventional V70 and the outdoorsy, flannel shirt-wearing XC70 have been designed and engineered to be dedicated wagons, not sedans in disguise. Those fetishists steeped in Volvo's model nomenclature already knew this, but they might not know that the wagon twins ride on a new platform for 2008. It's 4.2 inches longer and 1.7 inches taller, and it rides on a 2-inch-longer wheelbase, resulting in increased passenger space and two additional cubic feet of cargo volume. There are consequences, though, as lots more steel for additional crash protection adds more than 400 pounds to the XC70's curb weight.

Opens Up Like a Centerfold

In the rear, large "Volvo" lettering suggests a prouder character for the new XC70, while taillamps now integrated into the liftgate contribute to a larger, more accessible opening into the loading area. The floor of the cargo area itself incorporates a system of handy, movable tie-down hooks that lie flush with the floor when not in use, plus there's a large lockable storage compartment.

A new interior offers color combinations not available on the V70 and maintains Volvo's waterfall-style center stack, now a trademark design cue for Volvo. The seats are exceptionally plush, if not the last word in lateral support, and are just the ticket for hours-long driving stints. The rear seat is a 40/20/40-folding affair, and in a world's first (Volvo says), the options list includes two-stage booster seats that are integrated into the two outer rear seats.

Familiar yet fresh, the revamped exterior styling continues to reflect the outdoorsy character of previous XC70s. A reduction in the amount of pavement-gray plastic bodywork adds more class, and incremental increases in the crossover's approach, departure and breakover angles improve its go-anywhere driving utility.

It Always Wears Protection

Safety systems are comprehensive. Volvo packs the XC70 with airbags galore, second-generation anti-whiplash head restraints, adaptive cruise control, active headlights, blind-spot vehicle detection and a collision-warning system that flashes lights, sounds an alarm and preloads the brakes for the impending doom. We found that the collision-warning system is overly sensitive in its default mode, Chicken Little-ing during common traffic maneuvers. Fortunately, the system has three driver-selectable levels of sensitivity.

Steering effort, of all things, also can be adjusted by the driver, though it's still too light for us even in its heaviest setting. An ongoing dialogue between the steering and the driver's fingertips does not appear to have been a priority here. Nevertheless, this is at least consistent with the dynamics of the rest of the XC70. Even with the adjustable Euro dampers turned up to their most aggressive setting, the ride is rubbery rather than harsh.

Wearing a Bigger Personality

The XC70 headed Stateside will be equipped with the corporate 3.2-liter inline-6 and six-speed automatic transmission found in the S80 (and the Land Rover LR2, actually). Rated at 235 horsepower at 6,200 rpm and 236 pound-feet of torque at 3,200 rpm, it produces 27-hp more than last year's turbocharged inline-5 and propels the XC70 to 62 mph in a claimed 8.6 seconds. It's a nice engine, but we can think of other straight-sixes with not only more power but also more personality.

The XC70 has enough all-terrain capability to get to a ski resort or your summer cabin. The Haldex all-wheel-drive system sends 95 percent of engine torque to the front wheels in normal driving. If the front tires lose traction, up to 65 percent of engine power can be transferred to the rear wheels. A Land Rover-style hill descent control function has been added, which manipulates the throttle and brakes to limit speed down steep slopes to 6 mph.

This One's a Nester

It's tempting to dismiss the Volvo XC70 as nothing more than a jacked-up V70 with taller, knobbier tires, a kind of station wagon for those who have been enticed by the rough-and-tough SUV persona. There are more than shades of truth to this. Mechanical differences between the V70 and XC70 are practically nonexistent, and half of all XC70s worldwide have been sold in the image-conscious U.S. market.

In reality, however, the 2008 Volvo XC70 offers as much SUV-ness as almost anybody needs, and you don't have to live with all the compromises of an SUV, like too much weight, too little maneuverability and poor fuel economy. Such is the inner beauty of wagons.

source: edmunds.com

First Drive: 2007 Brilliance BS6

Previews

Chinese cars are now on sale in Europe, so we go for broke and try one at top speed on a German autobahn.

Yes, Chinese cars are coming to the U.S. The catch is that no one, not even the Chinese car manufacturers themselves, can provide a clear answer as to when and how. But we wanted to see how a Chinese car fares on real roads—and we wanted to know right now. The opportunity came courtesy of Brilliance Auto, a car manufacturer based in the northeastern Chinese town of Shenyang. If the name Brilliance rings a bell, it’s probably because the company has been licensed by BMW to build and sell 3- and 5-series sedans for the Chinese market since late 2003.

Our test drive would not be in some Brilliance-built Bimmer, but in the company’s very own BS6 sedan (known as the “Zhonghua” in China). To put the car through its paces, we hit a hectic mix of city streets, country roads, and arrow-straight autobahns in Berlin, Germany. Why Berlin? Because Brilliance is the first Chinese manufacturer to take a serious stab at Western auto markets, and distributor HSO Motors Europe has chosen Germany to start its European distribution of the BS6. The smaller BS4 sedan and BC3 coupe arrive later this year, while a compact car, dubbed the BS2, and an SUV are also in the works, part of a plan to meet an annual sales target of 75,000 cars in Europe by 2010.

Anonymous Applies to the Styling as well as the Driving, but not the Price

Arriving early in the morning at Berlin Schönefeld airport, we were fortunately met by an HSO representative. That’s because the BS6 is the poster child for anonymous styling—finding it in the airport lot would have taken us ages despite the fact that the BS6’s lines were penned in the studios of Italdesign. Our guess is that the job was finished before the morning espresso had gone cold. At 192.1 inches long, the BS6 is about the size of a Toyota Camry. Get ready for a shock, because the price is darn close to a Camry’s too. The BS6 is far from the cut-rate economy car many expected to spearhead China’s entry into demanding Western automotive markets. The base 2.0-liter BS6, in “Comfort” trim level, starts at €20,000 (roughly $26,600). The 2.4-liter “Deluxe” model we tested has an estimated price of $31,000. Yikes.

Driving Impressions and Issues

Comfortable, but Extremely Slow

Trying to remain unbiased by the high price, we jump behind the wheel and right into a sea of shiny and cheap-looking plastic. The steering wheel feels oily and the column-mounted stalks brittle. The radio looks like it’s been time-warped from 1985. Being fair, the ergonomic layout of dials and switches is intuitive and easy to learn. Even the fake wood isn’t bad (for fake wood). Twist the key, and the Mitsubishi-sourced 2.4-liter four-cylinder sounds harsh and raspy. Thankfully, once on the move, it loses its asthmatic edge. Initial driving impressions are surprising. The BS6 is a comfortable car in urban traffic; the multilink suspension absorbs bumps nicely and the cabin is quiet. But with just 127 horsepower and 144 lb-ft of torque—and get this, it requires premium fuel—forget about stoplight heroics. Brilliance quotes a leisurely 0-to-60-mph time of 12.5 seconds for the 2.4-liter BS6. With the standard 121-hp, 2.0-liter four, the BS6 takes a glacial 13.8 seconds. Some quick rowing of the rubbery five-speed manual transmission at least kept us ahead of most tour buses and garbage trucks.

At low speeds the steering feels heavy, even if there is very little real feedback. It’s as if the engineers got most of the way there, but final steering feel was decided in a boardroom and not a test-track. Regardless, when it comes to ride, handling, and engine power, the BS6 doesn’t fall on its face. On the autobahn, running at top speed (just over 120 mph), the BS6 tracked straight and true—even if the rev needle was snug against the 6000-rpm redline. The fact that the BS6 didn’t wilt at those speeds proves that Brilliance at least did its homework regarding chassis and suspension setup.

Quality Issues, No Diesel, Terrible Crash Ratings

Unfortunately, Brilliance has a huge list of quality issues that overshadow the car’s driving traits. The stereo sounds terrible, with bass that rattles the doors as if someone was banging a basketball against them. That ugly glob of black rubber—otherwise known as the shifter—got sticky and nasty feeling after about an hour of use. The one-touch power windows didn’t go down with the as-promised one touch. Even the trunk didn’t open smoothly. It took three tugs to get it completely open.

Another problem facing the BS6, especially in Europe, is the car’s lack of a diesel engine. That will be fixed in 2008, when an as-yet-unnamed diesel motor becomes optional. Of greater concern is the car’s lack of safety equipment. There is no traction or stability control, and no side curtain airbags. The BS6 has anti-lock brakes, dual front airbags, and that’s about it. The BS6 received horrible crash-test ratings by Euro NCAP, with side-impact protection deemed to be especially bad. These factors could easily scare off automotive bargain-hunters who might have otherwise given this bland-looking but relatively well-mannered newcomer a chance. Chinese cars have made it halfway to the U.S., but Brilliance should make use of this extended European layover to improve its quality and substantially beef up the list of safety features.

BY NICK KURCZEWSKI
caranddriver.com

First Drive: 2008 Mercedes-Benz C63 AMGIt's the fourth lap and I'm beginning to get the hang of getting the most out of the 2008 Mercedes-Benz C63 AMG

It's the fourth lap and I'm beginning to get the hang of getting the most out of the 2008 Mercedes-Benz C63 AMG.

Nudge the brakes to settle the rear of the car, flick the steering wheel into the corner entry while grabbing 2nd gear with the shift paddles, then turn sharply but not so aggressively as to accelerate the weight transfer, and finally allow the inside tires to mount the painted curb at the apex as we nail the throttle hard.

An early whiff of understeer quickly but progressively gives way to mild oversteer as the 6.2-liter V8's prodigious reserves are unleashed to the rear wheels and the limited-slip differential goes to work, bringing the tail of the car around on the exit as the tires scramble for traction. Keeping our right foot planted on the floor, the slip angle increases until we're grappling with a full quarter turn of opposite lock.

We can't help but laugh out loud as we grab a fleeting glance in the rearview mirror and see a trail of white tire smoke billowing from behind.

No Stability Control Here

The Mercedes-Benz C63 AMG is making a solid impression at Circuit Paul Ricard in the South of France. In fact, we're wondering if the new BMW M3 will be able to match the C63 AMG's dynamic prowess.

It's not the baritone exhaust note or the straight-line speed but instead the precise handling at the limit that marks the new C63 AMG as a far more sporting proposition than its predecessor, the C55. The new C63 goes beyond the conventions that have defined each and every AMG model for the good part of the past decade, adding a welcome degree of finesse to the driving experience.

But that's not to say the C63 lacks any of the unadulterated performance muscle we have come to expect from Mercedes-Benz's storied performance-car division. It still does the old point-and-squirt routine as well as any rival. In fact, AMG's entry-level model is now more rapid than ever, and it gets to 100 kph (62 mph) in 4.5 seconds, a whopping 0.7 second faster than the former C55 — and 0.3 second faster than the forthcoming BMW M3.

The car's top speed has been limited to 155 mph, although C63 customers will have the opportunity to bring 174 mph within reach by ordering an optional Sport package that includes such goodies as the limited-slip differential and a set of spectacular-looking 19-inch wheels adorned with Bridgestone Potenza REO50A tires, 235/35ZR19s in front and 255/30ZR19s in the rear.

Hardware To Challenge the M3

Based on the new third-generation C-Class, the C63 has been equipped with hardware specifically to counter the performance of the new BMW M3 with its V8 engine. Much like the CLK 63 AMG Black Series, the C63 AMG has a wider front track with exceptionally stiff wheel bearings to withstand higher cornering loads. It doesn't sound like much, but as you set off down the road for the first time, you can tell the difference.

With a quicker steering ratio that yields 2.5 turns lock-to-lock, the steering also feels highly accurate, especially straight ahead where it is terrifically precise. You have an immediate impression of greater agility, added response and better feedback.

AMG has also thoroughly rethought its philosophy regarding electronic stability control. Switch off the stability control by holding down the dashboard-mounted button for longer than 3 seconds and now it remains off. Also there's no further electronic intervention when a predetermined threshold is detected, except under heavy braking when the stability control helps to stabilize the front end as you're bearing down on a corner. But once you get back on the power again, the stability control disengages and there's plenty of opportunity for heavy doses of oversteer — not to mention the ability to light up those sizable rear tires when accelerating with gusto from a standstill.

But wait. There's more! The AMG-calibrated stability control has a Sports mode in which the intervention threshold allows the rear end to step out of line without the electronics prematurely dumping power from the engine and applying the brakes. It seems like the perfect solution for those like us who like to explore what the chassis has to offer but also like the idea of stability control working away in the background just in case something goes terribly wrong. Meanwhile, it's best to keep the stability control engaged during everyday driving.

On the Track and on the Road

The C63 feels more fluid and better balanced than the C55 ever was. It is an altogether more satisfying and accommodating car to drive, and it responds to driver inputs with added sharpness and a degree of communication no other regular production Mercedes-Benz model offers. As it approaches the limit, the chassis balance is almost neutral, and the dynamic boundaries are clearly defined thanks to the clear messages coming through the steering wheel. Exceptional body control makes cornering a pleasure.

Heading off the track and onto the roads around the Circuit Paul Ricard in Southern France, we discover the C63's ride is indeed firm, but soft suspension bushings and a good deal of wheel travel ensure it never gets too harsh or noisy even on poor pavement. It is only really when you hit something abrupt that the stiffly sprung underpinnings and a general lack of compliance in the tires combine to send a nasty shock up through the chassis. Predictably, the 14.2-inch front discs and 13.0-inch rear discs help deliver massive levels of stopping power, although pedal effort isn't high.

Aggression You Can See

The C63 AMG is a real head-turner, with the sort of visual potency to match its on-road muscle. The aggressive good looks begin with a heavily reworked front end that receives a unique bumper, with sizable ducts to cool a whole armada of radiators crammed in front of the engine. It is supported by a special twin-blade grille, headlamps boasting special titanium inserts designed to give them a meaner look, and reworked fenders with heavily flared wheel arches.

Toward the rear there are widened rocker sills, a subtle trunk-mounted spoiler, dark taillight lenses, a quartet of chrome tailpipes and a bumper that incorporates a diffuser to draw hot air from the rear differential. It is all set off by a confident stance thanks to a 15mm lower ride height and standard 18-inch wheels.

Aggression You Can't See

The steel hood has a couple of power domes to provide clearance for the crushingly powerful 6.2-liter AMG V8. While the C55's V8 peaked at 362 horsepower, the normally aspirated AMG V8 ups the ante some 95 hp to 457 hp. By comparison, the 4.0-liter V8 in the new M3 kicks out 420 hp.

The new engine really enhances the driving experience. Throttle response is noticeably sharper than before, and the revs build with a free-flowing intensity and then shut down quickly when you lift the throttle (no emissions-related throttle delay here). With torque peaking at 442 pound-feet at 5,000 rpm, acceleration is effortless regardless of speed. Indeed, it pays to keep a watchful eye on the C63's speedometer, as acceleration can be quite deceptive, especially in higher gears where a lack of strain keeps the noise down.

Despite toying with the idea of equipping its latest sport sedan with a new dual-clutch sequential manual gearbox that is nearing production, AMG has once again used its seven-speed automatic with three different modes: Comfort, Sport and Manual. This seven-speed with its conventional torque convertor has been reworked to apply a healthy blip of the throttle to speed downshifts. Under light loads, the transmission swaps cogs seamlessly, but as you dip into the prodigious torque offered by the engine, the shift action tends to become less than smooth.

AMG Brings You More Than Just Speed

While its engine continues to provide heady levels of high-speed entertainment, the 2008 Mercedes-Benz C63 AMG manages to offer much more than pure straight-line speed.

In outright dynamic finesse, the C63 is a far more attractive proposition than the old C55. Indeed, we'd say this car is superior to any other regular Mercedes-Benz model. There's true precision in the way it goes about its business. What's more, it delivers the sort of response you just don't expect from a Mercedes-Benz. In this respect, it is very much a standout.

The big question now is, can the C63 AMG properly challenge the new M3? By week's end we'll be able to give you a subjective assessment, but the real answer will have to wait until later this year when we get a chance to put the two up against each other in anger.

source: edmunds.com

First Drive: 2008 Hummer H3 Alpha

Previews
After two years of lion styling with housecat horsepower, Hummer’s runt of the litter finally gets a V-8 variant, dubbed the H3 Alpha. With 300 horsepower and 320 pound-feet of torque, the Alpha’s 5.3-liter V-8 is the mill the H3 should have had all along. Surprise, surprise—we like it better even though we still don’t love it.

Not Enough Power?

When Hummer introduced the H3, it was steadfast that its new baby had plenty of grunt, although we certainly wouldn’t have used that word to characterize the 220 horsepower of the original inline-five. Still, without admitting fault, the 3.5-liter was hastily bored to 3.7 liters for 2007—and horsepower rose to a still-not-enough 242. We kept bitching.

Why were we being so hard on it, GM wondered? Man, had anyone at the company driven it? On the road? Sorry for being so demanding, but we’ve never found 0-to-60 times in the mid-10-second range to be terribly stirring, especially in this day and age when there are SUVs that can be going a mile a minute from a dead stop in half that time. Granted, most of ’em aren’t worth much off-road, but still….

Is More Enough?

Turns out, even 300 horsepower under the H3’s chunky hood may not be enough. Sure, we were doing our on-road driving at more than a mile above sea level, on high-speed two-lanes between northern New Mexico’s noted (but fabulously unspoiled) Rock Garden off-road area and Durango, Colorado. But even with two aboard and no luggage, the Alpha’s 4900 pounds asked more of the wheezing OHV V-8 than it seemed willing to give. Backing that up is Hummer’s claim that the Alpha hits 60 mph in a just-okay 8.0 seconds. That’s slower than the much larger (albeit much more powerful) 2008 H2, which can hustle its 6650 pounds to 60 in a reasonably impressive 7.8 seconds with a 393-hp, 6.2-liter V-8 and six-speed automatic.

Much of the blame for the H3’s lackadaisical thrust can be attributed to the modest gear spread of the H3’s four-speed automatic, which was retained on account of insurmountable underhood packaging constraints. Hummer engineers admit—begrudgingly—that we’re going to be stuck with it until the next all-new H3 comes along, which won’t be happening any time this decade.

Making Room

Engineers Were Busy

Certainly, said engineers already had enough to do in their efforts to squeeze the longer, wider, and heavier small-block V-8 into the tight engine bay of the H3, designed as it was for the narrower inline-five. Thus, according to H3 chief engineer Lee Visci, parts of the front-of-dash panel had to be moved rearward, and the frame had to be modified so the engine mounting points could be accommodated and a new, heavier-duty cooling system could be installed. The transmission was modified to accommodate a larger-diameter torque converter, and the front anti-roll bar was beefed up to handle the 100 pounds of additional weight.

Packaging of the exhaust system and the application of 2009 emissions controls made it impossible for Visci’s team to achieve the same horsepower and torque figures for their version of the 5.3 as, say, those in other GM applications, such as the 2007 Chevrolet Silverado, where it makes 315 horsepower, or even the ’07 Hummer H2, where it produces 325. “We had to work very hard for that 300 figure,” Visci said. But she added that the team is very satisfied with the results of its efforts, which included a one-third increase in towing capacity to a now-credible 6000 pounds, as well as meeting the same safety standards (specifically for cabin intrusion in severe frontal collisions) as the inline-five model’s.

Off-Road Strength

The Good Part: Even Better Off-Road

Where the H3 Alpha proves nothing short of brilliant is where Hummers usually prove themselves: off-road. Indeed, off-road is where the Alpha’s combination of reasonable size; spectacular wheel articulation; uncanny approach, departure, and break-over angles; and, alas, effortless torque—multiplied by the 4.10 final drive and low-range transfer case—makes a strong case for itself. Climbing up and down the ancient mesas and ravines of the Rock Garden (some seriously gnarly stuff) was so easy a caveman—or even an automotive journalist, for that matter—could do it. Credit must also be issued to the traction enhancement provided by the locking rear differential, without which we might never have gotten out of some of the holes in which we found ourselves. That and the fact that we let most of the air out of our tires.

On the Right Track, but Not Quite There Yet

There on the bluffs, we noted the numerous bones thrown at comfort and style for the $39,260. (That’s $8565 more than a base H3, and the total rises to $43,730 with the H3X bling package.) The window switches are relocated to the door panels (standard across the H3 line), “Alpha” badges and embossments are applied here and there, and all the goodies that come with the normal H3’s Luxury and Chrome packages were made standard. Also added is a silver front bumper that meets new car-to-car crash standards.

Back on the highway, however, we yearned for something more. Yes, the revised steering system adds some much-needed precision to the H3’s straight-line demeanor. But we hoped for less road rumble and more exhaust burble at speed, and the on-road ride remains as brittle as ever, with no changes made to the rear leaf springs. And then there’s that pesky fuel-consumption problem.

We believe Hummer is on the right track with the H3 Alpha, but it would be much better with more gears and less weight. Perhaps when the smaller and potentially more nimble H4 hits the market in 2009 or so, Hummer will finally have a product that makes its drivers just as happy on the road as off.

BY STEVE SILER
caranddriver.com

First Drive: 2007 Alfa Romeo Spider

Alfa Romeo is the Quentin Tarantino of the automotive world. It's been years since either one made something really great, but their fans keep believing that another blockbuster hit is just around the corner.

Just as every Tarantino movie is greeted as the rightful heir to Pulp Fiction, so, too, every new Alfa Romeo Spider is expected to rekindle the spirit of the original Spider of the 1960s, which Dustin Hoffman made famous in The Graduate. There is something evocative about that famous badge and triangular grille that lifts even mediocre cars above the mainstream. Here in Europe, people really want Alfa Romeo to succeed.

The latest 2007 Alfa Spider is no different. When it was unveiled at the Geneva auto show in 2006, it was immediately named Cabrio of the Year, even though nobody outside the factory had driven it. This new Spider, the Alfisti whisper in hushed tones, will seduce a new generation of American customers.

In two years, you will be able to walk into a Maserati dealer in the U.S. and place an order for a 2010 Alfa Romeo Spider, which will celebrate the company's 100th anniversary. Should all of us begin singing La Traviata and sipping cappuccino in anticipation, or is this latest ragtop just another Alfa Romeo that flatters, only to deceive?

Labradoodle Styling

In some celebrity circles, the Labradoodle has become the must-have accessory. This unfortunate canine — a cross-breed of a Labrador retriever and a poodle — is now more expensive to buy than the pedigreed alternative. And like the Labradoodle, the new Alfa Spider has the look of a charming mongrel. Sensationally stylish, but a mongrel nevertheless.

The front of this Spider and its interior have been borrowed from the Alfa Romeo Brera, a handsome coupe styled by ItalDesign, the company made famous by Giorgetto Giugiaro, who has been responsible for cars as disparate as the De Tomaso Mangusta and the original Volkswagen Golf. The rear of the Spider, however, has been penned by Pininfarina, the company associated with Ferrari design.

It's a risky proposition, but like the Labradoodle, the result is strangely appealing. An aggressive snout that gives the car a permanent scowl manages to blend harmoniously with a voluptuous rear. The Spider looks just as you expect an Alfa Romeo should, like an Italianate sculpture with a faint spirit of menace. When it comes to America, this car should definitely turn some heads.

Practical Style for the Interior

The Spider shares its platform with the Brera coupe, and both have a 99.5-inch wheelbase. The convertible measures 173.0 inches from nose to tail and it's 72.0 inches wide. Although the coupe is a compact 2+2, the space behind the Spider's front seats is taken up by a small rear shelf incorporating two lockable cubbies, plus there's the electric-powered convertible top. There is also a good-size trunk, making the Spider a sensible tool for everyday use.

The bulky instrument fascia angles toward the driver in the traditional Alfa style and focuses the eye on a series of circular pods. For smaller drivers, it might all seem a bit imposing, but at least it asserts its own identity. The driving position is good and the leather-wrapped seats offer decent long-distance comfort.

In days gone by, Alfa cabins were put together with all the integrity of an origami giraffe, but in recent years, the company has taken a giant stride forward when it comes to quality. Some of the ergonomics are still a tad curious (the stereo in our test car is outrageously fiddly) but the fit and finish looks good. The interior of the Alfa Spider makes you think this car might just last long enough to become a classic, something no Italian-made convertible in this price class has done in decades.

Here's What Alfa Romeo Has Always Gotten Right

Even in the company's darkest days, Alfa always made great engines, and those fitted to the Spider are no exception. Here in Britain, the Spider is offered with three engines: a 181-horsepower 2.2-liter inline-4, a turbocharged 2.4-liter 196-hp diesel inline-4 and a 256-hp 3.2-liter V6. The last is the engine that's most likely to come to the U.S.

This all-aluminum DOHC V6 with a 24-valve cylinder head and continuously variable valve timing debuted in Alfa's 159 sedan last year. It's called the JTS V6, which stands for Jet Thrust Stoichiometric, Alfa-speak for direct fuel injection. The net product of all this technical trickery is an engine that develops 256 hp at 6,300 rpm and some 237 pound-feet of torque at 4,500 rpm. That's enough power to get the Spider to 60 mph in a tick less than 7.0 seconds on its way to a top speed of 149 mph.

The Spider weighs in at 3,726 pounds, and it's all this weight that leads us to describe the Spider's performance as pleasantly brisk rather than searingly quick. The Spider also guzzles gas. Even so, the V6 sounds magnificent, with a rich melody reminiscent of Alfa's engines of old.

Here's the Disappointing Bit

Let's get straight to the point. The Spider is not a sports car — not even close. This car is half as stiff as the Brera coupe, and on any road surface that's less than perfect, it shakes like an alcoholic in rehab. You can feel it through the steering wheel, through the seats and even through the trim. We'll admit that the Spider feels better than a touring sort of car like the Volvo C70, but it's not good enough for a sports car.

Alfa has wisely decided not to risk trying to put 260 hp through the Spider's front wheels, so all-wheel drive is standard. The Alfa Romeo Q4 system uses a Torsen differential to distribute torque between the front and rear wheels. Normally the split is 43 percent front/57 percent rear, but the system adapts to any wheel slip and can deliver as much as 72 percent of power to the front wheels or 78 percent to the rear.

There's certainly no shortage of grip and the steering is pleasingly direct, but this is not a car to hustle. It's at its best on highways, or through long, sweeping corners, where it can be allowed to settle its weight and work its 225/50R17 tires. At least the ride is supple and it should be adequate on U.S. highways. But the Alfa Romeo Spider is nothing like the Nissan 350Z roadster that it resembles in specification, so hard-core enthusiasts should look elsewhere.

Perhaps Alfa has spent too much time trying to come up with a shape that can rival the Audi TT roadster and BMW Z4, when it should have focused a little more on driving performance. Even the shift action of the six-speed manual transmission feels slightly clunky (an automatic transmission is optional), and the brakes could stand more initial bite and more feel. You will enjoy being in the Alfa for the sound and the style, but not for the speed.

Dear Quentin, What Happened?

In many ways, the Spider is a classic Alfa Romeo. Objectively speaking, this car is not a match for the BMW Z4 or the Nissan 350Z, yet it has more panache than both. The 2007 Alfa Romeo Spider is a car that you will either dismiss out of hand as a triumph of style over substance, or fall in love with, warts and all.

Me? I'll take mine in red.

source: edmunds

First Drive: 2008 Subaru Tribeca - Previews

Previews

Although the availability of a “real” SUV in the form of the B9 Tribeca bumped overall Subaru sales past the 200,000-unit mark in 2006, sales of the controversially styled mid-size SUV were considered mediocre. In response, Subaru has brought out a hastily revised version. The new Tribeca (thankfully, the confusing B9 prefix has been dropped for the 2008 model) features fairly comprehensive front and rear styling revisions, replacing the controversial Alfa Romeo–like cues with more conventional treatments that more closely resemble the Chrysler Pacifica, particularly with the badge set within a band of chrome atop the grille. Perhaps Subaru should have called it the Chry-beca.

Better, however, is the charming flat-six powerplant, which has been boosted in capacity from 3.0 liters to 3.6 liters in the interests of improved performance and economy, with horsepower and torque bumps to match.

Here’s where it gets interesting

The flat-six engine (or H6, as Subaru calls it) is already a tight fit in the Tribeca’s engine bay. Since the H6 is a horizontally opposed layout, any significant increase in crankshaft stroke would result in increases in engine-block deck-height that would make the engine too wide to fit in the existing structure.

The problem was exacerbated by typically thrifty computer-aided engine design, which left minimal space between the engine’s cylinder bores. Subaru calculated that it could safely increase the bore size from 89.2mm to 92.0mm, but that change would have bumped the displacement to only 3191cc. Subaru needed more than that for the performance improvements it was seeking, so it came up with a novel way of increasing piston stroke without raising the cylinder deck height. The answer was an asymmetrical connecting-rod design (which looks somewhat like a lamb chop) that permits the piston to travel farther downward into the crankcase and increases the effective stroke from 80mm to 91mm.

Increasing both bore and stroke has resulted in the 3.6-liter displacement figure, a growth of 0.6 liter, with substantial gains in power and torque. The new engine produces 256 horsepower at 6000 rpm versus 250 at 6600 in the previous engine. Better, however, is the torque peak of at 247 pound-feet at 4400 rpm versus 219 at 4200, and about 180 pound-feet are now available at engine speeds as low as 1200 rpm.

Driving Impressions

Also welcome news, as gas prices climb again, is that various tuning revisions have altered the engine’s octane requirement from premium to regular, promising substantial cost savings to Tribeca owners. And, in spite of the engine’s newfound strength, fuel consumption remains the same as in ’07, according to Subaru, which estimates EPA ratings of 16 mpg city and 21 highway by the EPA’s new 2008 model standards.

During the engineering redesign process—which pared about 10 pounds off the engine’s weight—Subaru altered the cooling system from one where cylinders receive the coolant flow sequentially to one where separate ducts provide each cylinder with its own fresh supply. This more-equal cooling strategy allowed the engineers to advance the spark timing by one degree, yielding six pound-feet of torque in the process.

The overall improvement in torque delivery permitted revisions to the transmission torque converter and shifting strategies, greatly reducing the amount of hunting and downshifting that is considered annoying by current Tribeca owners. The result, says Subaru, is a more flexible and tranquil drivetrain, with improved throttle response, a more flexible operation, and better performance with lower operating costs.

Driving Impressions

It sounds like a tall order, and we got our first chance to drive the Tribeca recently to confirm whether Subaru was blowing sunshine up our bums. What we found is a very well-balanced, stable, and confidence-inspiring ute—just like its predecessor—only faster.

The larger motor is quite prolific, with increased torque all through the rev range, making squirting through the mountains south of Palm Springs, California, a brisk affair. The manumatic transmission makes it easy to keep revs high, where most of the fun is, though we wished for steering-wheel-mounted paddles in addition to the floor-mounted deal. That said, it’s rare that a sport-ute drives well enough to prompt us to shift ourselves, so we’ll consider ourselves fortunate.

Turning the steering wheel is met with predictable response and nice feedback, requiring just enough effort to feel engaging without being exhausting. On the highway, we appreciated the excellent on-center feel. Body motions are beautifully managed thanks in no small part to the low mounting of the lightened H-6. So enjoyable is the ’08 Tribeca to fling about, that if you had your eyes closed, you might swear you were driving the previous-gen BMW X5 3.0i, provided your ears weren’t expecting the whirr of Bimmer’s distinct I-6.


Specs

The Sum-Up

While we welcome the enhanced drivability of the Tribeca, we aren’t convinced the styling is an improvement—indeed, there are several among us who sort of liked the funky, boldly different schnoz of the previous model and are unimpressed with the sanded-down version.

The Jetson-inspired interior is no different—not a bad thing, but we also were reminded of just how tight the Tribeca’s second-row seat is when there’s a third-row behind it (two-row Tribecas have much more space in the back seat).

Perhaps when the Tribeca is completely redesigned, say, in 2011 or 2012, Subaru will remedy the Tribeca’s cramped rear quarters, and finally get the front end right. They got the engine part down, which is an excellent place to start.

VEHICLE TYPE: front-engine, 4-wheel-drive, 5 or 7-passenger, 5-door wagon
ESTIMATED BASE PRICE: $30,150
ENGINE TYPE: DOHC 24-valve flat-6, aluminum block and heads, port fuel injection
Displacement: 220 cu in, 3600cc
Power (SAE net): 256 bhp @ 6000 rpm
Torque (SAE net): 247 lb-ft @ 4400 rpm

TRANSMISSION: 5-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 108.2 in
Length: 191.5 in
Width: 73.9 in
Height: 66.4–67.7 in
Curb weight: 4150–4200 lb

PROJECTED FUEL ECONOMY (MFR'S EST):

EPA city/highway driving: 16/21 mpg

BY JARED GALL AND STEVE SILER
caranddriver.com

First Drive: 2008 Audi Q7 4.2 TDI

Previews

We’re not getting this V-8 diesel here, but we can tell you that the current Q7 flagship lacks soul, and that Audi’s B&O doesn’t stink.

At the tail end of our first drive experience of Audi’s mouth-watering A5 and S5 coupes, we were thrust into the driver’s seat of something entirely different in pretty much every conceivable way: the newly minted Q7 4.2 TDI. Some of us rolled our eyes at this, since this particular oil-burner, positioned as the current flagship of the Q7 line (until the V-12 TDI launches) in Europe, won’t be making it Stateside any time soon. Furthermore, Audi didn’t bring any 3.0 TDIs—which we will get late next year as an ’09 model—for comparison. But we set out to learn a thing or two anyway, as the Q7 4.2 TDI represents the interesting combination of a diesel SUV with a performance bent, and where better to explore the limits of this torquiest of all Audis than on the German autobahn? And so we did.

No surprises

Driving the big diesel Q7 offered absolutely zero surprises. With 561 lb-ft of torque available between 1800 and 2500 rpm, the 4134cc (yes, that rounds to 4.1 liters—don’t ask) turbo-diesel V-8 pulls the Q7’s three tons of metal, glass, rubber, and fattened-up passengers as if tethered to a Lufthansa 747. Audi says the big beast shoots from zero to 62 mph in 6.4 seconds—entirely believable, if a bit cautious. The Quattro all-wheel-drive system’s 40/60 front/rear torque split makes for predictable, tractable acceleration both in a straight line as well as in turns, and the Tiptronic six-speed is fitted with steering-wheel-mounted paddle-shifters, not that we desperately needed them with all that torque.

At high speeds, there is no drop-off in the fun factor. With 326 hp, the Q7 4.2 TDI has no problem maintaining speed and stability while the speedo climbs up into the 140-mph range (gotta love autobahns), offering plenty of passing power when called upon to take to the left lane. (The Q7 4.2 TDI’s top speed is 240 km/h, or about 145 mph). All the while, the interior remains remarkably quiet—not exactly silent as in an A8, but comfortable and conversation-friendly.


Pricing and Power

No soul

What’s missing, however, is soul. The Q7’s direct-injection gasoline motors in the Q7 3.6 and the Q7 4.2, are not only capable, but when pushed, they emit somewhat of a hearty, sexy growl, and by comparison the diesel V-8 feels disengaged, as if there is another pilot aboard taking care of propulsion. Yes, it is quick. Yes, it offers fuel economy (21 mpg average on the Euro combined cycle) relative to the petrol V-8. But no, it ain’t sexy in sound nor fury.

And it’s expensive.

How expensive, exactly? The price is set at 70,500 Euros (about $95,500) in Germany—3300 Euros more dear than the 4.2 petrol V-8—thus, the diesel is positioned as the Q7 flagship. In America, when we get the smaller 3.0 TDI with its 240-hp, 370 lb-ft V-6, we can expect about a 10-percent price hike above the Q7 3.6. There are no plans to bring us the big oil burner.

No V-12 for us

What about that Q7 with the monster 5.9-liter V-12 TDI that Audi said back at last January’s NAIAS that we could get as early as next year? Well, it ain’t gonna happen here, according to Audi of America’s latest assertions. Why not? Same reason we won’t get the 4.2 TDI: evidently we Americans still don’t see diesels as suitable powertrains for truly premium vehicles. Not even with 493 hp and 738 lb-ft of torque, which would have helped the Q7 hit 60 in the mid-five-second range and peg a top speed of 155 mph.

For what it’s worth, the engine is still being developed for eventual introduction to the European market, but there is no official word as to when it might be taken out of the oven. Don’t look for it until at least 2009.


Bang & Olufsen Sound System

First ever B&O sound system in an SUV

In the meantime, something we can look forward to in U.S.-bound Q7s is something that sounds far more fabulous than any diesel engine we’ve ever heard: the Q7’s new Bang & Olufsen speaker system that will make its debut on the options list later this year. Like that found in the A8/S8, the sound system sends more than 1000 watts through 14 strategically placed speakers, each of which is powered by its own amp (yes, that’s 14 amplifiers).

Also like the A8/S8, the Q7 accommodates a pair of nifty pop-up tweeters near the base of the A-pillars that, through their 180-degree “acoustic lenses,” make true stereo sound for passengers regardless of seating position. Altogether, it does a remarkable job of dissecting tracks and distributing music in a simulated three-dimensional fashion, although the B&O system does not play DVD-A tracks (i.e.: audio DVDs).

When it becomes available on the Q7 this fall, expect a price of $6300, which is what it costs in both the A8 and S8.

BY STEVE SILER
caranddriver.com

First Drive: 2007 BMW M6 Convertible

Previews

Too much equals not enough? The pricey, portly M6 ragtop trades speed for sex appeal.

BMW hasn’t had it too easy from us recently. The Bavarian masters of driving arts once had an easy ticket to a first-place finish in virtually every comparo they entered. But then came iDrive, then active steering, and then everyone’s favorite “whipping tech,” the sequential manual gearbox. You could argue that those technologies, in many cases, created as many problems as they solved, at least from the purist’s point of view.

A brighter spot came in the form of the 2006 BMW M6 coupe, a 6-series coupe made even more salivating with zoomier styling, a sexy carbon-fiber roof, and one of the most delicious engines on God’s green earth: a race-bred, heart-pounding, high-revving 5.0-liter V-10 producing an incredible 500 horsepower at 7750 rpm and 383 pound-feet of torque at 6100 rpm. So prolific is the engine that not even the entire alphabet’s worth of techno-acronyms could keep the fun away. Then came the new convertible version—whoo-ee! What could be better, right?

Looks to Kill, Comfort to Thrill

Our tester showed up in the M6 coupe’s “feature color,” Indianapolis Red, a metallic crimson that looks no less fetching on the convertible, even with its black convertible top raised. With a smiling, M-specific front bumper topped by 6-series brooding headlamps, there is something deliciously ironic about the front end of the M6. Down the bodysides are sill extensions and, of course, fender vents with M6 badge inlays. In back, the rear apron is sculpted to match the front end and also to accommodate the quartet of fat exhaust tips through which the V-10 sings its high-pitched song (a song that, incidentally, is easier to hear than in the closed-roof M6).

The M6’s interior is no less intense. The optional carbon-fiber center-stack trim on our tester—the best $300 you can spend, we feel—glistened in the sunlight, and pretty much everything else that wasn’t aluminum was covered in Indianapolis Red and Black Merino leather. We’re still no fans of iDrive, but at least the M6’s pivoting display didn’t get washed out in the sunlight as with so many such systems on other cars.

The front seats are wonderfully supportive, although even at an as-tested price of nearly $116,000, they lacked the active side bolsters found on the M5. The M6 also could benefit from an extra cup holder (it comes with only one), more spacious back seats, a truly usable glove box, and an HVAC system that can keep up with the torrential top-down windstorm that occurs when speeds climb toward (or, um, past) legal highway speeds.



Performance

Heavier, Slower

At a claimed 4400 pounds, the M6 convertible is an eye-popping 500 pounds heavier than the dimensionally identical, carbon-fiber-topped, 3908-pound M6 coupe. Yep, you read that right: 500 pounds. This could explain why, even with the sequential gearbox on its quickest setting and the power button activated (more on that later), it seemed more difficult to get the M6 convertible’s sticky 285mm-wide rear tires to chirp as easily on takeoff (and even during first-to-second gearchanges) as it does in the 300-pound-lighter M5 (to say nothing of the featherweight M6). This also may account for an even greater feeling of mass than in either of the M6 convertible's plenty hefty 500-hp siblings. BMW says the ragtop’s 0-to-60-mph time slips just 0.1 second compared with the M6 coupe's, which, based on our testing of the M6 coupe, would put the convertible at 4.2. We didn’t get a chance to test the convertible, but it certainly didn’t feel as if the two variants would be so close.

So what accounts for all that heft? As with the entry-level 6-series convertible, the 650i, the structure has been reinforced in numerous places to retain structural rigidity, leaving it with numbers quite close to those of the closed-roof car. Impact protection—side and rollover—was addressed in the form of reinforced structure, pop-up roll bars, and a reinforced A-pillar and windshield header. And, of course, all those motors controlling the convertible top account for a bunch of pounds, too.

That having been said, taken on its own (i.e., not comparing it with the overachieving coupe), the M6 still feels quick. Indeed, 4.2 seconds to 60 is far from slow. And it shares the M6’s 155-mph top speed. Although we’re getting no more used to SMG, we do love the ease of use of the sexy paddle shifters. Even better news: A regular shift-it-yourself six-speed manual has recently become available on all M5 and M6 models.

Still a Dancer

For all that weight, what seems unchanged from the seat of the pants is steering feel. Turning the wheel is met with scalpel-like precision and perfect weight that increases with speed. Highway stability is as sure-footed as, well, you might expect a 4400-pound BMW to be, and with the adjustable dampers set on comfort, ride quality is almost plush. Set on the sportiest setting, however, the ride becomes brittle, although directional changes are quick and deliberate and body roll is quashed. At that point, you might want to try steering with your right foot as opposed to your hands (providing you’re in the northern part of the rev range).


Price

Then there are those fabulous cross-drilled, pie-plate brakes, which are tremendously powerful and seem not at all concerned with the convertible’s extra quarter-ton. What’s more, properly programmed, the M6’s stability-control system can be wonderfully unobtrusive, even when not “deactivated,” although given the car’s formidable size, we didn’t find ourselves pushing its limits unless there was plenty of wiggle room in case something went afoul.

All told, we found the M6 ragtop entertaining. Like that fat girl at your high school prom who could dance all the way “down, down, down” to the ground in “Rock Lobster,” we were left amused, if not aroused.

A Trade-off not Everyone Would Make

Which brings us to the bottom line: with a base price of $108,675 (six grand more than the hardtop), the M6 convertible really should leave us salivating as much as the coupe does. Making matters worse was its as-tested price of—yee-ouch—$115,770, in which state our M6 convertible came missing several features that we believe ought to have made an appearance, including radar cruise control (even though we wouldn’t have liked it), curve-following headlamps, and ventilated seats.

Thus, we believe that for some—including many of us at Car and Driver and, we suspect, many of you—the added glamour of al fresco motoring might not be enough to offset the compromised performance and added cost of the convertible M6 versus the coupe.

Still, we wouldn’t kick it out of bed for eatin’ crackers.

BY STEVE SILER
caranddriver.com

First Drive: 2008 Cadillac STS V-6

Previews

Cadillac’s mid-cycle refresh of the STS doesn’t include a 16-cylinder engine, but it gets a much-improved V-6, anyway.

When we first reported on Cadillac’s refreshed 2008 STS from the New York auto show, we quoted the new base engine—a 3.6-liter DOHC direct-injection V-6—at 298 horsepower and 268 lb-ft of torque. Since then, four more of each have been found, bringing the totals to 302 and 272, respectively.

That’s just 18 fewer ponies than the optional 4.6-liter Northstar V-8, while the V-6 model will likely cost some $9000 less. Nine grand for 18 horsepower!? That rivals some of the deals you’ll find on Shelby Mustangs.

More power, more refinement, more mpg, more gears.

We are strong advocates of increasing power in all engines, but this is not an issue we take lightly. Engines can not be merely stronger; we also prefer them smooth and considerate. In this, the STS delights, being noticeably more powerful—up 47 hp and 20 lb-ft on the powerplant it replaces—as well as higher-revving (7000 rpm vs. 6700), better-sounding, and marginally more fuel efficient. All that on regular fuel, too.

Attached to that new engine is the six-speed automatic from the STS V-8. Combined with the more powerful 3.6, the duo is good for 0-to-60-mph sprints in a claimed 6.5 seconds, a projection we consider fully doable after our first contact with the car.

Like we mentioned in our New York coverage, the 2008 STS receives a new grille inspired by the Sixteen concept. Elsewhere, the exterior gets all jeweled up with chrome door handles and trunklid trim plus fender “air extractors” that don’t function since air can’t pass through solid plastic. They look nice, anyways.


Updates

It won’t park itself, but it can make small changes.

Interior updates include a new, more sophisticated instrument cluster that looks much richer than those in past cars, as well as revised detailing on the center stack, and a new steering wheel, slightly smaller than the one it replaces. Unfortunately, nobody thought to soften the edge of the center console, which still bruised our knees after just a few hours of driving.

The new steering wheel directs the other headliner of the STS refresh, active steering. In this, a small actuator between the steering wheel and the front wheels works in conjunction with other stability control aids and is capable of adding up to 12 degrees of steering input in order to optimize maneuverability in adverse conditions.

During our drive at GM’s Milford Proving Grounds, we were able to conduct an emergency lane-change procedure on a wet tile surface that does a frighteningly good job of approximating the traction you’d have driving on ice. The Cadillac was easy to place and control on such a slippery surface.

The STS’s steering is also updated with a variable-ratio rack, which allows for quicker steering at low speed—less cranking in parking-lot maneuvering—and slower steering at higher speeds, so a freeway sneeze won’t tuck your Caddy under the rear axle of that tractor-trailer in the next lane. With all this gadgetry attached to the front wheels, we expected the steering feel to all but disappear, but were pleasantly surprised to find a positive connection to the road with wonderful weighting. Our only complaint is a slight twitchiness when encountering bumps just off center.

Adding to the STS’s newfound steering confidence is the Sport Package formerly found only on V-8 models. Available on V-6 cars starting in 2008, the package features Brembo brakes and 18-inch wheels wrapped in Michelin Pilot Sport rubber. While we appreciate the larger wheels, the only real benefit of the larger brakes is better fade resistance, and we can’t say we know many Cadillac owners who will even understand what that means.


Safety Features

Oh, for cryin’ out loud. Keep your high-tech in the engine bay, please!

As pleased as we were with the STS dynamically, we were troubled to learn that it is headed in a technological direction we wouldn’t even wish on Ralph Nader (but only because he’d probably enjoy it). On each side mirror is a small icon of two cars, one apparently overtaking the other. See where this is going?

“Side Blind Zone Alert,” is what Cadillac calls its version of Volvo’s Blind Spot Information System, or BLIS. Instead of cameras mounted below the mirrors with an indicator light in the A-pillar, as on Volvo’s system, the STS’s SBZA (not quite as catchy as BLIS) uses radar and illuminates a small icon on the mirrors.

As much as we dislike these systems, Volvo’s is at least easy to see. Their light is big and placed inside the cabin, whereas the STS’s system is a small icon easily washed out by sunlight. We had to look at the mirror so intently to see if the icon was illuminated, we might has well have just turned our heads a little further and manually checked our blind spots.

But, you might say, turning our heads that much further might cause us to wander out of our lane! No, no, no, for two reasons. 1. We’re trained professionals (in our own minds). 2. Bundled with SBZA on the 2008 Cadillac STS is a lane-departure warning system that warns of crooked driving with a flashing dashboard indicator and three audible beeps.

How we wish someone at Cadillac would have taken to heart our “Five Annoying Safety Technologies” story, although maybe then they’d be waiting for us by the bike rack with a sock full of nickels. The lane-departure warning, at least, is among the least intrusive of its kind. Whereas Infiniti’s system in particular warns of your impending doom as soon as the car strays an inch from the center-line of the lane, Cadillac’s waits until the car is almost on the lane lines before speaking up. Fortunately, both the blind-spot alert and the lane-departure warning are quickly and easily deactivated.

Finer than the German cars?

Other than these few small technological nits we would simply not pick on the order form, the 2008 Cadillac STS is a vast improvement over the 2007. Expect ever-so-moderate price increases over ’07 stickers ($43,135 for a V-6 and $52,555 for a V-8). Is this STS the one to knock off the luxury sedan leaders? Our initial impression is a hesitant maybe. The materials in the interior are not quite up to par, and some of the switches and buttons lack the precision feel of the competition, but the new base engine and improved steering make compelling arguments for this Caddy.

BY JARED GALL,
caranddriver.com