First Drive: 2010 Jaguar XFR, XKR and one of the best V8s on the market

About 20 minutes after heading south towards the Mediterranean, traffic on our four-lane roadway stops abruptly. The bus we have just passed pulls up on our right and an officer is standing in the middle of the roadway, waving the morass of motorists through – until we reach the head of the pack. He points at us, then motions towards an unpaved turnout where a handful of squad cars are accompanied by a dozen police officers.

We pull the white, droptop XK into the dirt lot, twist the rotary shifter into Park and within seconds we're being berated by a young officer with "CADET" embroidered across his upright baseball cap. Our French is about as good as our Klingon, so after realizing we don't speak the native tongue, he snatches our documents and leaves us to stew.

A few minutes pass, at which point an older officer approaches and asks in perfect English, "Do you know why you are here?" We tepidly shake our heads as he informs us we were doing 60 km/h in a 40 zone. Our wallet recoils in horror as we remember the advice given to us earlier in the week: "The police in France are very strict about speed limits. The fine can run upwards of 1,500 euros (a little over $2,000) and it is payable on the spot." Just as thoughts of frantic phone calls, maxed-out credit cards and the atrocities that await us in a Parisian jail cell begin to flood our minds, the officer cocks his head sideways, realizes we're a pair of dimwitted Americans and simply says, "Please be more careful."

So begins our time with the foursome of Jaguar's newest offerings, and we haven't even sampled the 510-horsepower XKR and XFR yet.

Jaguar's managing director, Mike O'Driscoll, admits it's been, "a traumatic ten years" for the brand. Aging, lackluster products and a poorly implemented marketing strategy conspired against the automaker and it quickly fell off the radar of both German brand refugees and Jag's most ardent devotees. But last year's introduction of the XF proved Jaguar was poised for a renaissance (Tata takeover or not) and O'Driscoll's posture straightens and his chin tilts upwards when he says, "We're making Jaguar Jaguar again." And 2009 is Jag's coming out party.

The all-new XJ is due to be revealed next month and go on sale this December, and for the 2010 model year, Jaguar has added two new high-performance models to the mix – the XFR and XKR – along with upgrading the powerplants in its shapely sedan and arresting (pun intended) coupe/convertible.

2010 Jaguar XF

Both the naturally aspirated and supercharged 4.2-liter V8s are gone in the U.S. market for 2010, and in their place is an all-new, Jaguar-developed 5.0-liter direct-injected eight-pot putting out 385 hp and 380 lb-ft of torque. Jag's codename for the revised mill is the "AJ-V8 Gen III," but don't let that fool you – only two parts have been carried over from the outgoing engine – and one of them is a screw.

Fitted to both the 2010 Jaguar XF and XJ, the 5.0-liter V8 is a torquetastic wonder of modern machinery that utterly transforms both the sedan and coupe. With peak twist coming in below 2,500 rpm, a judicious mash of the throttle elicits a wave of torque that's as flat as the Salar de Uyuni and best measured with an EKG.



Channeling both the XF and XK's newfound grunt to the rear wheels is a revised six-speed automatic gearbox with uprated internals to make better use of the mill's inflated torque. Gear selection is controlled by either the reworked, shift-by-wire computer or through the steering wheel-mounted paddles, each of which delivers some of the most crisp, immediate shifts this side of a dual-clutch 'box and one of the most intoxicating throttle blips known to man. Our only complaint centers on the traction control system which, even when engaged in Competition mode by pressing the checkered flag button on the transmission tunnel, cuts in far too soon for our tastes. Completely disabling the electro-nanny requires the driver to depress the same button for 12 seconds, something we're not inclined to condone when blasting across the narrow, unfamiliar byways draped over Southern France's majestic mountains.

But we just can't help it when we get behind the wheel of the XFR.

2010 Jaguar XFR

In a nod to Jaguar's tradition of making its hottest models barely distinguishable from their staid, stock counterparts, the XFR exhibits the sort of passive-aggressive demeanor normally reserved for sadistic seven-year-olds and scorned felines. The front fascia's been augmented by a set of gaping, chrome-lined air intakes, the mirrors have been shaved in size, the side sills have been extended, a rear spoiler joins a quartet of polished tailpipes and hood vents emblazoned with "Supercharged" match the XFR-specific 20-inch rolling stock.



The interior revisions are equally subtle, with 18-way adjustable sports seats, dark oak and mesh aluminum inserts, R badging on the seats and a choice of either London Tan or Redzone leather, the latter of which looks absolutely striking with the R-only Kyanite Blue exterior.



The muted determination of the exterior and interior matches the XFR's driving experience beautifully. With the rotary (and gimmicky) JaguarDrive Control set to "D," the hotted-up XFR exhibits none of the trashiness you'd expect from a 500+ hp sports sedan. But that can work both ways. While the BMW M5 may be an awkward handful when meddling around town, there's a sense of occasion every time you slip behind the wheel. The XFR simply feels like its naturally aspirated counterpart... until the Renault in the left lane moves out of the way and – as the Brits would say – you give it the beans.

The Roots-type, four-rotor Eaton supercharger sucks sacrificial oxygen molecules through the duo of water-cooled intercoolers and delivers a kidney-punishing 510 hp and 461 lb-ft of torque. The blown 5.0-liter blends the perfect balance of low- to mid-range torque and upper-end horsepower, landing squarely between the aforementioned high-revving M5 and the executioner-style twist provided by one of Mercedes-Benz' AMG-fettled offerings.



Equally endearing is the XFR's ability to walk the steering and suspension line between BMW's directness uber alles and Mercedes' and Audi's penchant for numbness. The connection between the helm and the front wheels is in a class the boys from Bavaria obviously skipped, allowing minor course corrections to be made at speed without threatening a shunt into the weeds, while still delivering enough information to engage, but avoid overwhelming, the driver.

The majority of that connected sensation is thanks to the adaptive dynamic technologies Jaguar employed on the XFR – equipment that is now standard on the XK. The system tweaks the damper rates 100 times a second to maintain a constant and level attitude based on steering, throttle and brake inputs, and combined with the Active Differential Control, which integrates with the DSC system and features true active locking – not a brake-based setup – the XFR is a dynamic coup for Jaguar. It may not be as rewarding or taut as some M- or RS-badged products – and its muted exhaust won't set your auditory senses ablaze – but give the XFR an open road and a blank check (made payable to the local constabulary), and you'll be amazed at its ability to consume countless kilometers with the kind of ease Jaguar was once known for. And with the XKR, that formula creates a perfect party for two.

2010 Jaguar XKR

Like its four-door stablemate, the XKR is another stylistic balancing act that errs on the side of aggression. The new front bumper compliments the chrome mesh nestled within, and the hood louvers and quad exhaust assure that only Jag aficionados can identify what breed of coupe just blew past. The interior features the same shift selector, heated and cooled front sports seats (with ample bolstering) and a black alcantara headliner that begs to be stroked while stopped at traffic lights.

However, unlike the XFR, which feels like a fullback who's been forced to take yoga, the XKR is more refined and supple; a half-back who enjoys ballet as much as giving the stiff arm to a defensive lineman.



With the supercharged V8 mounted closer to the firewall and a wheelbase that's some six inches shorter than the XF, the XKR jukes and jives with the confidence of a GT peppered with a few tricks pulled from the sports car segment. The dynamic systems carried over from the sedan -- along with the brakes, which proved fade-free after miles of flogging – feel even more at home on the coupe, providing an experience that's both fluid and firm, and is sure to put the hurt on more expensive grand-tourers-turned-sports coupes, including the Aston Martin V8 Vantage. Whoops.

But where the XKR falls flat is price. Starting at just over $100,000, Jaguar's hottest coupe doesn't make a compelling case for itself when the good bits – specifically the dynamic suspension – are standard on the entry XK, and the new 5.0-liter V8 is just... well... damn near perfect for a daily driver and back-road enthusiast. Throw the XFR into the mix, however, with a starting price just south of $80k and a pair of usable back seats, and the choice becomes even more clear. We'll take ours in blue, with the red leather interior and a better awareness of French traffic laws.

[Source: Autoblog]

GM to declare bankruptcy before markets open, chief restructuring officer named

General Motors' bankruptcy endgame appears to be at hand, with word coming out that the automaker will indeed file for Chapter 11 protection early on Monday morning, which in turn is expected to trigger $30.1 billion in U.S. government loans. That funding will arrive on the heels of the $19.4 billion GM has already received since late last year, and Canada is expected to chip in an additional $9.5 billion. In exchange for that $30.1 billion in financing, Capitol Hill will receive a 60% share of GM, while Canada's investment will reportedly net it a 12% stake.

In related news, Automotive News is reporting that GM will appoint Al Koch to a newly created chief restructuring officer post. Koch, a corporate turnaround expert, has already been working with GM since January through his advisory firm, AlixPartners LLP. According to AN, Koch will oversee "bad" GM – that is, the liquidation of assets deemed to be dead weight in the drive to a leaner, more competitive GM (think: Hummer, Saturn, Saab, etc.). Recently minted GM CEO, Fritz Henderson, will continue to lead the corporation and, of course, all warranties will continue to be honored.

As part of the Chapter 11 bankruptcy proceedings, GM will see its stock-trading ticker removed from the Dow and S&P 500 on Monday, with those who have still been stubbornly holding on to stocks effectively losing everything.

President Obama will address the nation on GM's historic bankruptcy beginning at 11:55 a.m. EDT, with Fritz Henderson slated to address media members at around 12:15 p.m. in New York.

[Source: Automotive News]

Hamann does its thing to the new BMW 7 Series

The arrival of the new F01 BMW 7 Series means that aftermarket companies have a new toy upon which to apply their talents. Enter Hamann, the German tuner with a penchant for Lambo-dooring, among other things. Thankfully, the firm's workup of the all-new 7 Series leaves the factory door hinges intact, but that's about it. A new aero kit makes the big sedan less vanilla-looking with updated fascias, skirts and spoilers on both the rear decklid and roof. Naturally, a lowered suspension is offered, which, when combined with a selection of new wheels and the aforementioned bodywork, gives the über-Bimmer a nastier stance. Inside, Hamann will fully customize the cabin appointments to your taste, or lack thereof. The Hamann 7 Series isn't necessarily all show, either -- an available sport exhaust upgrade for the 730d bumps power by 45 horses for a total of 290. Hamann's unlikely to stop with this batch of initial offerings, so more extreme modifications are probably inevitable. Just resist that primal urge on the butterfly doors,

[Source: Hamann]

Bailey Blade prototype expected in October

Remember the Bailey Blade coupe being created by Neal Bailey in his Texas garage? Not only is Neal still at it, but he tells us he'll have at least one, possibly three, prototypes ready for testing in October. That's a big change in status from the last time we checked in on Neal in November. Back then he was having serious funding problems but was keeping the dream alive by soliciting small investments from enthusiasts.

Seven months later, things are much sunnier for what's now known as BXR Motors. Neal has moved the project out of his garage to a much larger facility at MotorSport Ranch in Cresson, Texas; hired a consultant to help work out a business plan; and, most importantly, attracted a private investor, which has allowed Neal to focus on the car's development full-time.

"Getting an investor has not changed development process of the Blade at all," Neal told us via email. "However, developing a business plan and strategy has greatly educated us in the world of business and venture capital investments. There is a great deal to learn as developing a business plan like this is almost as difficult as developing the car itself. The business plan and marketing strategy has helped us to focus on making sure that we succeed. It forces you to take a deeper look into the project and apply real numbers to see if this dream will produce real profits. As for pressure from our investor, there has been little involvement. The investor has seen our plan and the engineering behind it and simply wants us to succeed."

Neal says with the investor's funding, he has confidence he'll have at least one -- hopefully three -- Blade prototypes ready by October for road testing. Neal has stayed true to the original design, applying just a few tweaks to update the look.

The first alteration Blade followers will notice is the glaring absence of those chrome side pipes. His latest renderings show four rear exhaust outlets, but he says fans of the side-exit exhausts needn't worry. The rear-routing of the pipes is for customers and municipalities that still think side exhausts are dangerous.

Neal was also forced to rework the rear taillights due to a sourcing issue. "Those were a design pain for me since the beginning," Neal tells us. "I always intended the car to have simple round tail lights, but could never find anything that I liked. It's amazing but it's actually difficult to get modern round taillights. So after many months I finally found what I was looking for but it required me to change up the back end a little."

This wasn't as big of an issue as one might expect, since he had already decided to stretch the whole car 4 inches. The extra length meant the original car's lines didn't flow as well, leading to the new, more aerodynamic back end. Also missing from the new design is the mid-line ridge that ran through the doors.

"The midline on the doors was something I added to break up the space a little," Neal said. "However, after looking at it more, I felt it was only adding clutter to the overall lines of the car. I always intended this car to have a slightly retro feel but with very clean lines. When I developed the car, I wanted every part to have a function and purpose. Therefore, every hole, vent, intake, splitter and diffuser all serve a function. It drives me nuts when I see a new sports car, and you go to look into the vents or scoops only to find a plastic blank. I feel cheated every time I see that."

Which brings in to question a couple of photos on the BXR Motors' Web site showing the Blade sporting a huge rear wing. "Yes one of the images does show the car with a huge rear spoiler, this is to represent a possible track edition and what it would look like."

Last March, Neal told us he hoped to sell his muscular roadster for between $50,000 and $80,000 depending on options. Since then, reality has set in and as his costs have grown, so has the projected asking price.

"Yeah pricing is always an issue," he said. "I intended to keep the Blade as affordable as possible and still do. However, in the beginning the price was just a projection. Now that we have gone though our business development and have a clearer picture of building materials, facilities, employees etc. This all factors in to our current price range in order for us to be profitable. We feel even at a price range around $100K this keeps us out of the super car market, where everything is $250K and up."

Ouch, that's quite a jump in price. But how many other cars are available that allow you to actually watch the design process as it happens?

"What we are doing is not really all that uncommon, but it's how we are doing it and our willingness to share it with the world -- that is unique," Neal says. "Most cars are developed in secrecy, and I decided to approach this differently. Instead of hiding the project I wanted to share it with the world to show just how it can be done, and not only building the car but also building a successful company around it."

Plus, Neal says the initial production run will be limited to only 50 cars. Which means you'll likely be the only Blade owner in town.

Neal says that if he meets the October deadline for having the prototype ready, and all goes well in testing, BXR Motors will begin taking orders pretty soon thereafter. We'll be sure to have another update around that time to see how things are going. Until then, don't forget to save us a seat, Neal.

BMW introduces exclusive M3 Edition models

It's difficult to make the new BMW M3 even more appealing, but that's exactly what the boys from Bavaria are trying to do with the new M3 Edition models. The limited run of 2009 M3s feature a choice of four bespoke paint schemes – Alpine White Non-Metallic, Black Non-Metallic, Dakar Yellow Non-Metallic or Monte Carlo Blue Metallic – along with a black-finished twin kidney grille, fender vents and mirror caps. Body-colored side-mirror bases and darkened chrome quad exhaust tips round out the exterior mods, and things get even more individual inside.

The interior benefits from a center console and armrests finished in white on the Alpine and black models, with "Carbon Structure Leather" trim and black Novillo leather seats, each complimented with white stitching. Vertical white trim adorns the back-rest and leg-rest, while the yellow and blue models get matching interior trimmings, and all Edition models feature both a numbered plaque and checkered flag door sills.

The only "performance" modifications are a suspension dropped by 10mm (0.4-inches) and Edition-specific forged, 19-inch double-spoke wheels, available in either black, brushed metal or – on the white, black and blue models – polished spokes with contrasting white highlights. Sales will begin this July and will only be available for a six month term.

PRESS RELEASE

Supreme Performance, Exclusive Style: The BMW M3 Edition Models.

Powerful, aesthetic design, supreme performance and exclusive style – the unique characteristics of the BMW M3 are now available in highly attractive Edition Models focusing on the most outstanding highlights of these outstanding cars.

Based on the BMW M3 Coupé, the M3 Edition Models offer a choice of no less than four highly individual cars boasting perfectly harmonised modifications in body design and interior features as well as special light-alloy wheels and an even lower chassis.

The BMW M3 Edition Models will be entering the market worldwide in July 2009 in Alpine White, Black, Dakar Yellow, and Monte Carlo Blue. In the interest of supreme exclusivity their production period is limited to just six months.
Individual highlights both outside and inside.

On the BMW M3 Edition Models the exterior paintwork and interior design are individually matched to one another. Depending on the respective Edition model, the body comes either in Alpine White Non-Metallic, Black Non-Metallic, Dakar Yellow Non-Metallic or Monte Carlo Blue Metallic. The combination with BMW Individual High-Gloss Satin Chrome accentuates the truly sophisticated character of the Edition Models.

The openings on the engine compartment lid on all models are finished in black, the BMW kidney grille, the side gills and the dual tailpipes on the exhaust system come in dark eloxy-plated chrome. The caps on the special BMW M exterior mirrors are likewise finished in black and are connected to the A-pillars by dual arms extending out of the mirror base finished in body colour.

Special colour highlights add an individual touch also to the interior of the BMW M3 Edition Models. The surfaces on the centre armrest, the centre console and the armrests on the door panels are finished in White on the Alpine White and Black models. At the same time these Edition Models come with interior trim in Carbon Structure Leather with white contrasting seams. The seats in Black Novillo Leather feature bespoke contrasting seams as well as vertical trim stripes on the upper section of the backrest and at the front of the legrest. On the Alpine White and Black models, these features come in white, on the Dakar Yellow and Monte Carlo Blue models they are in the appropriate exterior colour.

As a further feature the armrests and door closing handles at the inside on the Dakar Yellow and Monte Carlo Blue models come with yellow and, respectively, blue contrasting seams. And last but certainly not least, entry trim bars in Checkered Flag Design bearing the "M3" model designation give all Edition Models yet another highlight.

Special rim design and lowered suspension.
To optimise the looks of the car, all four Edition Models come with specially designed light-alloy rims and a unique suspension: On all models the 19-inch forged M light-alloy rims in double-spoke design are available either in black or in the classic rim colour. And on the Alpine White, Black and Monte Carlo Blue models, the same rims are also available in a special white contrasting colour with polished spokes.

The suspension of the BMW M3 Edition Models adds to the sporting style of the cars, lowering the entire body by 10 millimetres or 0.4".

BMW M3: supreme performance with eight cylinders and seven gears.
The BMW M3 Edition Models give this high-performance athlete a particularly striking look also reflected by the car's supreme driving dynamics based on a unique all-round concept and drivetrain/suspension technology inspired by motorsport. The V8 high-speed power unit of the BMW M3 develops maximum output of 309 kW/420 hp from 4.0 litres.

Power is transmitted to the rear wheels either through the six-speed manual gearbox featured as standard or through the optional M double-clutch gearbox with Drivelogic enhancing both the dynamic performance and the all-round efficiency of the BMW M3 all in one. In this case acceleration to 100 km/h comes in 4.6 seconds (six-speed manual: 4.8 seconds) and average fuel consumption in the EU test cycle is 11.9 litres/23.7 mpg imp (six-speed manual: 12.4 litres/22.8 mpg imp)/100 kilometres.

The BMW M3 comes as standard with a lightweight carbon roof, while the options include Electronic Damper Control and the M Drive menu enabling the driver to configure individual, M-specific suspension and drivetrain functions just right for his personal style.

Audi reportedly shoots down electric R8 rumor for Frankfurt

Rumors in the European press that Audi would bring an all-electric R8 supercar (or an extended range EV that uses a diesel range extender) to the upcoming Frankfurt Motor Show in September have been denied by an Audi spokesperson. The anonymous Audi representative told Edmund's Inside Line that the stories in Auto Motor und Sport in Germany and L'Automobile in France were "not true."

Instead, Audi will stick to the liquid fuel path and show off the R8 Spyder with gas engines. While we certainly don't fault Audi for sticking with what it knows, the possibility of a limited edition R8 EV challenging Tesla made for a good night's dream, anyway.


[Source: Inside Line]

2009 Bugatti Veyron 16.4 Grand Sport

Bugatti, an authentic purveyor of fast moving machines, recently introduced their Veyron 16.4 Grand Sport featuring 1001 horsepower and speeds capable of 252 mph. As well, the French roadster holds a 0 to 62 mph time of 2.5 seconds, making it the world's fastest roadster Bugatti claims.

Review: 2010 Toyota Prius

When car buyers think of hybrids, the name that most often springs to mind is the Toyota Prius since it was the first really practical hybrid to come to market and has sold more than any other examples. Yes, of course, the original Honda Insight beat the Prius to market in the U.S. by about six months, but the tiny two-seater sold in equally tiny numbers and had limited appeal beyond hard core hyper milers.

In the coming weeks, Toyota dealers will start getting their first allotments of the all-new third-generation Prius, and while we got to spend a few hours with one on the west coast in March, we just spent a whole week with the new version of this iconic Toyota. While the efficiency of the Prius has never been in dispute, like many other cars from Brand T, its appeal as a driver's car has been, to say the least, limited. For its generation three model, Toyota has not given up on minimizing fuel consumption, but it has sought to make the Prius a bit more appealing on other levels. Read on to find out if the company has succeeded.

Many of the most avid fans of the Prius have been people who view cars as nothing more than a means of conveying occupants to a destination with the least amount of fuss. Minimal fuss often means minimal involvement, as well. That typically means finding the most direct route with the fewest number of directional changes. For those operators (we hesitate to call anyone who prefers to remain uninvolved in the process a driver), the first two generations of the Prius were utterly up to the task.



However, there is a fringe group of us who actually prefer roads with some twists and turns and enjoy the challenge of carrying momentum through corners without scrubbing off speed. Doing that effectively is aided by a car that transmits information about cornering forces back through the steering wheel and doesn't feel like it will scrape its door handles at moderate speeds. This is where the previous Prius was severely lacking, falling far short of other thrifty vehicles like Honda's new Insight and VW's Jetta TDI.

Somehow, Toyota has managed to muster its prodigious resources over the last several years to create a new model to address both of these extremist camps. Under the hood, the Prius now includes the latest iteration of Hybrid Synergy Drive, which operates more efficiently than ever. The basic architecture has not changed and includes an electronically variable transmission that acts as the power split device and a pair of electric motor/generators to provide drive torque and kinetic energy recovery.



The internal combustion engine remains a four-cylinder running on the Atkinson cycle to optimize its thermodynamic efficiency. However, the displacement has grown from the previous 1.5 liters to 1.8 liters, which has dual benefits. When the driver actually needs extra power in order to merge onto a freeway or complete a passing maneuver, the propulsive force is now readily available. The extra displacement means that it's available without unduly straining the engine so the impact on fuel consumption is actually reduced.

Inside, the new floating center console features a trio of buttons to help manage the powertrain behavior, one of which was previously available only in overseas markets. For the first time, U.S. Prius buyers now have an EV button available that sometimes allows the driver to force the car into electric drive mode. Since the Prius is designed as a parallel hybrid, the electric drive portion of the vehicle has limited capabilities (although far more than most current hybrids) to drive the vehicle. Therefore, the EV mode only allows the Prius to troll around silently at speeds below 25 mph. Of course, you can get kicked out of EV mode if the battery level is too low or the accelerator is applied with too much verve. With sufficient energy in the battery and an extremely light right foot, we were regularly able to go over a mile without the engine firing up.



To the right of the EV button is the ECO button. Like the similarly labeled switch in the new Insight, this one moderates the driver's commands before sending them to the various powertrain elements. The ECO mode essentially applies a slow filter to everything, smoothing responses to avoid the sort of sudden transient reactions that cause increased fuel consumption. During our time with the Prius, even these slower reactions proved to be sufficient for almost all day-to-day driving needs. For those times when you need just a bit more get up and go such as merging onto a crowded freeway, to the right of the ECO switch sits the Power button.

This one does the opposite of the ECO switch and speeds up throttle responses. While the 134 horsepower of the new Prius certainly doesn't give it the feel of a sports car, the 24 hp boost over the previous model means that it also never really feels inadequate. The biggest dynamic complaint about the old Prius, however, was the suspension and steering. Our own limited exposure with the prior model demonstrated excessive body lean and steering more in keeping with a video game that uses a non-force feedback steering wheel. The steering in the new model no longer feels so over-boosted and has at least a semblance of feedback about the cornering forces at work. It's not great but it no longer qualifies as scary, so that's a good thing.



As for the suspension, it actually has some roll control now, and the whole car feels tighter than ever. In fact, if anything, it might be a bit too tight in terms of damping. Small road inputs (on the rare occasion that you can find such a thing in Michigan) are transmitted a bit too directly to the driver's back side. While the ride and handling balance is certainly more geared to enthusiasts than before, it could still use a bit of tweaking. The Prius still understeers at the limit like most mainstream front-wheel-drive cars, but it never feels out of control.



The interior of the Prius now has a much more modern appearance than before with the high center console sweeping down from the dash between the front seats. The shift lever has the same basic functionality as before: a pull to the left and down engaging drive and left/up bringing on reverse. The shape of the console means all the controls fall readily to hand. Like the previous generation, Toyota has opted to use some unusual textures on the plastics to replace the usual faux leather graining. Since the simulated leather is typically exaggerated anyway and really doesn't fool anyone, that's a good thing in our books.



Much of the center console has a finish that looks something like brushed metal and is actually rather attractive. The leather seats in our level IV trim model have perforations in a sine wave pattern rather than the usual grid that gives it a bit more visual interest. The front seats themselves were reasonably comfortable during our driving time and never exhibited any unusual pressure points. The rear seat was also adequate for two passengers with plenty of leg room and improved head room thanks to the re-profiled roof-line. Behind the seats, the Prius has an ample 21 cubic feet of space available to carry all your stuff.

The Prius, of course, is all about fuel economy, and the new model has received some big numbers from the EPA. With ratings of 51 mpg city, 48 mpg highway and 50 mpg combined, one would expect it to be thrifty in the real world... and it is. During our week, the Prius returned a healthy 47 mpg with a driving style that was modest but could not be described as hyper-miling. It took comparatively little effort to get some very impressive numbers.



While a Prius can be purchased for as little as $21,000 for a stripped down model, our test example came to $30,150 including the leather interior, navigation system and solar roof panel. This pricing strategy will appeal to an even wider range of buyers than before, and the lower base price should attract a few cross shoppers from the less expensive though less frugal Honda Insight.

The new Prius is no longer just an appliance for commuting. It's almost fun to drive. Toyota just needs to apply some more of its Kaizen philosophy of continual improvement to the ride and handling and we can call it good.

[Source: Autoblog]

Honda S2000 successor independently rendered

Late yesterday, we showed you the handiwork of 3D rendering guru Lars Martensson (a.k.a. 'GRID'), who had applied his skills to a future vision of a new Subaru WRX STI. Today, we bring you the skilled Swede's take on what a next-generation Honda S2000 roadster might look like.

While this concept has no basis in reality (and rumors of an S200 successor have thus far amounted to nothing), as with the Subie, we find a lot of merit in what we see. Click on the gallery below to see if you don't agree.

[Source: 3DLuvr]

Volkswagen rolls out White Night Eos special edition

We know that Volkswagen's new special-edition Eos isn't named after a mythical cavalry figure on an ivory steed, but when we heard that the automaker's latest model has been dubbed White Night, we couldn't get Harry Ellis, the cloying stereotypical Eighties businessman from the original Die Hard movie out of our heads ("Hans... Boobie... I'm your White Knight."). Given that the terrorists in this seminal Bruce Willis film are equally stereotypically cold Germans, we're not sure that authorities at the Deutsche automaker will appreciate what came to mind for us, but we digress.

In any case, the Eos White Night is big on contrast, with a Candy White body offset by a Deep Black Pearlescent roof, side mirrors, and radiator grille. The look is an interesting one, as it uproots one of the inherent strengths that the folding hardtop convertible medium achieves best – the ability to have a matching body shell and roof, something that isn't as easily achieved with a conventional folding cloth top.

In addition to the contrasting black-and-white motif, the White Night also receives cherry-red LED taillights, 18-inch "Budapest" alloys, as well as nappa black leather with contrasting light seams, White Night sill panels, and Candy White trim strips. Every White Night comes equipped with automatic climate control, sports suspension (lowered 15 mm) and headed front seats.

The special edition Eos is available for order with any engine save the gasoline V6 – but at this time, it is a Europe only model that starts at a tidy €33,140 (over $46k USD!). 1980's White Nights Mercury Sable owners, eat your heart out.

[Source: Volkswagen]

Microsoft CEO gets 1,000,000th Ford with SYNC

Ford and SYNC have combined to be the peanut butter and jelly of automotive tech combo deals. 80% of the vehicles Ford sells now has the infotainment system, helping the Blue Oval and Microsoft reach 1 million sales of the infotainment system in less than two years.

Since Microsoft created the SYNC software, it has just as much reason to celebrate its success as Ford. Microsoft CEO and Detroit native Steve Ballmer decided the best way to celebrate was to get his hands on SYNC vehicle number 1 million; a 2010 Ford Fusion Hybrid. The 41 mpg sedan was delivered by none other than Ford CEO Alan Mulally.

Mulally reiterated his support of SYNC, saying that Ford would "continue to innovate and expand the capability of SYNC by integrating even more new technologies that fit our customers' lifestyles." SYNC already interfaces with navigation and entertainment systems, and 911 Assist helps call emergency services in the event of an accident. SYNC will receive further updates this summer when it gains the ability to deliver traffic, directions and information services.

[Source: Ford]

Mitsubishi Evo X FQ400 in action

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First Drive: 2010 Lexus HS 250h

Just because The Cold War is over doesn't mean that all cold wars have come to an end. Two protagonists in the auto industry – once again, East vs. West – are currently embroiled in an in-car safety and technology arms race that is beginning to look more like NASA vs. Roskosmos than a battle between luxury sedans. The latest master weapon comes from Lexus in the form of its HS 250h hybrid, claimed to be not only the world's first hybrid-only luxury sedan, but also the most fuel-friendly luxury vehicle extant. If Lexus has it, they put it on this car. Our question was: Would we want to put one in our driveway?

Frugal hybrids are here, sports car hybrids are here, and luxury hybrids are dipping wheels in the waters. This car marks the first luxury-only hybrid to make its acquaintance with the public. During the launch, Lexus was at pains to make sure we did not confuse this car with the Prius, informing us that the HS' closest sibling is the Euro-market Toyota Avensis. Fitting in between the IS and ES and GS in brand placement, the HS 250h "was developed as an answer to customers looking for an environmentally conscious premium vehicle."

What about the GS 450h and LS 600h? In addition to the HS 250h being hybrid-only, it's the first Lexus hybrid tuned with the primary goal of delivering superior economy. While Lexus' GS and LS hybrids are meant to provide power above their weight class with the same fuel efficiency, the HS is meant to provide economy with a decent dollop of power.



It does so via a DOHC 2.4-liter Atkinson-cycle four-cylinder engine with variable valve timing. The engine alone puts out 147 horsepower, but add some juice from the 245-volt battery behind the rear seats and the system is good for 187 hp. Torque comes to 138 lb-ft, and you can have it all on regular 87-octane gas. The car isn't just frugal on gas, it's equally parsimonious with emissions: 70% fewer smog-forming emissions find their way out of the tailpipe compared to conventional vehicles, and evaporative emissions are close to zero.

The mpg tally? According to Lexus, you'll be the proud owner of 35 city, 33 highway, 34 combined. That easily beats other car in the entry luxury segment, the Mercedes-Benz C-Class, BMW 3 Series and Audi A4. It even beats the 1 Series. Heck, it even beats a Mini Cooper (except for the diesel, which you can't get here yet). Mind you, the HS isn't really competition for those cars, which all emphasize sporting splendor as opposed to frugal hybrid luxury.



A shift-by-wire system operating through a continuously variable transmission (CVT) gets the grunt seamlessly to the ground. The console-mounted shifter engages Reverse, Neutral, Drive, and a "B" setting that actuates an engine braking feature when going downhill, which helps use gravity to refill the battery and keep your feet off the brakes. Oddly, Park is a button next to the shifter – if you don't use the button, the car will remain in neutral when you get out. As the gentleman from Lexus University explained, "If you don't press the button, the car's going to leave."

Let's talk technology for a moment, shall we? Here are some of the systems on the HS 250h:

• A Pre-Collision System that you get when you check the Dynamic Radar Cruise Control option. If your HS thinks you're going to hit someone, it will ring the warning bells and add brake pressure if it doesn't detect you're pressing the brake hard enough. The driver monitor will also be working to make sure you're still at work behind the wheel. If you do happen to have a boo-boo, you'll be protected by ten airbags.
• A heads-up-display that projects not only speed, but nearly any input you give the car, including audio system commands and navigation instructions. The steering wheel buttons are touch sensitive, so that when you rest your finger on one, it appears dimly in the HUD display, and is illuminated if you actually press it. You also get Pre-Collision and Dynamic Radar Cruise Control warnings shown to you in the HUD.
• The wide-view front monitor is the same feature you get on a Rolls-Royce Phantom. If, for some reason, you can't see what you're about to nudge the HS's four-foot nose into, turn on the front monitor and you'll get a 190-degree view from the grille-mounted camera.
• An infrared-cut, acoustic glass windshield that reduces IR waves by 30%, and side glass with a water-repellent coating for better wet weather visibility and defrosting.
• Intelligent high-beams use a camera in front of the rear view mirror and automatically switch between high and low headlight levels. They can also shorten the distance of the beam depending on whether traffic is approaching you or you are pulling up behind someone.
• Lane Keep Assist helps you stay in your lane in two ways. When the lane departure warning system can clearly make out lane markings, the steering wheel will vibrate and if you stray, the car will apply an ever-so-subtle amount of steering input to get you back in the lane. The second feature is essentially the car keeping itself in the center of the lane. Once the HS 250 knows where the lane markers are, it will gently provide steering inputs on its own to keep the car going right down the middle. Not that you would – but you can take your hands off the wheel and watch the car keep itself between the lines. Of course, this feature doesn't work on switchbacks, and it's not an auto pilot, but it does appear to be the way things are going these days.
• Casual voice command capability (as on the IS convertible) that let you blurt out "Make it cooler" and "I need a gas station" instead of dictating your way in clipped tones through menus.

When you're not inputting commands through the steering wheel and watching buttons light up in the HUD, you'll be doing it on the Romulan center console via the Remote Touch Controller – which is, simply, a mouse – introduced earlier this year on the RX crossover. If you can navigate a PC or MacBook, you can navigate the Lexus' menus. The controller provides user-adjustable feedback when it rolls over a clickable option, so once you've memorized the options on a screen you can click your choice without looking. Although it could appear gimmicky – and a tad large – a couple of points-and-clicks soon had us saying "Hey, that's all right!" If it had a 'Back' button it would be absolutely perfect, but that's an opportunity for Lexus to have something new to introduce on next year's model.



Now to the technological main event: whereas GM has Onstar and Mercedes has Tele-Aid, the HS 250h introduces Lexus Enform with Safety Connect. This is actually two different subscription services: Safety Connect will be available on all cars; Lexus Enform will be available on those with navigation.

Safety Connect notifies a command center if you've been in an accident, alerts tracking authorities to the vehicle's location, can make calls for emergency assistance, and adds GPS location data when you make calls to Lexus' roadside assistance program.

Lexus Enform can be thrown on top of that services and has two offerings. Destination Assist is like calling 411 for navigation – command center agents will help you find what you're looking for by name or type of business, at which point it will send the directions to the navigation system.



eDestination lets you go on the Lexus site at your home computer (or any other computer or iPhone – no Blackberry capability yet) and save up to 200 destinations in 20 different personalized folders. You can even annotate each destination with your own comments. Then you can send that entire packet to the car and download them all into the navigation system. Purchase an HS and you'll get the first year of Lexus Enform and Safety Connect for free.

If you just can't get enough of Lexus, there's Lexus Insider, a free opt-in service. Go to the Lexus Insider screen and you'll find audio messages from the company that can provide anything from useful vehicle tips to event information and owners' benefits.

The last sprinkle on the gizmo cake is XM Sports and Stocks for cars with navigation and an XM subscription. With XM Sports you can program schedules and results for five teams from the NBA, NFL, MLB, and NHL. XM Stocks keeps track of ten companies in your portfolio and can read the day's activity to you.



The car's trimmings haven't been left out of the technofest, either. Bioplastics derived from kenaf make up 30% of the hybrid's interior and luggage area – in upholstery, foam, and injection-molded and board parts – with the result that the car is 85% recyclable. Elsewhere, leather abounds in the seating areas and there's a sheaf of rawhide over the dash cluster and lining the center console.

And that brings us, at long last, to the most quotidian aspect of the car: sitting in it. The HS is comfy and roomy, and the truncated center console keeps everything wide open inside. The thin, shaped front seatbacks leave plenty of room in back for real, human-sized men, so it's a good thing that the trunk is roomy, too. At 12.1 cubic feet, it can swallow more than any other Lexus hybrid (beating the LS 600h by 0.5 cubic feet), which means four and their golf clubs should go nicely. Any seat in the house is a nice one to have.



We have spent so long discussing the bounty of what's inside the car because we're still not taken with what's outside the car. The HS 250h is a lot of things and has a lot of things, but we would not put exceptional looks on that list. It has a Cd of 0.27, making it as slippery as it is bland. Of course, we understand why it looks like it does... but that doesn't change the fact that, well, it looks like it does. At one point, we pulled up next to a Toyota Corolla S, the one with the aero bits, and the resemblance was uncomfortable. We wouldn't have minded a little drop in gas mileage for a bit more bite in the HS' design.



19th-century French author Guy de Maupassant said he ate in the restaurant at the base of the Eiffel Tower because that was the one place where he didn't have to see the tower. Once inside and moving in the HS, you won't think about the way it looks. The driving experience is pretty close to awesome, this being a hybrid that'll seat four grown men with luggage and get you at least 34 mpg combined, probably more with a conservative right foot.

Turn the car on and you probably won't hear a thing, which isn't unusual for a Lexus. But in this case, there might actually be nothing happening – if the car doesn't need anything other than electrical power, even though you're about to pull away, it will remain silent. The only indication that all systems are go is a green "Ready" light in the gauge cluster. The car can operate at up to 20 mph on electric power alone for about five minutes, so if you're putting through a severely speed restricted area, you can do it within a cloak of aural invisibility (pedestrians, beware!).

When the engine finally does come on, it's the standard Lexus protocol of quiet. When urging the HS on, you can hear its exertions, but it's nothing out of place. Lexus spent a lot of time balancing the car's weight and shape against the sound profile that passengers would experience inside, and the results speak for themselves – or rather, they don't.



There are four drive modes when you get up to speed: EV, Eco, Normal, and Power. If you've bought a hybrid and you want a Power mode, perhaps you should buy the GS hybrid, but the setting does give you slightly increased throttle response. Normal mode was actually just fine for us as far as power was concerned. The car gets up to 60 in 8.4 seconds, which strikes us as plenty of pace for a model like this.

The HS never feels slow, not even in Eco mode, which was our favorite and coincidentally the slowest driving mode possible. Eco mode slightly retards the throttle response so that not only do you get the best possible gas mileage, but you begin to learn how much throttle you should give the car in order to achieve it. It doesn't rob you of your ability to give the car a whipping – if you mash the throttle, the car will understand that you want everything it's got. In Eco mode, the thriftiest Lex will build its way up to 35 mph much more fuel efficiently. This will usually result in some tarmac space growing between you and the folks stabbing at their accelerators, but it's not nearly as intrusive as it might sound. And we saved the life of a baby whale every time we used it.



You can also select EV-only mode, provided you know you're going to be going under 20 mph and the battery is more than 50% charged.

But what about pushing in and out of corners? After driving it in the hills surrounding Los Angeles, the handling gets a thumbs-up from us. The HS uses MacPherson struts up front (with all of its parts completely different to the Prius) and a double wishbone rear suspension. The steering rack is not mounted on rubber bushings to keep the line of feedback undulled, and the electric power steering is speed sensitive. If you get the Touring Package, the suspension is tuned for even sportier handling. And if the truth be known, the package added up to a car that we thought handled better than the rear-drive IS Convertible. In fact, we drove them back-to-back just to make sure. We're not saying it could outperform the IS 350C, but in terms of meeting our expectations for cornering, steering, and feedback – sheer handling enjoyment– the HS wins.



We have no problem recommending the Lexus HS 250h because it certainly gets two out of three things exactly right: the cabin experience sets a fine mark for what a luxury pure hybrid can be and the driving is enjoyable. Our V8-loving enthusiast hearts never really felt cheated when tooling around in the car – in fact, we liked it. It's only the styling that gives us pause long enough to say that we will let other beholders judge that beauty for themselves.

If you're looking for a hybrid-only luxury car, this is the only place you can go for now. If you're looking at any entry-level luxury car, then the Lexus HS 250h is a fine place to start comparing the present choices with one possible future.

[Source: Autoblog]