About Us

To tell you more about us, we are one of the top sites out on the web today that gives you the latest news and reviews on the latest Automobiles out in the market today. You will never be lost in the vast field of Automobiles again.

If you have questions we have answers!

Welcome to your key to mak-ing the smartest Automobile purchase, tailored to your every day needs!

info@testdriveauto.co.uk

Jeep Compass ................................................................ page 1

Nissan Juke .................................................................... page 3

Audi TT RS ..................................................................... page 9

Fisker Karma Hybrid ....................................................... page 11

Jaguar C-X75 ................................................................. page 13

Mercedes Benz SL65 AMG Black Series ............................ page 15

Peugeot 207 CC GT THP 156 .......................................... page 17

Pontiac Solstice ............................................................. page 19

Proton S16 .................................................................... page 21

4 x 4

Coupe

Bently Azure T ............................................................... page 23

Rolls-Royce Phantom Drophead ....................................... page 25

Hyundai Sonata ............................................................... page 41

Mercedes Benz S400 Hybrid ............................................ page 43

KIA Sportage ................................................................. page 47

Mercedes Benz GL ........................................................... page 51

Range Rover .................................................................. page 53

Nissan Leaf ..................................................................... page 29

Peugeot 3008 Hybrid ...................................................... page 31

Renault Grand Scenic Dynamique ...................................... page 33

Toyota Prius .................................................................. page 36

Volvo XC 60 ................................................................... page 38

Covertible

Sedan

SUV

Hatchback

1

People think of Jeeps as tough off-road vehicles that love to get muddy, but the Jeep Compass isn’t like other Jeeps. It doesn’t look rugged, it’s not trail-rated, and as far as we know, it doesn’t even like dirt. Instead, it’s a car-based design built for the majority of small-SUV buy-ers, who want a fuel-efficient runabout that’s easy to drive around suburbia. Four-wheel drive is available, of course, but it’s a single-speed system — enough to get you through a snowstorm and that’s about it.

As you can imagine, Jeep purists don’t much care for the Compass, which they regard as the antithesis to all things Jeep. But the real-ity is that the Compass comes much closer to matching the tastes and priorities of the typical SUV buyer than traditional Jeeps do. However, the Jeep Compass faces stiff compe-tition among today’s compact, car-based SUVs. Its low price, unusual styling and interesting features may be compelling at a glance, but for those who dig deeper, its weak engine and cut-rate interior materials will likely prove sig-nificant liabilities.

The Jeep Compass compact SUV shares a platform with the Dodge Caliber small wagon, which means that it’s primarily a front-wheel-drive vehicle. Even if you order the optional four-wheel-drive system, known as Freedom Drive I, power goes only to the front wheels until slippage is detected, although the driver can lock the center differential in a 50/50 front/rear power split for extra traction when driving through wintertime gunk.

Jeep Compass

2

Every Jeep Compass is powered by a standard 2.4-liter four-cylinder (172 horsepower, 165 pound-feet of torque). A 2.0-liter four-cylinder (158 horsepower, 141 pound-feet of torque) is optional on the front-drive Compass Sport. A five-speed manual transmission is standard with both engines, and a continuously variable transmission (CVT) is optional but not recom-mended. A CVT offers the convenience of a regular automatic transmission, but it doesn’t have fixed gear ratios; instead of shifting, it just selects whatever ratio is most appropriate to the situation. Unfortunately, the CVT in the Compass is not one of the better applications of this technology. It frequently holds the engine at high rpm, at which point the four-cylinder’s power band has already begun to taper off. The result is sluggish highway acceleration and lots of noise. For buyers who can manage it, the manual gearbox is recommended.

Although hardly quick, the Compass can be pleasant to drive in town, as its fully inde-pendent suspension provides a smooth ride and stable handling around corners. Seating is comfortable in both the front and rear, and important safety features like stability con-trol and full-length side curtain airbags are standard.

Desirable amenities like leather upholstery and seat heaters are also included on the high-line Compass Limited model. Other than alloy wheels and an MP3 player input jack, the entry-level Jeep Compass Sport doesn’t come with much; you’ll need to visit the options list if you want power windows. Bluetooth and upgraded Boston Acoustics speakers are optional on both versions of the Compass, and a navigation system is available on the Limited.

Our editors’ main complaints about the Jeep’s interior center on its excessive amount of hard plastic. An interior upgrade after its first two years improved the Compass, but it remains less inviting than top Japanese and Korean competitors. We’ve also noted build quality issues in the Compass test vehicles we’ve examined. In addition, young families may find this SUV’s low cargo capacity prob-lematic when loading up a stroller and a dog. The Compass offers 22.7 cubic feet of space behind the backseat and just 53.6 cubic feet with the seats folded. Both figures are some of the smallest in the car-based SUV segment.

3

Every once in a while, a car comes along that makes you scratch your head a little. Look at the pictures of the 2011 Nissan Juke and stop scratching your head. If you’ve ever com-plained about all cars looking alike, here’s your big, Nissan-badged can of shut your mouth.

Nissan tells us that the Juke is designed for “aggressive attention-seekers,” or in other words, youngish dudes who would normally be scouring Craigslist ads for a four-year old BMW 3-series, or an old Z, or perhaps a used Maxima. If it’s one thing we’re pretty sure of, it’s that twenty-something guys looking at a 3-series aren’t going to be checking out the Juke.

Then, Nissan tell us that the design for the Juke’s taillights was inspired by the 370Z. Fair enough. The painted center console was inspired by a motorcycle gas tank. Yup, got that. The large, round headlights were inspired by rally cars. Okay, if I squint a little, I can see that.

Inspired by this and that and the other thing: that’s a whole lot of inspiration. And yet nobody’s talking about what inspired the whole car. If you ask me, it looks like it was inspired by a frog. Or maybe a crocodile. And then Nissan talks about how the concept of the Juke is to combine the bottom of an SUV (flared fenders, high ground clearance, big wheels, large wheel gap) with the top of a

Nissan Juke

4

sports car (the clamshell roof line, high sills, big hips, driving position, and maybe even those 370Z taillights.) This sounds strangely like the BMW X6 and Acura ZDX, except those two cars don’t look like reptiles.

The Juke’s styling comes from Nissan’s European design center, which worked together with the Japanese home studio. Apparently, the North American design center wasn’t involved in the process. And so we can imagine that Nissan’s U.S. team was a little worried about what our market will make of it. They’re predicting mod-est sales – it should sell somewhere around as many units as the Cube – which hints that perhaps Nissan’s U.S. folks are as skeptical as we are. Then again, we very much appreci-ate that they’ve given us the opportunity to drive pre-production Juke mules on the roads around Los Angeles. And after driving the Juke, we’re pretty sure we know why they did: Its appearance is polarizing, but it’s unequivocally a great little car to drive.

The Juke doesn’t look small – neither in photos nor in person – but it is. It rides on a version of the same global B-segment platform that underpins the Versa and the Cube, and the Juke shares the Cube’s 99.6-inch wheelbase. It’s within about a half inch of the Suzuki SX4 in every measure, in fact. If it’s one thing the Juke does extremely well, it’s mask its hum-ble subcompact roots by looking dramatically more, um, special. It’s dramatically more pow-erful, too. At least compared to Nissan’s other small cars, which use 1.6 and 1.8-liter normally aspirated fours. Making its debut is Nissan’s all-new 1.6-liter turbocharged four-cylinder. Final power ratings aren’t in, but Nissan is saying that this direct-injection engine, which features

variable valve timing on both the intake and exhaust cams, produces in excess of 180 hp and 170 lb-ft of torque. It doesn’t, thankfully, produce an excess of NVH. Our Juke’s CVT did a commendable job of keeping the Hoover noises to a minimum by favoring high-boost, lower-rpm gear ratio selection.

In addition to direct injection and turbocharg-ing, the Juke features one other thing that’s not seen in this class of cars: torque-vectoring all-wheel drive. (Wow, but the strange-looking X6 and ZDX both do! Perhaps this is the future of cars? Weird, tall shapes with torque vector-ing rear diffs?)

Available solely with the CVT, the Juke’s AWD system can send up to 50 percent of engine torque to the rear – and all of that torque can, at the system’s command, be sent to one rear wheel. The benefit is, as usual, far better cornering behavior and less apparent under-steer. The Juke will come standard with front wheel drive, and in that configuration, either with the aforementioned CVT or a six-speed manual, which we didn’t have the opportunity to sample. Front-drivers also lose the AWD’s multi-link rear suspension in favor of a torsion

5

beam setup. Even sending half the torque to the rear wheels, the Juke suffers from consid-erable torque steer, especially at low speeds and over broken pavement. In its defense, the 1.6 does produce a considerable amount of torque – the Juke feels much quicker than 180 hp suggests. However, that wheel-tug warfare doesn’t bode well for the front-wheel drive version. In fact, the AWD system features a switch that can lock the system in FWD mode – and doing so changes the Juke’s handling dramatically. Wheelspin is a constant struggle on wet pavement, and in the dry, the Juke’s front wheels scramble for traction any time you’re hustling.

Because car enthusiasts tend to be more inter-ested in cars themselves than the industry that creates them, critics and commentators tend to praise engineers while vilifying accountants, marketers and the countless other professions required to bring a new car to production. The assumption seems to be that engineers develop great cars which are then cheapened, blandified and otherwise screwed up by eve-ryone else. Obviously this is an oversimplified perspective, but in certain cases it’s downright undeniable. Rarely has it been more true than with the Nissan Juke.

Now I know what you’re thinking: the villain of project Juke was the legally-blind eldritch abomination who styled it. Having read ini-tial reactions to the Juke’s styling (and yes, even fanned the flames a bit), it’s clear that the “design issue” dominates perceptions of Nissan’s B-Segment “crossunder” (or, to use Nissan-approved language, “SportCross”). The good news is that, as is becoming increasingly common for new cars, the design works far better in three dimensions than two.

A weird mix of coupe and crossover, the Juke mashes a number of Nissan design cues into a crazed pastiche: the swollen wheel arches and elongated turn signal lights of the Leaf, the rounded rear hatch of the Infiniti cross-overs, the 370Z’s tail lights (with a dash of Volvo C30 mixed in) and the Z-meets-Kia Soul greenhouse actually combine for a look that is utterly distinctive, and not entirely unpleasant.

Only the front end remains truly challenging in person, with Nissan-consistent turn signal lights fighting for attention with the protrud-ing, nostril-like round headlights. A more brand-consistent front end end might have broadened the Juke’s appeal in this country, but on the other hand, anonymity kills in the under-publicized subcompact crossover seg-ment (see: Suzuki SX4). But even forgetting the fact that aesthetics are an obviously sub-jective matter, it simply wouldn’t be fair to blame the Juke’s designers for ruining the car.

That’s because Nissan’s product-planning and market-research teams had fundamentally hurt the Juke before a single stylist had the chance to touch it. According to Nissan’s reps, the Juke was developed with a very specific market in mind: 18-34 year-old males making $45k+, or as Nissan calls them, “Urban Experience Seekers.” This focus is what allowed the dar-ing exterior design, but more importantly it clearly led the development team to empha-size style over substance on nearly every key decision. This is most clear in the Juke’s pack-aging, which scrupulously avoids any hint of practicality. The concealed rear door handles lend the Juke a surprisingly coupe-like look, but they also hint at the rear bench’s coupe-like appointments. Knee and headroom are severely constrained for anyone approaching

6

the six-foot mark, and claustrophobes of any size need not apply. Between the pinched-off greenhouse, and a moonroof (standard start-ing at the midlevel “SV” trim) that brings the headliner even lower (before terminating a few inches from the rear passenger’s forehead), the Juke’s back seat is a dark, and unhappy place. Since the rear seats don’t fold flat, and cargo room under the hatch is limited, the Juke clearly wasn’t developed to be used like a real crossover. Nor was the Juke designed to make good on its lifted, SUV-inspired preten-sions. Nissan didn’t provide any opportunity to test the Juke on anything more extreme than rough tarmac, and the PR reps gently fended off inquiries about the Juke’s capability on rough terrain by emphasizing its mission as a “urban crossover.” And with good reason: the black plastic faux-skidplate on the Juke’s nose might look like it’s designed to improve the

approach angle, but in reality it merely con-ceals (rather than protects) a low-hanging radiator that would be immensely vulner-able in even a rock-strewn dirt road scenario. Moreover, Nissan makes no off-tarmac claims about its torque-vectoring all-wheel-drive sys-tem, focusing instead on its “enhanced agility” and ability to reduce understeer in on-road cornering.

With its pretensions of crossover practical-ity and SUV ability stripped away, the Juke’s remaining identity is as a slightly-practical sports coupe with a high seating position, and on this level it works far better than you could possibly expect. Yes Virginia, under the Juke’s shock-factor styling and layers of what can only be properly described as marketing bullshit, Nissan’s engineers have built a truly remarkable little car.

7

Starting with the platform that underpins the Nissan Versa (a car that precisely nobody praises for its dynamic abilities), Nissan’s engi-neers widened the track by a full three inches, and were rewarded with a chunky, chuckable little car that is way more entertaining than it has any right to be. Despite the jacked-up bulk required to keep Urban Experience Seekers from feeling like they’re driving something more than a mere car (in AWD/CVT trim it’s a 3,000 lb B-segment car), body roll is practically nonexistent. Though steering is on the light side by enthusiast standards, it’s still sensitive and precise. Using a small steering wheel from the elevated “command-style” driver’s seat lends the Juke a distinctive feel in enthusiastic driving that’s entertaining in a wholly unseri-ous way. Imagine a cross between a MINI and a Subaru Forester XT, and you’re getting the picture.

But if the Juke’s chassis is merely better than you’d expect, its standard 1.6 liter, direct-injected turbocharged four-cylinder engine is without question the single best reason to ignore all of the Urban Experience Seeker twaddle and drive the peculiar little Nissan. Making 188 hp and 177 lb-ft, this little cracker of an engine fizzes with brio and motivates the Juke with aplomb. Turbo lag is minimal, although it’s enough to slow standing launches noticeably. But in return for that sacrifice, a carefully-driven Juke should easily return the 25/30 MPG it’s rated at in its thirstiest trim. Besides, in-gear acceleration is a far more important real-world attribute, and the Juke happily pushes through all six (manual) gears with an infectious, mechanical, zinging whine. If downsized, direct-injected, turbocharged engines are the future (and they are), the Juke’s feisty mill is cause for optimism.

So too is the Continuously Variable Transmission (CVT), which holds its simulated gears with tenacity (particularly in “Sport” mode), keep-ing the engine’s delightful boost at a constant state of readiness. Once the enemy of enthu-siasm (and in underpowered applications like the Cube, it’s still a burden), the CVT’s elec-tronic brains have been well-refined, and it’s an unobtrusive but intuitive partner in any kind of driving style. Which is a very good thing, con-sidering the AWD system (a $1k upgrade) also requires the rubber-band-box (a $500 option). On the other hand, the AWD’s advantages were hardly noticeable even on rough sections of British Columbian back roads, and its extra weight and elimination of under-floor storage in the cargo area count against it. Given the Juke’s sporting style, it’s tough to recommend anything other than the front-drive, manual transmission drivetrain.

Neither torque steer nor understeer is a seri-ous issue in the Juke, and caning the fizzy little engine through six manual ratios is pure pleasure. Like its off-road pretensions and willful styling, the AWD option seems to exist solely to satisfy the subjective wants of Urban Experience Seekers rather than to actu-ally make the Juke a better car. And given its shortcomings in terms of practicality, the extra storage space in FWD models is likely to be used more often than any AWD advantage. Still, the Juke’s abundant driving character comes through in all of its drivetrain configu-rations. Base “S” trim Jukes start at $18,960 (plus $750 destination charge), but are avail-able only with the CVT transmission.

8

Though hardly cheap, these models are quite well-equipped, offering iPod/Bluetooth connec-tivity, a grip of airbags, stability and traction control and a number of other increasingly-common features. The mid-level “SV” trim adds all of the really worthwhile features like keyless starting, automatic climate control, moonroof, USB iPod control, moonroof and improved steering wheel and upholstery mate-rials. It also adds Nissan’s I-CON system which integrates climate and dynamic controls into a single unit which switches modes and button functions at the push of a button. Though at first it seems like an Urban Experience-related gimmick, the system works on functional, aes-thetic and sensible gee-whiz levels. The “SL” trim adds more luxury touches like heated leather front seats and navigation, but we’d spend our hard-earned on the SV-trim FWD version with manual transmission for $20,260 ($200 less than an AWD “S” model). The Juke’s interior is perhaps a little disappointing at that price point, with lots of mid-grade black plastic that’s been moderately well-assembled. The I-CON system’s knobs are the biggest quality problem inside, as they feel like they’re barely attached to the unit.

The instrument panel itself is finished in a piano-black material that adds some needed quality, although navi-equipped models use a head unit that doesn’t match it, ironically mak-ing SL-spec interiors look less well-finished. Other questionable Urban Experience interior features include a gearshift surround finished in high-gloss paint that’s said to be motorcycle inspired (for some unexplained reason) and garish chrome door handles. Otherwise, there’s little to complain about.On the whole, the Juke reinforces the cult of the automotive engineer as much as it reinforces the widely-held belief that automotive marketers are good at screw-ing up a good thing. Without the marketers, it’s tempting to believe that Nissan’s engineers would have widened the Versa platform, added the fantastic turbocharged engine, and then decided to simply put a steroidal Versa body on top, creating the king of all B-segment hot hatches. Later they might have even added an spacious, practical mass-market crossover with an AWD option.

9

Today Audi of America delivered a convincing argument to a handful of American journal-ists to rally our support in convincing Audi AG (Germany) to import the Audi TT RS for our domestic consumption. The official presenta-tion included a few Power Point slides with some nice pictures, a brief spiel from the head of product planning, then they handed us the keys to the one TT RS in the country and told us to have at it for a day of lapping around the high-speed turns of Southern California’s Willow Springs Raceway—this approach spoke volumes. For those not quite up to speed on what we’ve been missing, there’s far more to the RS version of the TT than fast body parts,

a stiffened suspension and a fantastic sport exhaust. The gap between the U.S.-sold TT S and the prospective new RS import is what separates the S4 from the RS4. The hi-po turbocharged 2.0-liter inline-4 of the TT S is replaced with a 2.5-liter turbocharged inline-5 that makes its maximum torque of 332 lb.-ft. just about anywhere in the rpm range (or 1600-5300 rpm, to be exact). Pair that to a maximum output of 340 bhp from 5400-6500 rpm, and you have a car that performs like a baby front-engine R8—and better yet, if they decide to bring it over it’ll likely come in at around half the price of one.

Audi TT RS

10

Around Willow Springs, the TT RS fills in the voids that appear while stretching the TT S out to its limits. For starters, a good ol’ fashioned short-throw 6-speed manual transmission replaces the dual-clutch S tronic as the sole gearbox. Its action is smooth and precise, with that same effortless throw we admire in Audi’s manuals. The clutch doesn’t require a whole lot of effort either, which reassures that one could genuinely drive this car on a daily basis without developing a Popeye-sized left calf. The flat-bottomed, perforated leather steering wheel dons extra girth and feels form-fitted to the shape of your hands while a pair of the optional ultra supportive RS bucket seats—one of the few items that we unfortunately won’t get—were present to keep lateral forces in check. Having not even reached the end of pit lane, I can already feel the power differen-tial of that one extra cylinder. Audi estimates the 0-60 mph to be around 4.5 seconds or less, and I see no reason to disagree. The torque is abundant and instant and, with Quattro all-drive, there’s no worry about spinning up any of the four 255-mm wide tires wrapped over the 5-spoke 20-in wheels.

While the tires are still cold, I can feel the bal-ance of the RS is more neutral than the S. It responds well to trail braking and even small mid-corner throttle adjustments can really per-suade the tail to come out if you’re carrying enough speed. Stay steady on the throttle and the RS tracks straight and feels absolutely rock solid which is especially comforting through Willow’s bumpy high-speed sweeper. Some of the other rear-biased Quattro systems will allow for some power-on oversteer, but the TT RS’s responds more like a traditional all-wheel-drive system—point it and floor it. Had it been the former of the two, the TT’s tidy

short wheelbase handling would likely become a handful, better suited for lower speed auto-cross-type driving.With the RS’s phenomenal powerband, we were using primarily 4th and 5th gear around the track, which is quite unu-sual of small displacement street cars around here. Down the main straight, the RS just graces an indicated 140 mph, which provides a real test for the brakes by having to cut that number in half for turn 1. Being on the binders this hard and fast makes the TT RS feel a bit lively, but not unstable. Audi calls this set up its 18-in. brake package (the front rotors are actually 14.6-in.), but that just means that the brakes will clear 18-in. wheels. The calipers are fixed 4-piston units in the front with single piston rears, and a floating disc design helps to ensure that heat is dissipated before their next calling.

So now that we’ve confirmed the TT RS is the real deal, why is it so important that we see that it come to our shores, especially consid-ering it’s projected to make up just 5 percent of total TT sales? Well, we feel that for a car to be effective in enhancing the brand image of a car company, it needs to be available to the customer it’s trying to reach. Audi will only benefit from adding yet another RS model to the U.S. import list, and we have faith that the company will make the right decision.

11

Fisker Automotive is a small manufacturer specializing in premium sports cars and plans to produce 15,000 Karma models a year. The Karma was designed by company founder Henrik Fisker, a former stylist for BMW and Aston Martin whose credits include modern classics such as the BMW Z8 and Aston Martin DB9.

The Karma looks more like a sports car than a four-door sedan that seats four. Its body is made of aluminum and plastic and its roof is an expansive solar panel that captures the sun’s energy to power accessories like the cli-mate-control fan. Its front end and grille have a shark-nose sneer familiar to Aston Martin afi-cionados, and it’s low-slung for a sedan, with a wide track, long wheelbase and standard 22-inch wheels. Its exotic bi-Xenon headlight clusters and LED taillights look like polished gemstones.

Still, the most exotic thing about the Karma might be its powertrain. It’s not a hybrid like Toyota’s familiar Prius, in which the gasoline engine can actually deliver power to the car’s drive wheels. The rear-drive Karma is moti-vated strictly by two electric motors with a combined 402 peak horsepower. They’re con-nected to the differential without any sort of conventional transmission. Road speed is managed strictly by varying the speed of the electric motors.The motors are fed by a lithium-ion battery pack mounted toward the middle of the car for balance. The batter-ies can be charged from a standard 110-volt household outlet, and Fisker claims they’ll give the Karma a range of at least 50 miles without burning a drop of gasoline. Roughly 60 percent of all drivers travel less than 50 miles per day. Theoretically, at least, many could commute in the Karma with nothing more than an over-night charge.

Fisker Karma Hybrid

12

Still, the Karma’s Q-Drive powertrain, devel-oped with a company called Quantum Technologies, does have a gasoline engine: an efficient, turbocharged 2.0-liter four-cylinder, provided by General Motors, generating 260 horsepower. The gas engine is mated to a compact generator under the hood, and gen-erates electricity to charge the battery pack.

Fisker says the Karma’s fuel tank will be large enough to give it a minimum 300-mile range between fuel stops, in the absence of any plug-in charging.

Equipped with the Q-Drive powertrain, the Karma will travel from 0 to 60 mph in an impressive 5.8 seconds, according to Fisker, with a top speed of 95 mph in plug-in mode and 125 mph in gas engine/generator mode. The Karma measures 200 inches in length with a wheelbase of 126.4 inches, or nearly as big as a full-size Mercedes-Benz S-Class sedan. Yet its roof is far lower than the typical large sedan’s. It’s built on an aluminum space frame, like high-tech exotic sports cars. With its obvi-ous low center of gravity and massive tires, it may handle something like a big sports car.

Its interior definitely has the feel of a specialty car. The door openings are relatively small, so getting in and out is not particularly easy, especially for a sedan. Once inside, however, we found the seats excellent and cabin space more than adequate, even in the slow-slung rear seat. The cabin has the bespoke feel of very expensive cars, with tight, heavy leather just about everywhere. Fisker calls the finish sustainable and accountable design, apply-ing reusable materials enhanced with modern technology. The wood trim, for example, is sourced from non-living trees collected after forest fires or from lake bottoms. Most con-trols are concentrated in a 10.2-inch LED touch screen.

All Karmas will be built with the standard array of airbags and active safety features, including advanced anti-lock brakes and dynamic stabil-ity control, in one of three trim levels:

Eco ($87,900), EcoSport ($94,900) and EcoChic ($104,900). EcoChic is animal free, according to the company, with Bamboo Viscose tex-tile upholstery and trim made from fossilized leaves embedded in glass. Federal tax credits could essentially lower the prices up to $7,500. Fisker Automotive says it has already signed 22 dealers, and expects to have 40 when Karma sales begin near the end of 2009. The company is based in Irvine, California, with a technical center in Pontiac, Michigan. The Karma will be manufactured in Finland by the Valmet Automotive coachworks, which also assembles cars for Porsche.

13

As part of its ongoing celebration of its 75th anniversary, Jaguar unveiled the C-X75 super-car concept at the Paris Auto Show. This Jag is a unique 2-seater that blends electric power with gas turbine technology. In short, it’s a range-extended electric like the Chevy Volt—it’s able to travel 68 miles on a single 6-hour plug-in charge of its lithium-ion batteries, but when that range is exhausted, two 94-bhp micro turbine engines supplied by Blandon Jets take over, recharging the batteries on the fly and powering the 195-hp electric motors positioned at all four corners.

The all-wheel-drive aluminum-bodied Jaguar C-X75, thanks to its combined output of 778 hp and 1180 lb.-ft. of torque, is capable of accelerating to 100 km/h (62 mph) in just 3.4 seconds and has a top speed of 205 mph. Jaguar says the gas turbine engines extend the range of this sporty EV to an amazing 560 miles. The sleek shape recalls previous Jaguar supercars like the XJ13 and XJ220. The twin turbines are positioned amidships in the Jetstream Silver supercar. The intakes, which provide up to 25,000 liters of air per minute to the 80,000- rpm turbines, are an integral part of the design. The sleek exterior shape has a drag coefficient of 0.34.

Jaguar C-X75

14

The cabin is equally advanced, using light-weight seats that are fixed to the car’s tub, while the steering wheel and pedals adjust to the driver. Jaguar also makes extensive use of aviation-inspired TFT screens for displays and ambient lighting to enhance the interior design.

When folks get into the Jaguar C-X75, a phos-phor blue light dims as the occupants settle themselves into the cockpit. This gentle illu-mination from inside the doors and bulkhead cavities creates a translucency inspired by lightweight aircraft structures and exposes the Bowers & Wilkins nano-speaker panels behind the micromesh. Additional LEDs behind the dashboard and underneath the turbines make both installations appear to ‘float’ inside the structure of the car. The car is started using a switch mounted in the aircraft-inspired overhead control panel. Twin needles indicat-ing turbine functionality sweep dramatically around the edge of the main dials and back to rest. When the C-X75 is driven in Track mode the cabin changes character once again—tak-ing inspiration from fighter aircraft in combat mode.

The Jaguar Co-Pilot touchscreen system switches to stealth and all ambient cabin lighting fades to minimize driver distraction.The lighting, however, is not the only feature which gives the sense of “piloting” the C-X75. The gear-selector is modeled on a fighter jet’s throttle control and includes a manual override for the turbines, allowing them to run continu-ously for maximum charge.

Performance through innovation has always been a Jaguar hallmark. From the beginning, cars such as the C-Type and D-Type pioneered aluminum construction, aerodynamic design, racing monocoques and disc brakes. The C-X75 demonstrates that the company is still leading the field in automotive design and technology,” said Dr Ralf Speth, Chief Executive Officer, Jaguar Land Rover, during the Paris reveal. The C-X75 came as a complete surprise. It had been rumored that Jaguar might show a more conventional 2-seat sports car currently under development.

15

Our most remorseful empathy, to the Mercedes-Benz SLR McLaren, it’s just that the 2010 Mercedes-Benz SL65 Black Series has just blown it away as the most dominant Mercedes-Benz ever created. This extraordinary and ominous SL is the third Mercedes to earn Black Series title. As they say the third time is the charm, in this case it’s the most sensual char-ismatic vehicle. With all the horses power the kid in you could desire (661 of them) Mercedes says that its ber-Benz accelerates to 60 mph in 3.6 seconds and needs to be electronically muted to its 199-mph top speed. However its’ distinction from other SLs, is quite obvious at first glance as it isn’t a convertible. As an alter-native, it has a fixed, carbon-fiber roof with a more scoured rear window. Carbon-fiber hood, fascias, and front fenders extend the SL’s width by almost an inch, and colossal wheels (9.5 by 19 inches up front, 11.5 by 20 inches at the rear) inches. At highway speeds, with the automatic rear wing raised, the fat-fendered, low-roofed SL looks like it escaped from a DTM race. To produce the extra power, AMG bolted larger turbos to the SL65′s 6.0-liter V-12.

As in the SL65, maximum torque is limited to 738 lb-ft to protect the five-speed automatic transmission, which is here equipped with two manual-shift modes and has the ability to blip the throttle on downshifts. The bigger turbo create more lag at low revs, a liability that’s offset by big power gains at the top of the track. The standard SL’s electro-hydraulic brakes were ditched in favor of a conventional hydraulic system, and to save weight, the Active Body Control suspension was replaced with an adjustable coil-over setup. The Black Series weighs in at 4345 pounds, 210 pounds less than the SL65, and although that weight loss is impressive, the European version sheds an additional 300 pounds by using single-piece racing-style bucket seats and air-bag-less carbon-fiber door panels that wouldn’t meet U.S. side-impact regulations. The remainder of the Black Series’ interior is similar to that of the regular SL65 AMG, which is a little disap-pointing given the new model’s $100,000 price premium.

Mercedes Benz SL65 AMG Black Series

16

Then again, the Black Series reflects its sticker price in other ways. Take its sinister propor-tions, for instance, or its monumental power. Mash Gucci loafer to carpet, and the Black Series tries to spin its rear tires all the way to triple-digit speeds. Even when it can put its power down – which isn’t often – the rear end sways from side to side under acceleration. According to one AMG engineer, the oscillation is the result of a conflict between the limited-slip differential and the rest of the driveline, but it feels as if the earth’s crust is being ripped open. The V-12 emits a loud bellow, which, while not the most pleasant sound, effectively scares the peasants out of the way.The sus-pension is very firm by Mercedes standards but gives up none of the ABC-equipped SL’s excep-tional body control.

A quicker steering rack offers fantastic on-center feel, but those enormous wheels severely limit steering angle. This SL needs nearly 48 feet – the width of a four-lane inter-state – to make a U-turn. Then again, practical considerations like U-turns, or the fact that the rear spoiler mechanism takes up most of the trunk space, hardly matter. The SL65 Black Series exists to wear the mantle of the most wicked Benz in all the world, and it does it with far more grace than its predecessor the SLR, which not only has less power and less torque but, oh, incidentally, costs another 200 grand. All hail the Black Series prince of 2010!

17

The Peugeot 207 CC GT THP 156 (thankfully Peugeot settles for just 207 CC and Peugeot on the boot) – turns from summer cruiser to warm and cosy tin-top at the push of a button. This perhaps goes some way to explaining its popularity in the UK. Not that the 207 CC is popular only in the UK – it’s sold well every-where since it replaced the 206 CC in 2007 and continues apace since it got its mid-life facelift last summer. That nip and tuck made the little 207 CC seem a bit more premium. The nose got a tidy and the back got some LEDs; more of the bodywork got body coloured, there was a bit more chrome and some new, round fogs up front.

Our car comes complete with a trendy white paint job – which suits the 207 CC per-fectly – and a premium interior with dark charcoal leather and Peugeot’s decent look-ing (although not always entirely accurate) Connect Navigation. So with its white exterior and snug, leather clad interior it’s ticking all the boxes on the cute front. The nice alloys add to the mix and the sun suddenly break-ing through the heavy clouds makes me jump for the keys to take the 207 CC out for a blat before the rain returns.

This 207 CC comes with the pick of the engines on offer in the 207 – the 156bhp 1.6 litre pet-rol. Which in this frugal, diesel-obsessed age is so nice to see. A peppy, zingy petrol engine to play with in a fun little drop top is a recipe for more enjoyment than the on-off style of a diesel.

Even with the very good engine on offer with its 156bhp and a healthy 180lb/ft of torque from just 1400rpm I’d expected the 207 CC to be a little less than properly lively. After all, Peugeot has had to insert an RSJ or two to try and keep the front and back together without a roof, adding the equivalent of a passenger (and more) in weight in the process.But the 207 CC is actually quite lively. It gets to 60mph in not much more than 8 seconds, and it does it very easily. That lump of torque available so low down gives the punch it needs and makes this 1.6 litre turbo petrol just as punchy as any turbo diesel, but with the joy of the linearity and wider rev band of a petrol.

That torque also makes for decent fuel con-sumption, with the 207 CC returning an official 38.2 mph average and a more than commend-able 36.9mpg with my lead-footed hands.

Peugeot 207 CC GT THP 156

18

Sadly, my expectations and preconceptions were pretty much evidenced in the first cor-ner, as the 207 CC turned in quite well but accompanied by some less than pleasant flex-ing which I expected to get worse as I pushed on. But it didn’t. In fact Peugeot has done a good job of keeping the 207 CC from doing the shake, rattle and roll with its top down. True, a blind man could feel the flexing as you push through a bend, but it’s not especially debilitat-ing to the handling which, although not exactly overtly sporty, is actually more than competent.

And it’s the price you pay for some economical, top-down fun. But it’s not a big price. In fact, after an hour or two of blatting around with the top down – and finding myself at least an hour away from where I’d started – I realised that I wasn’t really noticing the flexing any more. And then I realised I’d become a victim of the drop-top-trance. Really, drop tops are a waste of time as a serious drive. We all kid ourselves we’d like one, but they’re no real fun – how-ever good they are – when you’re driving with your hair on fire. Every drop top I get in to I drive it as I would a coupe, but within a very short time I start to ease off. I cruise. Briskly, yes, but cruising not blatting. I’ve slipped in to the drop-top-trance. And that’s what always happens with a drop top. So why we go out every time to see how much the latest drop top toy flexes, I really don’t know. But we do. In fact, all that really matters is does it go well enough.

Well enough to carry off the style statement you’ve just bought. Well enough for you not to look too silly at the traffic light grand prix. And there is no doubt that the Peugeot 207 CC delivers on its promise. Its looks promise a cute, stylish and enjoyable little car. The one area it does fail in is rear seat accommodation. That now old-fashioned two-piece roof needs a lot of space to stow, so the back seats are little more than an upholstered shelf.

Apart from it’s lack of room in the back, this particular 207 CC delivers more than you expect. It delivers some decent leather uphol-stery, SatNav and climate control. It all adds up to a bit over £20k, which is quite a lot for a supermini, even one with a clever, fully auto-matic folding tin-top. But it also offers a decent drive, handling which is the right side of aver-age and performance which makes this 207 CC quite a lot of fun, even in the drop-top-trance zone. Over the course of this week I drove hundreds of miles with the top up and the top down. The 207 CC was sharper with the top up and I found myself making quicker progress. But not consciously. The well insulated cabin with the top up – and the loss of any real flex-ing – just made it more comfortable to push harder. The handling of the 207 CC isn’t cutting edge, but it’s more than competent and you have to remember what good value this car is. Yes, the car we have here costs the wrong side of £20k, but you get the same underpin-nings – just with a less appealing engine and fewer goodies – from just a little over £16k. Which is really rather good for a car that offers most of the best of both worlds – coupe and convertible.

19

The hard-top Solstice Coupe took the 2008 New York Auto Show by storm. The more aggressive and sleeker looking targa-top fast-back offers up an alternative for those who aren’t always looking for fun in the sun, but alas, as the rest of the Pontiac faces extinction, so does the Solstice.

“To me, it’s not a celebration,” said James Graves, a 29-year veteran of GM’s Boxwood plant. “It’s a sad day. It’s like a funeral.”

Specs:

Engine: 2.0L turbocharged 4-cylinder Ecotec – 260-hp/260 lb-ft of torque.

Transmission: 5-Speed manual

Curb Weight: 3018 lbs

0 to 60 mph: 5.5 seconds

Fuel-Economy: 19/28 mpg city/highway

Exterior: “The new Solstice coupe has all the design cues and pleasing performance of the original roadster, and is an all-season alternative for people who enjoy open-air driv-ing,” said Susan Docherty, vice president of Buick-Pontiac-GMC.

There is no doubt that the 2009 Pontiac Solstice Coupe looks outstanding. Put it on the road next to any other coupe or sportback, and it is sure to attract the lion’s share of the attention. However, despite the dramatic new look, GM says that engineers made minor changes to create a hard-top version of the Solstice. The model features a fixed roof aft the B-piller, complete with side windows and a rear lift-glass providing easy access to the storage compartment behind the seat. The sloping roofline provides the look of a classic fastback, as it runs from the front of the roof and merges with the ever fashionable ducktail style rear spoiler.

The roof, which weighs 31 pounds, can be removed easily by one person – or so GM

2009 Pontiac Solstice

20

says. I personally had trouble taking the roof off myself, and not because I’m weak. It was because it is just too big for one person to take off without fear of damaging it. A soft roof-cover is available as an added option though, just in case you get caught with your top down on a rainy day. Gm Accessories also sells a storage case for the removable roof.

Interior: Not much differs between the Coupe and the Roadster. However, GM did do a lit-tle redesigning though in the area behind the seats, providing easy access to the cargo area. It also seems that GM’s engineers couldn’t find place for a cupholder, so they haphazardly placed them behind the headrests.

Interior options include AM/FM and CD stereo with six speakers, an enhanced sound system with an MP3-compatible stereo and an iPod jack, XM Satellite Radio and of course, OnStar.

Our 2009 Pontiac Solstice GXP included a two-way power driver seat height adjuster, racing-inspired sport bucket seats with GXP stitching, a leather-wrapped manual shift knob, an adjustable steering wheel, and a rear window defogger. Oh, and while we’re talking about the rear-window, there is a huge issue with rear-visibility, or the lack there of.

Performance:

Based on GM’s Kappa-platform, the rear-wheel-drive 260-hp 2009 Pontiac Solstice Coupe GXP goes from 0 to 60 mph in about 5.5 seconds; pretty impressive for its class. The rough 5 speed manual transmission and subpar han-dling detract from the experience in a big way though.

Our test vehicle, the 2009 Pontiac Solstice Coupe GXP, was powered by a 2.0L turbo-charged Ecotec that produces 260-hp and a peak torque of 260 lb-ft. Now, when you look at GM’s list of key competitors you might begin to wonder why you would spend $30,375 on this car.

GM says that the base model Solstice targets the Mazda MX-5 Miata and its retractable hardtop, while the Solstice Coupe GXP targets the Nissan 370Z. Why anyone would opt to spend a single dollar on the Solstice when they can pick up a 332-hp 2009 370Z for just over $29,000 is beyond us.

21

2010 Proton S16 is the new proton car launched Australia’s lowest priced car. This lowest priced proton car is arrival with the 1.6 liter proton S16 sedan. This new car will go sale in this December with retail price of £7,397 drive away. The S16 sedan car uses the four-door high –quality design and 1.6 liter twin cam engine supported full standard equipment suite including radio audio system AM/FM/CD.

The 2010 Proton S16 also available in five colors options such as solid white, solid red, mountain blue, tranquility black and genetic silver. S16 boasts a capacious 413-litre boot significantly bigger than many larger and more expensive rivals. As a four-door sedan the S16 offers exceptional space efficiency particularly compared with entry-level three door hatches in a similar price range. The Proton S16 will be launched in GX manual form only however a GX auto variant will arrive in early 2010. The initial S16 GX will only be available for a limited time in its current spec at the price of £7,397 drive away.

It’s affordable for almost anyone determined to own a new car, but the VFACTS light-car seg-ment in which the S16 competes is no longer solely the preserve of cheapies. Proton’s tiny sedan is more like an older-style light car, one that sells on the strength of its price alone. If the S16 has one other redeeming aspect, it’s cornering ability. As we noted in our launch review of the car, it’s fun to drive for a vehicle riding around on 13-inch steel wheels. This is a consequence of the car’s suspension being tuned by Proton’s British sportscar builder, Lotus. In the dry, the S16 musters fairly good grip for its wheel and tyre combination — and turns in quite well. Feedback through the steering wheel also provided a level of com-fort when the car was being asked to do more than one should rightly expect of it. In many other ways though, the S16 is compromised — in part by the need to bring this car to market at such a low price. The audio system has just two speakers, for instance. While that won’t matter much to some buyers, it would have been preferable for the two speakers to be located in the front section of the cabin and

Proton s16

22

not the rear. How much would an extra pair of speakers add to the purchase price of the car anyway? Petty oversights or coin-flip prod-uct planning decisions all conspire against the S16. The steering wheel rake adjustment is too low, for example, and drivers of average height won’t be able to see the tops of the major instruments if the backrest of the seat is closer to upright. Furthermore, there are no remote controls for the mirrors… Not even manual controls, let alone electric ones… That smacks of early 1980s packaging — the last occasion we can recall of lowering a window to adjust the offside mirror.

Couldn’t Proton stump up the extra half-a-ringit to apply an extra dab of paint for the arrow in the fuel gauge to tell the driver which side of the car the filler is located? Or how about a timer for the rear-window demister, which needs to be switched off manually. And Proton seems to be no respecter of safety measures either: there’s no airbag or seatbelt preten-sioner for the front-seat passenger. Stability control? Are you joking? The S16 comes with a decent-sized boot, capable of accommodat-ing 413 litres according to Proton’s specs, but the gooseneck hinges are a serious hindrance to loading up what is otherwise a usefully large volume. They’re spring-loaded and really drop down a long way when the boot lid is closed. In the cabin, the seats proved comfortable and supportive beyond expectations for a car as small and inexpensive as this one. Headroom was excellent for adults in both front and rear seats and the rear-seat legroom also surprised for its adult-level accommodation. As well, the S16 features a fairly remarkable all-round field of vision.

Out on the road, the gear shift quality was actually pretty good, but shifting was ham-pered by engine flare, as per the launch review. Forget tyre noise and wind roar, every last decibel of NVH derives from the engine. Only those whose batteries for their cochlear implants need recharging will ever take the S16 to 5000rpm, let alone beyond that. Sadly, there’s still some performance to be had from the engine at that high end of the rev range, but who needs that last tenth of a second in a light car anyway? At lower speeds, the engine was torquey for its size, but not especially powerful. It would keep up with traffic and the performance didn’t suffer with two adults and two kids on board. That leads us back to the question opening this review: who would buy the S16? Being affordable for families on a budget and with two growing kids, the S16 is, if not ideal, at least adequate those who know nothing about cars but can recognise a budget buy when they see it. Alternatively, there’s the bowling club set — although the hat may block the sound of talkback radio through one speaker.

23

The top brass at Bentley are convinced that the Azure T is nailed on to become a future clas-sic and few would disagree – this is a car that combines modern, elegant design with tradi-tional values. It also has the space to carry four adults in diamond quilted soft leather luxury, another reason why there was rarely an empty seat during my seven days of indulgence.

A succession of passengers, some even for-mally dressed for the occasion, insisted on the roof being lowered as they bathed in the Bentley experience. The speed had to be kept to a minimum so they could truly appreciate the premium audio system with its 10 speak-ers, dual-channel sub-woofer and 1100 Watt amplifier, plus eight individual DSP modes to reproduce a ‘live’ concert-like experience. In truth, it was just so they could be easily rec-ognised from the pavements, their philosophy being that if you cruise round for long enough there’s bound to be someone you know out there.

What most of them didn’t appreciate is that the Azure T is also capable of thunderous performance. But then this latest in a line of Bentley models to bear the ‘T’ legend is fitted with a high performance version of Crewe’s iconic 6¾ litre V8 engine. Add a set of 20-inch 5-spoke wheels and tyres, ‘Le Mans’ front wing vents, dark tint matrix grille and a sculpted, retractable Flying ‘B’ mascot and you have a car in a million – well, a quarter of a million to be more precise because it costs the best part of £250,000.

Those wanting to tap in to a volcanic eruption can rely on a twin-turbocharged powerplant producing 500bhp and 1000 Nm of torque – an 11 per cent increase in power and a 14 per cent increase in pulling power over its 450bhp/875 Nm Azure stablemate. That little lot equates to a top speed of 179 mph, a 0-60 mph time of 5.2 seconds and 0-100mph in 12.1 – accompa-nied by a prodigious wave of torque.

Bentley Azure T convertible

24

It all takes some stopping and if you feel the need for more heavy duty anchors then why not go for the upgraded braking system with carbon/silicon carbide, cross-drilled brake ven-tilated discs. Measuring 420 x 40mm at the front and 356 x 28mm in rear, these discs are the largest fitted to any production car on sale today.

Among the other distinguishing points from the standard Azure is a ‘jewel’ filler cap made from billet aluminium. It’s something Azure T owners will become extremely familiar with due to constant usage.

In fact we still struggling to understand how Bentley came to its average fuel consump-tion figure of 14.5 miles per gallon, as a single digit return was much closer to the mark. Who cares about trivia like that though when the majority of Azure buyers use the Mulliner ser-vice to create a bespoke convertible to their exact specification – at extra cost of course.

We thoroughly worked my way through the Bentley – inside and out – to find something you could place in the cheap ‘n nasty bracket, to no avail.

It’s because the Azure T is everything you expect from an English classic – and you don’t need to wear a chauffeur’s uniform to appreci-ate a genuine aristocrat.

FAST FACTS

Price: £245,000

Mechanical: 500bhp, 6,167cc, 8cyl pet-rol engine driving rear wheels via 6-speed automatic gearbox.

Max speed: 179mph

0-60mph: 5.2 seconds

Combined mpg: 14.5

CO2 emissions: 465g/km

25

The 2010 Rolls-Royce Phantom Drophead Coupe, which in American English trans-lates to “two-door convertible version of the Rolls-Royce Phantom.” It is the pinnacle of luxury convertibles, the end-all of automotive grandeur and the quintessential land-based runabout to store aboard your Flying Lady. Other cars will do, but what you want is a Drophead. Although 10 inches shorter than the standard Phantom, the Drophead Coupe (pronounced coop-ay in fine British tradition) is still 20 inches longer than an Audi Q7 and only 2 inches shorter than a Suburban. It weighs more than both. The Drophead is also incred-ibly wide, which makes maneuvering in tight spots akin to piloting the Flying Lady through a lazy river.

The Drophead is special in plenty of other ways as well. Most notable are the rear-hinged “coach” doors that have essentially been extinct on two-door cars since the 1930s. Of course, only the finest materials have been used to create a truly one-of-a-kind cabin. No fewer than 18 bovines sacrifice themselves for king, country and interior. Their hides are tanned in nine standard colors (available in contrasting combinations) such as black, creme light, rose-leaf, fleet blue and consort red. Rolls’ bespoke services will even create a personal leather color to match the Contessa’s azure dress if you like. The same goes for customizable exte-rior paint, which they’ll even name after her. But this is all standard Rolls-Royce fare.

Rolls-Royce Phantom Drophead Coupe

26

The Drophead Coupe stands apart with a spe-cial optional tonneau cover for the five-layer soft top (available in six colors itself) that is finished in 100-percent genuine teak and is said to resemble the deck of a luxury yacht. Rolls sources blonde green teak grown in hill-top regions of Southeast Asia. Each “deck” features 30 separate pieces cut from the same tree to avoid any variation in grain patterns. Those pieces are bonded, then black caulking (the same as yacht builders use) is applied to the grooves before the entire deck is sanded and finished. It’s recommended that the teak be oiled at every service interval. Sound impossibly high-class? It bloody well is and you should order it.

There’s a car under all this pomp and circum-stance, and we’re happy to report it’s a mighty fine one. Meticulously engineered by BMW and Rolls-Royce, the Phantom Drophead Coupe perfectly blends the dynamic virtues of a mod-ern German car with the style and panache expected of a classic British luxury automobile. The power from its V12 is vigorous, its ride is supple, its handling surprisingly un-yachtlike. There are other high-end luxury convertibles, but none can truly stand toe to toe with the 2010 Rolls-Royce Phantom Drophead Coupe. If you have achieved that Flying Lady lifestyle, or even strive for it, there is simply no other automotive choice.

27

The 2010 Rolls-Royce Phantom Drophead Coupe is a four-seat ultraluxury convertible with two rear-hinged doors. Everything you’d expect from a luxury car is standard, along with 21-inch wheels, run-flat tires, an adjust-able air suspension, power-closing doors, bi-xenon headlights, LED running lights, a two-piece “picnic” trunk lid, a five-layer con-vertible soft top, parking sensors, front and rear heated seats, power front seats, a power tilt-and-telescoping steering column, mem-ory functions and multizone climate control. Electronic features includes Rolls-Royce emer-gency telematics, keyless ignition/entry, voice commands, Bluetooth, a navigation system and a 15-speaker Lexicon surround-sound stereo with an in-dash single-CD player, in-glovebox six-CD changer, an auxiliary audio jack and satellite radio with a lifetime subscrip-tion. If that list seems incomplete, rest assured that Rolls-Royces can be customized to your heart’s content.

Besides the infinite color palette available, other optional features include different wheel designs, front and rear camera systems, vis-ible exhaust tips, a brushed stainless-steel hood and such frivolities as champagne fridges and humidors. Individual requests are likely to be accommodated. The Rolls-Royce Phantom Drophead Coupe is powered by a 6.7-liter V12 that produces 453 horsepower and 531 pound-feet of torque. A six-speed automatic transmission sends that massive power to the rear wheels. Rolls-Royce estimates that the Drophead will go from zero to 60 mph in 5.7 seconds. Fuel economy is likely to be better than your yacht’s.

Safety equipment includes run-flat tires, anti-lock brakes, traction and stability control, a pop-up rollover protection system, active front head restraints, front knee airbags, front side airbags and Rolls-Royce emergency telematics. Front and rear parking cameras are optional.

28

Interior Design and Special Features Believe it or not, the 2010 Rolls-Royce Phantom Drophead Coupe has a pretty nice interior. Almost every surface is adorned in beautifully crafted veneer, shiny chrome, soft cashmere or the sumptuous hides of Bavarian cattle. The dashboard has so much wood on it that you might mistake it for a clothes bureau. The driver is greeted by classically simple gauges and a minimalist con-trol panel. The climate controls are mounted a little low on the dash, however, and consist

of strange thumb wheels instead of dials or buttons with a digital display. More complex functions like the navigation system are man-aged by an interface similar to BMW’s iDrive system, with the trademark mouselike control-ler hiding inside the center console when not in use and the LCD screen disappearing behind the classic analog clock. Thanks to the rear-hinged “coach” doors, ingress and egress are far easier than in traditional coupes. The doors are impressively large and quite heavy, though one doesn’t have to yank them shut, as they are power-operated. Although not nearly as spacious as the Phantom sedan’s enormous rear quarters, the Coupe’s backseat still pro-vides plenty of adult-sized comfort for hours of high-class travel.

That’s the best word to describe the 2010 Rolls-Royce Drophead Coupe, a vehicle that is enormous in every dimension despite being 10 inches shorter than its sedan comrade. As such, piloting it through tighter streets can be daunting, with its wide body and huge front end perched in the distance like the bow of a ship (the Spirit of Ecstasy perched atop the grille may start to look like Leo DiCaprio yell-ing, “I’m king of the world!”). Thankfully, the optional split-view front camera provides a left-right side view of crossroads ahead. Given its size, the Drophead is definitely happiest out on the open road, dominating high-speed thor-oughfares like a road-going ocean liner. The ride is smooth but not floaty, absorbing bro-ken pavement with nothing but muted thumps, and the open-roof structure feels impressively rigid. You could probably hit a land mine and barely notice. Unlike with other convertibles — especially large ones — there is no body flex or creaking, which perpetuates the feeling of spectacular, indestructible quality.

29

The Leaf is a conventional four-seater hatch-back, with folding rear seats and is capable of accommodating a normal family. It will fit five adults at a squeeze. This is where the Leaf scores over other electric cars such as the MINI E, which are two-seaters because the rear space is taken by batteries and control equipment. There are even folding rear back-rests, although it does create a rather high luggage deck with a deeply recessed boot behind it. This is a compromise to hide the Leaf’s electrical components.

To say the Leaf drives like a petrol or diesel automatic is a compliment. Other than the lack of noise and the smooth, turbine-like accelera-tion it feels familiar. Press the Start button and the dash lights up like a Christmas tree, select drive and squeeze the accelerator to make it go and slow it down with the brake pedal. On the move the Leaf generally rides well. The steering is light and pleasantly direct.

It handles tidily, offering plenty of grip and goes exactly where you point it. The hydraulic brak-ing system is supported by the electric motor, it’s feels smooth and progressive and the pedal lacks the rather dead feel of some electric cars. There are two drive modes, Normal and Eco and the Leaf goes well in both. Although it’s notably sprightlier in Normal mode. Either way, the electric motor starts producing its power as soon as the wheels begin turning and the Leaf provides instant, strong acceleration.

It decelerates smoothly and progressively, not something that could be said of some electric car prototypes, and if the car’s electronics think you’re driving economically, an amusing tree motif gradually builds up on the dash. Nissan claims an average range of around 100 miles. It can better this if driven gently, but sustained, high-speed motorway driving would just about cut the car’s range in half. Basically, the gentler you drive the Leaf, the further it will go.

Nissan Leaf

30

The more equipment you use (heater, lights, wipers, etc) the sooner it will stop. Performance-wise, it gets to 62mph in 11.9 seconds –but feels quicker- and has a near 90mph top speed.

Nissan claims that the car is designed as an electric vehicle from the ground up. The Leaf’s front wheels are driven by an electric motor, which sits where a conventional engine would normally live. Its 48 lithium-ion batteries, each about the size of a laptop computer, live in a container under the passenger compartment. Nissan claims this is accident-resistant, com-pact and gives the car a low centre of gravity. Another green feature of the Leaf is the regen-erative braking, which pumps power back into the batteries when you come to a stop.

Nissan claim that the Leaf will take an 80 per cent charge in 30 minutes if connected to a bespoke charger, but it can also be juiced up when plugged in to a conventional three-pin socket –but this takes seven to eight hours. Plenty of careful engineering has gone into the car, from the ultra quiet wiper motor to the aerodynamic headlamp pods that deflect air from the door mirrors to cut wind roar. Noises a conventional engine would obscure become far more noticeable in a quieter electric car.

The car will be sold through selected dealers for just under £24,000, £5,000 of which will come from a government grant. Nissan will sell the car with a Personal Contract Purchase package, the details of which are still being worked out.

As a driving experience, the Leaf is very user-friendly, but given its pioneering technology and lack of charging infrastructure, owning one would present some challenges. Anyone without a garage might have issues recharging it without access to an on-street charger, and older properties might need modified electrics to cope with charging the car – this could cost up to £1,000.

Nissan is offering a three-year, 62,000 mile warrantee on the car and a five-year 62,000 mile warrantee on its batteries, by which point it reckons they’ll still be 80 per cent efficient. How effective they’ll be after five-years is less clear. The Leaf is stuffed with technology to give you plenty of warning if it needs recharg-ing, but inevitably, this isn’t a process that takes a few minutes, so this is a vehicle that needs adapting to.

31

Its diesel hybrid system provides some extra advantages which will, Peugeot believes, make it attractive enough for customers to pay the likely £2,000-plus premium. We can’t be sure of that figure because the system is only a pro-totype, being prepared for production launch about a year hence.

The system will be added first to the 3008 crossover (reviewed here on April 27 and on sale in October). So far the 3008 lacks a signif-icant feature against rivals – it isn’t four-wheel drive. The hybrid rectifies this because, while the front wheels are driven by the diesel, the rears are driven by an electric motor. Other hybrids mix the output of petrol and electric on the same wheels, but the Peugeot system separates them. Hence the name, HYbrid4.

At the front, then, you have a regular Peugeot 2.0-litre diesel engine, coupled with the firm’s six-speed automated clutch transmission. One awful disadvantage of that transmission currently is that, while the gears shift, you experience an irritating pause in the power delivery. With the hybrid, an impulse from the rear electric motor will fill in the hole so it feels as smooth as a conventional automatic.

The hybrid can also travel for about two and a half miles in silent, zero-emission electric mode up to about 30mph, before the battery gets depleted and the engine automatically starts again.You can also switch on permanent four-wheel drive for slippery surfaces, so the rear wheels can be used for traction when the front ones start to slip. Finally, a sports mode keeps everything on full alert to give accelera-tion equivalent to another 30bhp.

Peugeot 3008 Hybrid 4

32

The hybrid system adds 264lb (120kg), but engineers say that if you compare it with add-ing a bigger engine, an automatic transmission and a mechanical four-wheel-drive system, all of which the HYbrid4 system simulates, then it is weight-efficient.

And against that notional vehicle, the economy is pretty spectacular. Peugeot says it amounts to a 40 per cent saving and the HYbrid4 will achieve just 109g/km of CO2 – the same as Peugeot’s tiny 107 city car.

The prototype we drove certainly felt lively and if the claimed smoothness hasn’t been reached yet, they still have 12 months to get the electric and diesel powertrains calibrated. The battery lives in the spare wheel well and everything else is neatly packed away so you don’t notice the boot is slightly smaller.

33

It’s time to set the record straight. Credit for invention of the world’s first multi-purpose vehicle should not be given to Chrysler or Renault, but to French cinematographic loon Jaques Tati, who beat his rivals by more than a decade. Tati clearly understood that in order to fulfil true multi-purpose pretensions, even the smallest MPV must conjure its magic on the inside, hence the automotive star of his 1971 film Traffic, a humble Renault 4 boasting Heath Robinson levels of contraption – including one notable commuter must, an electric razor that emerged from the steering-wheel boss. It’s interesting to speculate that Renault’s early lead in cabin chicanery, established with the Espace in 1984, might be attributable to a cov-ert film buff in the company ranks.

It’s time to set the record straight. Credit for invention of the world’s first multi-purpose vehicle should not be given to Chrysler or Renault, but to French cinematographic loon Jaques Tati, who beat his rivals by more than a decade. Tati clearly understood that in order to fulfil true multi-purpose pretensions, even the smallest MPV must conjure its magic on the inside, hence the automotive star of his 1971 film Traffic, a humble Renault 4 boasting Heath Robinson levels of contraption – includ-ing one notable commuter must, an electric razor that emerged from the steering-wheel boss.It’s interesting to speculate that Renault’s early lead in cabin chicanery, established with the Espace in 1984, might be attributable to a covert film buff in the company ranks.

Renault Grand Scenic Dynamique

34

Thereafter, the gloves were off. Whatever their size, successive MPVs simply wouldn’t dare trundle to the launch pad without a full com-pliment of indispensable, competition-beating, brat-friendly accessories.

In 2004 I distinctly remember sampling an unfortunate Daewoo that boasted front seats with the gyrational abilities of a funfair waltzer, in-headrest Etch-a-Sketch, a fold-out marsh-mallow-toaster-cum-barbecue and a loading area lined with garden centre growbags in which you might force tomatoes out of season. Trouble is, build quality wasn’t even on the options list. Mercifully, Renault has combined solid construction with a return to basic MPV values in its new Grand Scénic: cram ultra-flexible seating for up to seven in a box with wheels, add 27 cup holders and style.

Granted, the Grand Scén ic has to appeal to Mr and Mrs Oven-Chip the land over, but its couture is hardly eye-catching. The Grenadier Guard’s busby chinstrap that hallmarks new Mégane family membership is all but residual here, and I can’t help feeling the bows would look more purposeful with the grille – currently

styled to receive the first sausage of the bar-becue season – properly blacked out. On board, perceived build quality takes prec-edence over invention, the dominant feature being an instrument binnacle that continues the current Renault motif of roving the dash-board like a randy mongrel. It’s no longer a humble LED speedo, though: it’s now a Thin Film Transistor screen. Incorporating a digital speedometer and faux-analogue rev counter, it offers endless vehicle information permuta-tions in a limited choice of colour schemes. It’s clever, but could look snappier. The accommo-dation is admirable. The driver’s seat features an elaborate, winged headrest, the (remov-able) second-row seats slide and tumble and the two at the back spring to attention at the simple tug of a strap. The load space expands to a cavernous 2,063 litres and folding the front passenger seat forwards facilitates the stowage of that record marlin, even after rigor mortis has set in. Predictably, the new Renault is awash with diverse “storage solutions”, said to number 42.

Although prices start at just £14,995, entry-level models don’t benefit from that TFT screen. Standard specification becomes more wholesome from £16,595 and the £19,795 1.4 TCe Privilege includes the kitchen sink (but not TomTom-allegiance navigation, which remains an option throughout). The Grand Scénic will be available with a choice of three petrol and four diesel engines, including two newcomers – a 1.4-litre, 130bhp petrol turbo and a 2.0-litre, 160bhp turbodiesel.

35

I drove both and, surprisingly, preferred the former. The 1.4 TCe is smooth, refined, quiet and pleasingly eager. The little turbo hustles the Grand Scénic along via a slick six-speed transmission and its aplomb belies modest per-formance claims of 0-62mph in 11.5 seconds and a top whack of 118mph. The secret lies in the delivery of maximum torque, a relatively humble 140lb ft, at only 2,250rpm – that’s almost turbodiesel territory. Superior ride qual-ity has always been a Renault trait. While the 1.4 TCe is nicely composed when cornering, it would be wrong of Renault to push the boat out any further in the quest for unwarranted handling prowess. That’s not what a family MPV is about and, as evinced by the 2.0- litre turbodiesel, there’s a serious danger of leaving your paddle ashore.

This 2.0 dCi 160 might well have considerable urge, but the required suspension modifica-tions – a by-product of its extra weight – have compromised Renault’s customary straight-line

composure. For that alone, I’d opt for the smaller petrol unit every time.

Price/availability: £14,995-£23,695. On sale now

Tested: 1,397cc four-cylinder petrol turbo with six-speed manual transmission

Power/torque: 130bhp @ 5,500rpm/140lb ft @ 2,250rpm

Top speed: 118mph

Acceleration: 0-62mph in 11.5sec

Fuel economy (Urban): 29.1mpg

CO2 emissions: 173g/km

36

The 2010 Toyota Prius ranks 3 out of 21 Affordable Midsize Cars. This ranking is based on our analysis of 13 published reviews and test drives of the Toyota Prius, and our analysis of reliability and safety data. While the all-new for 2010 Toyota Prius wins plenty of praise, Toyota’s recent recalls have raised questions about the brand’s quality.

The last generation of the Toyota Prius proved that a fuel-efficient hybrid car can be a viable alternative to an ordinary midsize sedan for many buyers. For 2010, it’s been redesigned completely — and the automotive press unani-mously agrees that the change is positive. “It’s a huge improvement over the outgoing model,” says Cars.com. “Not only is the interior vastly improved, the car gets even better mileage: It’s now rated at 51/48 mpg city/highway, 50 mpg combined.” Great fuel economy usually means poor performance or tight spaces, but

the fuel economy boost in the Prius hasn’t come with a penalty. A more spacious cabin and increased cargo capacity make it easier to live with, while added power makes it easier to drive. Still, the Prius faces stiff competition. Shoppers looking for a hybrid that can replace a family sedan have more options this year than ever before. The 2010 Ford Fusion Hybrid recently won the 2010 North American Car of the Year award for its refined ride, upscale inte-rior and 41/36 mpg rating. The Fusion Hybrid is expensive by Affordable Midsize Car stand-ards, but priced fairly close to a well-equipped Prius. On the other end of the price scale, the all-new Honda Insight hybrid challenges the least expensive Prius trims on value.

The Insight’s 40/43 mpg rating doesn’t quite match up to the efficiency of the Prius, but its bargain price makes it the least-expensive hybrid car in America.

Toyota Prius

37

Still, reviewers say that buyers looking for a high-mpg, low-maintenance car might not find a better fit than the Prius.It features more power than previous generations of the car, making the driving experience relatively simi-lar to that of a non-hybrid car. Its interior is built of high-quality materials, with solid crafts-manship. A high-tech theme, complete with an innovative “touch tracer display” designed to allow the driver to adjust climate and enter-tainment functions without taking their eyes off the road, gives it a unique personality. “What’s most surprising about the Prius is what a fine midsize car it would be even if it didn’t get such terrific fuel economy,” Consumer Guide says. Of course, there are some com-plaints. Visibility issues remain, and though its cargo space is competitive with the rest of the Affordable Midsize Car class on paper, it’s not the same as a conventional car in practice. But overall, reviewers say the redesigned Prius offers the experience of owning a well-built family car, with lower fuel costs and a smaller carbon footprint than anything else in it class.

The 2010 Prius is larger, inside and out, than the car it replaces. Its gasoline and electric motors are more powerful than before, offer-ing acceleration that now rivals a conventional 4 cylinder sedan. Yet its battery pack is smaller, allowing for a class-competitive 15.7 cubic feet of cargo space. The car now offers three operating modes, allowing drivers to choose whether to focus on fuel economy or perfor-mance. There are even roof-mounted solar panels available for an added cost, though they only serve to power a ventilation fan that cools the car when parked. The Prius is available in four trim levels, offering varying equipment levels, known as Prius II, III, IV and V. Toyota has told the press that a bargain edition, the Prius I, will appear later in the year to take on the Honda Insight’s low price, but has not given a date for that model’s arrival. With a fully equipped Prius V costing over £19,744. How ever prices may varry to accommodate many different budgets.

38

When Volvo first started their love affair with jacked up wagons equipped with AWD and some extra ride height, they had two groups in mind: The Swedes that live in rural Sweden with miles of unpaved dirt roads in the for-est which turn to mud in the long dark winter, and the American soccer mom who thinks she needs an SUV like vehicle to cross the puddle in the Neiman Marcus parking lot. Thanks to our recently departed leader Robert Farago, we know how the XC60 does on pavement, but since Volvo offered to give us an XC60 for a week, I decided to take a different approach and review the XC60 in the dirt back-roads of coastal northern California and the icy roads of the Sierra Nevada to see if you can actually combine living off the grid and “Scandinavian luxury.”

On paper the XC60 looks like just what the yuppie doctor ordered. The XC60 boasts a Grand Cherokee and LR2 besting 9.1 inches of ground clearance, the same AWD system as the LR2 (which it should be noted was origi-nally borrowed from Volvo’s S80 to begin with), sexy curves and some rugged looking plastic on the front and rear overhang. At 4174lbs, the XC60 is no lightweight but does somehow manage to be slimmer than both the LR2 and the Grand Cherokee.

Visually the XC60 is actually a departure from the Volvo styling that has been in place since 1999. Volvo’s design department somehow managed to make the XC60 instantly recogniz-able as a Volvo, yet change the form enough that when parked next to Volvo’s larger XC90 it makes its older brother look ancient.

Volvo XC60

39

Inside the XC60 is modern Volvo all the way. The only low point in this otherwise well designed cabin is the Nav system. Volvo used to be known for their trick pop-up nav system, and the coolness factor of the pop-up was a welcome distraction from the basic design of the system. Instead of this arrangement used in all other Volvo models, the Swedish design team crafted an Audi like pod for the nav screen in the center console and moved the screen for the radio up to a strange binna-cle on the dash. There are two problems with this: First, the radio controls are way too far from the radio’s screen, and secondly the nav screen looks ill fitted and far too small for the hole they gave it in the dash.

Adding insult to injury is the fact that should you not opt for the $1,800 nav system you get a bizarre cubby where the screen should go that tells all your passengers you were too cheap to splurge for the nav. I have been told to expect the new 2011 S60’s totally revamped Nav and audio package in the 2011 XC60, let’s hope so; it can’t get here fast enough.

With the rear seats up the XC60’s sloping rear profile means you are limited to 31cu ft of cargo space which expands to 67 cu ft with

the rear seats folded. Compared to the Euro competition the XC60 packs a week’s worth of camping supplies (including water) with rela-tive ease. Once off the beaten track it becomes obvious that the base 17” wheels are more on- than off-road tuned, but fortunately the rest of the suspension is up to the task. Suspension travel is well suited to heavily rutted dirt and mud roads and Volvo kindlysupplies approach departure and breakover angles (22, 27 and 22 degrees respectively) which proved useful while navigating the many treacherous roads that litter the Lost Coast region of Northern California. Volvo’s optional skid plates, bumper bars and scuff plates are probably something Volvo should add to their press fleet as it was my mission to go where no $47,000 Euro CUV should ever be taken. Let’s get things clear from the start, the XC60 is not, and never will be, a rock crawler. If you plan to ford more than a 10”of water or crawl over boulders or logs, then a Wrangler is what you need. If a luxury rock crawler is more your style and you only have $45K to work with, try a used Range Rover. The Haldex AWD system the XC60 uses is capable of delivering a 50/50 power split should it be needed, sending 90% of the power to the front under normal conditions.

Unlike a “true” SUV, the Haldex system oper-ates using a locked center differential (to be honest there is no center diff at all, the trans-mission has the front and rear power outputs permanently locked), between the rear diff and the transmission lays a Haldex clutch pack that infinitely varies the connection between the transmission and the rear wheels. Power transfer takes less than 1/7th of a tyre rota-tion should a slip be detected, and the system can vary the clutch pack on its own whenever it feels like it.

40

The system operates as advertised and strik-ingly well on sand, several inches of mud, steep ruts, a few inches of snow and mod-erate off-roading. As with many crossover AWD systems, when the going gets icy, the lack of a locking center differential becomes readily apparent. When climbing a steep drive-way with an inch of slippery ice coating it, the XC60 spent much of its time spinning the front wheels, it was only when the traction control was disabled that the car shifted power to the rear and made it up the drive. That being said, I clocked over 26 hours on unpaved backcoun-try roads in the XC60 and didn’t get stuck. There were ditches we had to stop and fill in with logs to traverse, trees that had to be moved out of the way, and jaw-dropped looks from ATV and jacked up Wrangler owners we passed along the way.

On the road the XC60 handles with more prowess than it’s curb weight or FWD-biased drivetrain would suggest, but unfortunately Volvo’s choice of tires isn’t quite up to the task. The Pirelli Scorpions squeal at the slight-est provocation and fail to grip when the going gets muddy or icy. Powering this Swedish cute-ute is Volvo’s sweet 3.0L twin-scroll turbo inline 6, which was introduced just a year ago. Quite similar in design to BMW’s new N55 3.0L I-6 engine, the T6 as Volvo calls it, pumps out 281 horsepower and 295 lb-ft of torque with the typically-Volvo flat torque curve. Mated to an Aisin 6 speed automatic, power delivery is smooth and strong, and with a 0-60 time of 7.4 seconds, one might almost say quick, almost. The XC60 climbs up rugged, un-paved muddy trails with composure, never seeming taxed.

41

The all new 2011 Hyundai Sonata is leading its class in the competitive midsize sedan category on Autotrader.com. Hyundai’s all-new Sonata midsize sedan was AutoTrader.com’s most-viewed vehicle in its class during the month of March. For the first time ever, Sonata sur-passed competitors that include Honda Accord, Toyota Camry and Nissan Altima. AutoTrader.com recorded 16.5 million unique monthly visi-tors in March, the highest traffic the company had ever experienced.

“Industry wide, traffic seems to be increasing and the Sonata is hitting showrooms at an ideal time to capitalize on renewed consumer interest in cars,” said Scott Margason, director of product planning, Hyundai Motor America.

“Sonata’s new design identity is drawing signifi-cant shopper attention, motivating and driving consumers to include it on their list when con-sidering their next car purchase.”

The 2011 Hyundai Sonata has been a popular seller at Hyundai of St. Augustine, which serves consumers from as far as Jacksonville, Orange Park, and Palm Coast. Hyundai’s all-new 2011 Sonata represents a modern approach to the traditional midsize sedan segment by using only advanced four-cylinder engines, emotional design and luxury features offered with Hyundai’s strong value proposition. The Sonata launched with a new Theta II 2.4-liter gasoline direct injection (GDI) engine and in-house six-speed automatic transmission.

New 2011 Hyundai Sonata

42

The vehicle offers class-leading fuel economy of 22 mpg city/35 mpg highway and 198 horsepower standard. Sonata is built from the ground up with safety in mind, with a hot stamped ultra-high-strength steel body structure, advanced airbag technology and Electronic Stability Control (ESC), delivering on Hyundai’s commitment to both active and passive safety technology leadership. In 2005, the Sonata was the first popular midsize sedan to standardize ESC– once again every 2011 Sonata has lifesaving ESC as standard equip-ment. This is important because the National Highway Traffic Safety Administration (NHTSA) has reported that ESC results in 35 percent fewer single-vehicle crashes and 30 percent fewer single-vehicle fatalities in passenger cars.

A smart choice for families, the 2011 Sonata also features a state-of-the-art Anti-Lock Braking System (ABS) including Brake Assist and Electronic Brake-force Distribution (EBD). Sonata features six airbags—including dual front, front seat-mounted side-impact, and front and rear side curtain airbags—along with active front-seat head restraints. All Hyundai shoppers who would like to learn more about the award winning 2011 Hyundai Sonata can visit Hyundai online at hyundai.co.uk.

43

The hybridization of high-end German luxury cars is under way. Daimler (DAI) kicked off the trend with the 2010 Mercedes S400, the gasoline-electric version of its top-of-the-line S-Class sedan. BMW (BMW:GR) has coun-tered with its new, performance-oriented 2011 ActiveHybrid 7. In March, Audi (VOW:GR) showed off a hybrid A8 concept car at the Geneva Auto Show, and Porsche has promised a hybrid version of its new four-door Panamera next year. Where does the Mercedes-Benz S400 fit in? Basically, it’s a hybrid for people who don’t want a hybrid, with new technol-ogy so seamlessly integrated into the design that you barely know it’s there. Mercedes’ first hybrid model, it’s also the first production car to use lithium-ion batteries, which are small enough to fit into the engine compartment. As a result, the S400 has the same roomy interior and large trunk as a regular S-Class sedan.

Trunk space is 16.4 cu. ft., more than in the Lexus LS 600h L (10.1 cu. ft.) and BMW ActiveHybrid 7 (14 cu. ft.). The S400′s other big innovation is its price: Most hybrids carry a premium over conventional gasoline-powered models, but the S400 starts at $88,825, $3,650 less than the least expensive V8-powered Mercedes S-Class sedan, the S550. That makes the S400 the least expensive S-Class sedan sold in the U.S., with a starting price far lower than those of the LS 600h L ($109,675) and the ActiveHybrid 7 ($103,175). (One concern about the Lexus: The LS 600h L has been the subject of two recent recalls, the most recent in early July for an engine valve glitch.) The S400 is a so-called “mild” hybrid. Its power plant consists of a 3.5-liter, 275-horsepower V6 gasoline engine augmented by a 20-hp electric motor.

Mercedes-Benz S400 Hybrid

44

Small as it is, the disc-shaped electric motor generates 118 lb.-ft. of torque that kicks in instantly when you punch the gas. The com-bined system generates 295 hp of power and an impressive 284 lb.-ft. of torque. The S400 isn’t blazingly fast, but has more than adequate oomph for such a big vehicle. The S400′s electric motor is positioned between the gasoline engine and the seven-speed auto-matic transmission. The battery pack stores energy collected from a regenerative braking system. To further conserve energy, the gaso-line engine shuts off at speeds of less than 9 mph, as well as during idling. At a stoplight, the air-conditioner compressor and power steering pump operate electrically.

The Environmental Protection Agency rates the S400 to get 19 miles per gallon in the city and 25 on the highway, for an average of 21 mpg. That’s 27 percent better in city driving and 17 percent better overall than the rear-wheel-drive Mercedes S550, which is rated to get 15/23, for an average of 18. The S400 more or less matches the fuel economy rating of the LS 600h L (20/22 for an average of 21 mpg), and does a tad better than the ActiveHybrid 7 (17/26 for an average of 20 mpg). However, I suspect many S400 drivers will achieve bet-ter than the rated mileage. I got 24 mpg in my test car over 512 miles of mixed driving, during which I made absolutely no effort to conserve fuel.

45

Less lead-footed drivers will probably average 26 or 27 mpg. S-Class sales are booming this year, at least by comparison with calamitous 2009. U.S. sales more than doubled in June vs. the same month in 2009, to 1,549, and were up 27.2 percent, to 6,405, during the first six months of this year. The S400 is a niche product, with only 524 sold in the U.S. during the first six months of the year, a mere 8.2 percent of total S-Class sales during the period. However, the S400 will seem a lot more attrac-tive when gasoline prices rise again.

What do you give up in opting for the S400 over a conventional model? Quickness, mainly. Mercedes says the S400 will accelerate from zero to 60 in 7.2 seconds, which is plenty fast for most luxury-car drivers. But that’s nearly two seconds slower than the S550 (5.4 sec-onds) and the Lexus LS 600h L (5.5 seconds), and way behind the BMW ActiveHybrid 7 (4.7 seconds).

In other respects, the S400 drives similarly to any S-Class sedan, with less road feel and a softer suspension than the BMW 7 Series and Audi A8. My test car came with the Airmatic sus-pension system, which automatically adjusts the damping characteristics of each wheel according to conditions and the driver’s driv-ing style. There’s a “sport” setting that firms up the suspension and enhances road contact, according to the owner’s manual. However, the difference is much less pronounced than in the BMW ActiveHybrid 7, which has “nor-mal” and “sport-plus” settings, in addition to “comfort” and “sport.” The S400′s electronic transmission is operated by a stumpy lever on the steering column. Basically, you put the car in “Drive” or “Reverse” and go. However, there are steering-wheel-mounted paddle shifters for those who want to do the shifting themselves. The transmission goes into manual mode when you use the shifters, and reverts to automatic if you don’t use them for a while.

46

The S400 has the same roomy, elegant, wood-trimmed interior as the regular S-Class sedan. Fit-and-finish is impeccable and the seats are extremely comfortable. However, I find Mercedes’ Comand control system complicated and not very intuitive. It isn’t obvious how to do something simple like change the radio sta-tion or alter the map display in the navigation system. Once you master its intricacies, the system is fairly easy to operate. But it takes a lot of trial and error to figure out.

The S400 is available with all the high-tech options found on the S550—though, as always in a Mercedes, at a price. Major options include a night vision system ($1,740); power-adjusta-ble, heated, and ventilated rear seats ($2,990); and rear-seat entertainment ($2,990). A Driver Assistance Package ($2,900) monitors the road ahead and engages the brakes if danger looms, monitors the driver’s blind spot, and sounds an alarm if the vehicle goes over lane markers or the driver seems drowsy. A $4,950 premium package includes everything from heated and ventilated front seats (with massage function), an electronic trunk closer, and a rearview cam-era to headlights that dim automatically when they sense oncoming traffic and a parking guidance system that sizes up potential park-ing spots and provides assistance.

A pair of sport packages ($5,800 and $6,550) add “AMG”-style wheels, bodywork, and tires.

The pros and cons here are clear. On the plus side, the S400 costs $3,650 less than a con-ventional S550, will save the average owner about $400 annually in fuel costs based on government estimates (and more if you do a lot of in-town driving), and qualifies for a federal tax credit of up to $1,150. The S400′s starting price also is some $14,000 to $21,000 less than comparable BMW and Lexus hybrids. Oh, and the S400 pollutes less than a conven-tional luxury sedan.

Though pricing hasn’t been announced, the S400 will remain almost unchanged in 2011, with dark eucalyptus-wood interior trim and 18-in./10-spoke wheels being the main new options. The S400′s downsides: It isn’t nearly as quick as the S550 and its main competitors. Also, it isn’t available with all-wheel drive, while the S550 and Lexus LS 600h L are. So, if raw acceleration and all-wheel drive are priorities, you can drop the S400 from your shopping list. If they aren’t, the S400 is well worth consider-ing, even if you aren’t necessarily shopping for a hybrid.

47

With its longer, wider and lower than the pre-vious model (by 90 mm, 15 mm and 60 mm respectively), the all-new design successfully retains the key SUV features – the command-ing driving position, heightened sense of security and powerful road presence – which made the second generation Kia Sportage so popular. The second-generation Sportage was introduced in 2004 and marked a huge step forwards for Kia. Over the next six years, it attracted thousands of customers who had not previously considered buying a Kia, and achieved global sales of more than 860,000 units – including 150,000 units in Western Europe. Now, under the direction of Kia’s Chief Design Officer Peter Schreyer, the Kia design teams have created a third-generation Sportage incorporating Kia’s new design DNA and many features from the 2007 Kia Kue

concept car, to be immediately identifiable as a Kia and stand out from potential rivals in an increasingly crowded segment.

“With the new Sportage, we have created an all-new, five-seater compact SUV with maximized customer appeal. It is urban-friendly and fully in tune with changing consumer expectations and demands,” commented Hyoung-Keun Lee, President, Kia Motors Corporation.

“Despite the recent and ongoing global eco-nomic difficulties, Kia’s market research indicates that demand for C-segment SUVs in Europe will grow steadily over the next five years as customers down-size their vehi-cles and new models focus attention on the segment.

The New KIA Sportage

48

“Customer clinics with the new Sportage in Europe have generated entirely positive responses and we are confident that our latest model will significantly increase Kia’s share of the compact SUV market,” concludes President Lee.

New Sportage is significantly sleeker and lighter than the previous model, with an aero-dynamic drag figure of Cd 0.37 (down from 0.40) and a significant weight loss of 91 kg compared with the previous model – enhanc-ing fuel economy and refinement. Choice of engines with enhanced economy and lowered emissions When the full range of new Sportage models is ‘on sale’ later this year, it will be available with four engines (two petrol and two diesel, covering a 115 ps to 163 ps power spread), manual and automatic transmissions and two-wheel or four-wheel drive.

The model range presented to customers may vary country-by-country across Europe to suit local requirements and preferences. Reacting to market trends, Kia has downsized some of the engines for new Sportage, so the 2-litre diesel and gasoline engines available at launch will be joined by smaller capacity engines avail-able with fuel-stretching Start/Stop technology and with CO2 emissions from as low as 138 g/km. Enhancing occupant and pedestrian safety.

Fitted as standard in most European countries, new safety features will include ESC with a new Rollover Sensor (that deploys the side airbags, curtain airbags and seatbelt pretensioners when required), Hillstart Assist Control (to prevent roll-back when starting on an ascent), Downhill Brake Control (to limit speed during a steep descent) and an ESS system which flashes the brake lights during an emergency.

49

A new rear-view safety camera, which transmits an image to an LCD colour display integrated into the interior rear-view mirror, will be an available option on all models.Appealing to existing and new Sportage customers. New Sportage will be manufactured at Kia’s factory at Zilina, in Slovakia and buyers will be offered a choice up to 10 exterior colours and a Black interior, trimmed in cloth, part-leather or full-leather, that can be personalised with dark, light or orange accents. The quality of the cabin is greatly enhanced. Available high-tech features will include: Xenon HID headlamps,

LED running lights, keyless entry, engine start button, reversing safety camera, built-in sat-nav and full-length panoramic glass sunroof. Kia’s latest compact SUV will benefit from the brand’s unique 7-Year Kia Warranty in Europe. The all-new Sportage range will begin to appear in almost 2,000 Kia dealer showrooms across Europe during the summer. Together with the larger Sorento, Sportage will perform a key role in boosting Kia sales, enhancing brand awareness and raising the company’s market share in Europe during 2010.

General

* Year2010

* Seats5

* Tank capacity55 litres (14.5 gallons)

* Economy – combined8.2 l/100

* Emissions classEU5

* CO2195 g/km

50

Drivetrain

* Transmission6-speed automatic

* Drive wheelAWD

* Suspension (front axle)McPherson strut

* Suspension (rear axle)multi-link

* Electronic systemsABS, EBD, BAS, DBC

* Front brakes (size)300×28 mm

* Front brakes (type)ventilated disc

* Rear brakes (size)284 mm

* Rear brakes (type)solid disc

* Tyres (front axle)235/55 R18

* Tyres (rear axle)235/55 R18

* Wheels (front axle)6.5×18 inches

Engine

* Engine typePetrol

* Engine place Front

* Aspirationnone

* Displacement (cc) 2L / 19981 cc

* Cylinder configurationInline 4

* Valves16

* Power 122 kW(164 HP) @ 6200 RPM

* Weight / Power ratio 9.0 kg/HP

* Torque 194 Nm(166 lb-ft) @ 4600 RPM

51

The 2010 Mercedes Benz GL ranks 3 out of 10 Luxury Large SUVs. This ranking is based on our analysis of 65 published reviews and test drives of the Mercedes Benz GL, and our analysis of reliability and safety data. The Mercedes-Benz GL-Class is for drivers who have a lot of passengers but aren’t willing to sacrifice a luxury driving experience to carry them all. While other Luxury Large SUVs offer burly off-road capabilities and loads of bling, the 2010 Mercedes Benz GL Class offers just what a luxury large SUV should: luxury, and plenty of it. While others in the class have more room or more powerful engines, few can match the total package of comfort and driving experience the GL provides.

Despite a smaller engine than many com-petitors, the base model still earns excellent reviews, with nearly all noting that it drives more like a luxury sedan than a bulky SUV.

Mercedes Benz GL

52

Another plus is the GL’s excellent fuel econ-omy, which is among the best in this class. However, if you’re looking to be coddled while you venture off the beaten path, the GL isn’t the best choice. It’s a car-based crossover, not a truck-based SUV. While it seats just as many passengers as a truck-based SUV, it’s not meant to tackle rough off-road terrain. It also can’t tow as much as some competitors.

If you need to take a crowd off road in comfort and style, consider the Toyota Land Cruiser. Its base price is higher than the base GL’s, but it comes with so many standard features that it actually costs about the same as a similarly outfitted GL.

If you’re comfortable spending even more for a luxury nameplate, the Lexus LX offers all of the Land Cruiser’s capabilities, plus Lexus cachet.

Though the GL has a relatively low base price, the base model doesn’t come with many of the features and luxury touches that buy-ers may be looking for; to get those on a GL, you’ll have to pay extra. The GL Class has three models: the GL 450, the GL 550 and the GL 320 BlueTEC, which has a 50-state diesel engine. For 2010, changes to the GL class are minor. Mercedes has made some minor tweaks to the exterior styling and added its Post-Safe system, which shuts off the engine and unlocks the doors after a crash.

53

The Range Rover Sport – which has recently been comprehensively upgraded with the addi-tion of a powerful, refined and economical new 3.0-litre diesel engine, striking exterior design changes and a completely redesigned interior – was determined the best overall in the All-Wheel Drive over 1800kg category, beating the likes of the Honda CRV, Toyota Land Cruiser and the Hyundai Sante Fe. The testing was car-ried out at Millbrook Proving Ground and each vehicle was assessed to determine its towing ability, dynamics when hitched, acceleration, braking and ability to cope with demanding hill starts. Driving judge, Clive White of The Caravan Club said: “How do you persuade over 2.5-tonnes of 4×4, plus a caravan to perform like a sports grand tourer? Answer: 3.0-litres of pokey diesel mated to a pretty handy six-speed auto box and some useful suspension

trickery, not forgetting 4WD from the 4WD experts. The Range Rover Sport handled all of the tests effortlessly. “The Range Rover Sport comes with new intelligent towing tech-nologies such as Tow Assist, which helps the driver perform accurate towing manoeuvres, Surround Camera System and Trailer Stability Assist, a system that initiates engine torque reduction and braking interventions to bring the towing back under control when trailer oscillations and uninvited steering movements are detected. “The Range Rover Sport is a truly capable vehicle,” said Land Rover UK’s manag-ing director, John Edwards. “On the road, it’s a comfortable Sports Tourer that eats up the miles, off-road its abilities are best-in-class and as this award recognises – with 3500kgs towing capacity, it really is the perfect vehicle for caravan enthusiasts who want the comfort

The Range Rover Sport

54

and luxury of a Range Rover cabin.” Priced from £46,995 on the road, the Range Rover Sport is on-sale now at Land Rover dealerships throughout the UK.

Even the mighty Volkswagen Touareg and its sister car, the Porsche Cayenne, capable and luxurious as they are, don’t have quite the same charisma. Perhaps it is a ‘tradition’ thing with the sumptuous Land Rover being the first modern SUV of its kind. The first Range Rover was not without its teething troubles, such as the tailgate that was prone to rusting, but that particular problem was swiftly rectified and the Range Rover went on to bigger and bet-ter things in its overt portrayal of wealth and status. In terms of price, the other smart SUVs have caught up and the Range Rover, espe-cially in Sport format, is no longer the most expensive 4×4 on the road. That is, unless you want it to be.

Prices start from a relatively reasonable £50,695 on the road, and rise to £61,995 with lots of optional extra gadgets and toys. I say toys because some of them are solely for entertainment such as the DVD screens in the backs of the front headrests. The Land Rover flagship modes have always been a plat-form for new technologies that eventually filter down to the likes of the Land Rover Freelander and occasionally, other manufacturers. The new Range Rover Sport is no different and showcases the arrival of the surround-camera system and e-TERRAIN TECHNOLOGIES; the latter for better fuel economy and lower CO2 emissions.

There are new and improved engines and they do indeed offer improved fuel consumption and emissions, but these things are relative

and the car is still unlikely to be labelled eco-friendly. That said, it is a further step in the right direction and so are the improvements to the manufacturing process. Since September 2006, Land Rover has been balancing carbon dioxide through an offset programme run by Climate Care.

The new Range Rover Sport is more about ride and handling improvements than a major over-haul. Although there have been some design changes, they are not very obvious and the new car remains every bit as boxy and imposing as the 2009 model. However, Land Rover tells us that the new version has a more sculpted appearance, although the major feature differ-ence, as far as I could tell, is the new two-bar front grille and the LED-illuminated headlight clusters. There have been slight changes to the bumper and wings to improve aerodynam-ics, while at the rear, the bumper has a slightly smoother profile. The side air vents echo the front grille, with two re-designed vanes.