Auto Review

Drive Experience: 2012 Chevrolet Spark European Spec

Chevrolet likes to pretend that the Chevrolet Spark is the car you chose. The first hint of its design came as a two-door concept version called Beat, at the 2007 New York auto show. The Beat appeared as part of a trio of concepts, alongside a micro-crossover called Trax and a retro minivan, Groove.

The public was invited to vote online as to which of those three concepts should turn be turned into a production car by Chevrolet’s Korean offshoot GM DAT. GM claims 1.9 million votes were cast, the majority in favor of the Beat.

MT asked GM DAT design chief Taewan Kim whether there ever really was a question of ‘the customers choosing’ which car would make it. He snorted an ‘of course not’ grin. “I had to log on and vote many times a day to make sure the result came out right.” It would have been commercial suicide to have let the Trax or Groove win, because the sub-subcompact segment globally is utterly dominated by the hatchback body style.

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First Look: Jaguar C-X75 Concept

There’s a lot to the name of the Jaguar C-X75. The C stands for concept, X for experimental, and 75 for Jaguar’s 75th anniversary, which the storied British brand is celebrating this year. Too bad they didn’t sneak a T in there, for Turbine. Because this compact two-seat sports car debuting at the 2010 Paris show takes a unique approach to propulsion compared to the recent onslaught of eco-friendly supercars.

The highlight of the C-X75′s powertrain is a pair of micro-turbines that act as diesel-fed range extenders designed to help keep the car’s battery-powered EV motor turning the wheels. According to Jaguar, it’s the best of all worlds: the high-end performance enthusiast’s desire, but with fuel economy, emissions, and range that even the most frugal compact hybrid would struggle to match. The C-X75 also makes dramatic statements in the style, materials, ergonomics, and vehicle dynamics departments.

Jaguar HQ challenged the C-X75 project team to come up with a unique alternative propulsion approach. There would be no V-8 hybrid like the Porsche 918, or a pure EV like the Mercedes-Benz SLS E-Cell or Audi R8 E-Tron. Although C-X75′s approach is similar in scope to the Chevrolet Volt in that the concept can move under electric power alone, it’s the range-extending part that’s radically different.

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First Test: 2011 Saab 9-5 Aero Turbo 6 XWD

Back in February of this year, General Motors unloaded — um, sold — Swedish subsidiary Saab to Spyker Cars NV of the Netherlands, maker of such pricey, boutique sports cars as the $200,000-plus C8 Aileron and C8 Laviolette. The move marked a new chapter for Saab, which is now faced with separating itself from GM and creating a fresh identity that will no doubt lead to new partnerships. Recently, Saab and BMW announced a deal that will put versions of Mini’s turbocharged 1.6-liter I-4 in the next-generation 9-3. And what about the all-new 2011 Saan 9-5? Well, even though Saab’s flagship sedan is the first offering to be released under Spyker ownership, it was more or less a finished product by the time the Dutch took the reigns. In other words, if the Saab 9-5 were 30-minute brownies, they’d already been in the GM oven for 29 minutes, 59 seconds.

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First Drive: 2012 BMW 1 Series M Coupe Prototype

Almost since the launch of BMW‘s pocket-size 1 Series, an BMW M version has been predicted. The tii concept car shown at the 2007 Tokyo motor show was the first harbinger, and the blogosphere has barely quieted down since. One of the biggest questions: What would they call it? Millennial enthusiasts might assume M1, but grownups associate that name with BMW’s first modern mid-engine supercar, so that name was a non-starter (it’s being reserved for something more fabulous than the lowest-priced M vehicle). Instead it will be dubbed 1 Series M Coupe. That name also draws a connection to this latest M’s true predecessor, the quirky two-seat Z3 and BMW Z4 M Coupes. Okay, it’s around a foot longer, seats four, and weighs a few hundred pounds more, but in its cheeky styling and narrow, nippy demeanor it passes the paternity test. BMW has not released many official details about the 1 M (it breaks cover officially in Detroit in January), but during a recent tech-day visit to Munich the engineers let us take a quickie test drive and either admitted to or winked and nudged at the following facts: Read more…

Review: 2010 Aston Martin Rapide is a modern day Femme Fatale

Do you like noir? No, not the perfume, the literary and film genre. You know, hard-boiled crooks, wise-cracking private eyes, Los Angeles under cover of night and blondes so blonde they’ll kill you dead. Those blondes are, of course, are better known as femme fatales, and in truth, the color of their hair doesn’t really matter. Think Theda Bera, Rita Hayworth, Mary Astor, Barbara Stanwyck and Marlene Dietrich. And let’s not forget the lovely Lana Turner – she’s the one, in a case of life imitating art, with the daughter that killed Mickey Cohen’s strongman/goon Johnny Stompanato. In other words, women so pretty you’d throw your life away just so they know you’re throwing your life away.

Here’s the free, online-encyclopedia definition of femme fatale in case you’re still wondering: “An alluring and seductive woman whose charms ensnare her lovers in bonds of irresistible desire, often leading them into compromising, dangerous and deadly situations.”

Let’s state up front that the 2010 Aston Martin Rapide is not, to our knowledge, unsafe in any way, shape or form. But man, oh man, is it seductive enough to make us overlook every single bad thing about it. That, or walk into an uncovered manhole cover while staring at it. Anyhow, “irresistible desire” and “compromising situations” are this British superstar’s raison d’etre. Philip Marlowe would eat his fedora just for a ride. Thankfully, we had to perform no such theatrics: Aston Martin simply let us borrow their car.

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2011 Porsche Cayenne sports a 300-hp V6, but its engine isn’t the focus

The Porsche Cayenne wears many hats. It masquerades as both the automaker’s entry-level vehicle and as its flagship turbocharged SUV. Broad-shouldered in stature, one variant can blast to 60 mph in less than five seconds and top 170 mph, while another may be propelled quietly under the emissions-free power of electricity. Regardless of where they rank in the hierarchy, multi-talented Cayenne models are capable of traversing deep streams, towing 7,700-pound trailers and carrying five passengers and their luggage into the hands of waiting luxury hotel valets.

The six-cylinder Porsche Cayenne is hardly the automaker’s crown jewel, but it’s frequently one of the best-selling models in the lineup. Following on the heels of its more powerful siblings, the entry-level SUV can’t hide behind its engine displacement – it must prove itself through luxury, improved performance, fuel efficiency and value.

We just spent a couple days driving the all-new Cayenne in Germany, and unlike two months ago, when we put the flagship Cayenne Turbo and the eight-cylinder Cayenne S to the test at the beautiful circuit and off-road course at Alabama’s Barber Motorsports Park, the European venue gave us the opportunity to drive the entry-level Cayenne in crowded city streets and on the wide-open Autobahn. What’s under the hood of the six-cylinder Cayenne, and why is it unique? How does it drive compared to its eight-cylinder siblings? Most importantly, how does it compare to its competition?

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First Drive: 2011 BMW Alpina B7 breaks the luxo-barge mold

Alpina is as familiar to German enthusiasts as Shelby, Hurst, Saleen and Yenko are to American gearheads. And like its American counterparts, Alpina has made a business out of taking the best vehicles from one marque and making them substantially better than anything rolling off the assembly line.

The relationship between BMW and Alpina started in 1962 when a German enthusiast named Burkard Bovenseipen realized his BMW 1500 had plenty of untapped potential. Bovenseipen developed a dual carburetor kit for the 1500′s four-cylinder, and as the carbs flew off the shelves, he realized there was a serious market for BMW-based performance parts. Mr. B formed ALPINA Burkard Bovenseipen KG in 1964 and in the decades since, the company has become known simply as BMW Alpina B7.

But while the name has changed, its mission remains the same, and its line of upgrades have grown considerably since its inception. Bovenseipen’s team continues to recognize the potential in almost every new BMW product, and the small but competent company, now managed by Bovenseipen’s son Andreas (his staff calls him Andy), delivers better, less compromised, higher-performance versions of BMW production cars.

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First Drive: 2011 Mercedes-Benz R-Class

Visions of wealthy surfer dudes chasing tasty waves isn’t exactly the first image we’d associate with the freshened up 2011 Mercedes-Benz R-Class, but right before our drive in-and-around New York City, we received this tidbit during the press preview: it’ll swallow 7-foot boards. Good to know.

While we’re guessing surf board stowage isn’t a top priority for most prospective R-Class buyers (full disclosure, we have firsthand knowledge of a guy who used his R-Class for just this purpose), the point is made — this is a luxury crossover with some unique capabilities.

Most of the changes to the U.S.-built 2011 R-Class revolve around its exterior, which is now more in line with its stablemates. Its wider-look mug is highlighted by a more angular three-bar grille and hood, revised headlamps and slick LED light-bar running lamps. The muscular theme also plays out at the rear, with shallower rear glass, rectangular exhaust tips integrated into a diffuser, and edgier taillamps. Adorning the coupe-themed greenhouse’s flanks are larger rear view mirrors with the automaker’s optional blind spot detection system — a welcome feature for a vehicle as long as the R-Class (203.1 inches).

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2011 Buick Regal makes even more sense on American soil

It was cold and rainy last November when we first drove an early prototype of the 2011 Buick Regal in Michigan. The weather was lousy, but our short time with the car intrigued us. There were far fewer complaints about conditions last month when we spent time with the sport sedan on the famed Nürburgring in Germany – its home turf. As it moves closer to arrival, Buick’s newest family member once again showed us its moves in the mountains of Southern California.

We spent the better part of a sunny spring day driving both the normally-aspirated and turbocharged models – each with automatic transmissions – in an attempt to see how the imported European challenger runs on clean and dry domestic pavement. How does the four-door sedan perform in this new arena? Is it tough enough to compete in the mid-size segment? Most importantly, is the Buick Regal good enough to accomplish its goal?

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First Drive: 2011 BMW M3 with Competition Package

Our eyebrows arched when we read BMW‘s introductory press pamphlet. One line in particular warranted another read: “The M3 with Competition Package is the best-handling production M car ever built.” Now that’s a bold statement.

A run-of-the-mill BMW M3 crafted by M GmbH is a machine that’ll have you drawing up plans for an expanded dream car garage. It holds the underlying pavement with falcon-like grip, pushes like a Caterpillar hopped up on NOS, and brakes as if it has a pair of General Electric reverse thrusters perched atop its sculpted trunk.

Two years ago we put the sedan against its top rivals, the Mercedes-Benz C63 AMG and the Lexus IS F. After driving each, executive editor Ed Loh opined that the “Lexus and Mercedes are great hot-rod sedans. The M3 is a race car with four doors.” MT testing mastermind Kim Reynolds said, “The Lexus and the Mercedes feel like performance versions created out of something else. The M3 feels like it was born this way.”

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