2012 BMW X5 xDrive50i Review

If the phrase “a sophisticated SUV” still sounds like an oxymoron of mammoth-sized proportions, you absolutely must take a test drive in the 2012 BMW X5. Any concerns you may have that a fully-functional, off-road capable vehicle has the potential to challenge your sportiest intentions when paved roads turn twisty, is certain to disappear.

FAST FACTS

1. Updated in 2011 the X5 gains turbocharged engines and new badge designations, with the xDrive50i powered by a twin-turbo 4.4L V8 making 400-hp and 450 lb-ft of torque. 2. An 8-spped automatic transmission helps fuel economy improve one tick on the highway to 14/20-mpg. 3. X5 models start at $46,300 with the xDrive 50i from $58,900.

What separates the BMW X5 from other so called sporty SUVs is heritage, stance and power. Equipped with various superb engine choices, our current tester is in the xDrive50i. Getting completely comfortable behind the wheel doesn’t take long. Your only decision is whether to challenge the pavement or rock the dirt. Either way, it’s all good.  

SIGNIFICANT POWER MEETS ULTIMATE CAPABILITY

Performance comes in the form of a twin-turbocharged 4.4-liter V8 engine. It produces an astounding 400 horsepower between 5600-6400 rpm and 450 lb-ft of torque from 1750-4500 rpm.
Matched to an 8-speed Sport Automatic with Adaptive Transmission Control (ATC), the BMW xDrive50i accelerates from 0-60 mph in a mere 5.3 seconds. This puts it on par with some real sports cars. Top speed is electronically limited at 150 mph. Fuel consumption estimates indicate 14/20 mpg city/highway, with fuel tank capacity at 22.5 gallons.

Yes despite all this on-road power, even rugged terrain is no match for BMW’s xDrive, intelligent all-wheel-drive. It features a rear-wheel bias that allows for maximum handling and superior drive characteristics. When slippage does occur, the system responds in milliseconds shifting torque to where it is needed most. The result is seamless control at all four corners in all driving conditions.

DRIVEABILITY AND A COMFORTABLE RIDE

Ride quality is superb on the X5 xDrive50i as it features front double wishbone and a lightweight multi-link integral rear suspension. Engine-speed-sensitive power steering is light when traveling at low speeds, making parking lots and driveway maneuvers easy. As speed builds, steering becomes progressively more robust providing the excellent feel we have come to know as a signature of BMW.

Brakes are 4-wheel disc with ABS, Brake Fade Compensation, Dynamic Brake Control, Brake Drying and Brake Stand-by features. Wheel sizes are comparable at all four corners, 18-inch star spoke light alloy wrapped with 255/55 run-flat all-season tires.
Hill Descent Control employs sophisticated technology to manage the challenge of climbing back down the rugged mountain trail once you have reached the top. Xenon adaptive headlights automatically adjust for changes in topography. A fitted rear roof spoiler adds a touch of sportiness and aerodynamic efficiency and the rear wiper/washer provides intermittent capability. 

INSIDE OFFERS CLASSIC BMW THINKING

You expect a first rate interior with any BMW and the X5 xDrive50i delivers. Front seats provide 10-way power adjustment and heating plus 4-way lumbar fine-tuning. Nevada Leather is standard along with Dark Burl Walnut accents on the dash, door trim and accompanying touch points.
A 3-spoke tilt/telescope steering wheel directs your path down the road. It also allows for adjustment of the AM/FM stereo CD/MP3 player audio system with 10-speakers and thumb or finger phone activation when equipped with an appropriate phone and 3rd party service provider.  

A hard-drive based navigation system delivers clear voice commands and map images. Updates are available and we found our test vehicle to have the latest mapping changes as we encountered new roads and traffic jams enroute. The world outside is easily enjoyed thanks to a full-roof, double-pane panoramic roof. When it gets too hot, simply close the power sunshade and take a break.
Front and back seating areas feature dual cupholders and plenty of added storage. All seats are comfortable though a little on the stiff side as is common with BMW. Rear seats fold flat for added convenience. The rear storage area is fully carpeted and features a handy power opening/closing tailgate. In every way, this is a fine place to spend time while on the road.

THE VERDICT

The 2012 BMW X5 xDrive50i is not your typical back roads SUV. Renowned for building driving machines, the X5 and in particular the xDrive50i challenge you to take the road less traveled whether it is paved with asphalt or not. Whatever you have planned, a night on the town, or a moonlight crossing of the New Mexico desert, the X5 is your ticket to the stars.

(http://www.autoguide.com)

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2012 Buick Regal GS Review

The Buick Regal GS’ European counterpart, the Opel Insignia OPC, doesn’t look much different, save for some funny badges and bolder alloy wheels. Under the hood, the OPC gets a 2.8L V6 with a twin-scroll turbocharger making 300 horsepower, as well as all-wheel drive.

FAST FACTS

1. Powered by a turbocharged 4-cylinder the Regal GS makes 270-hp and 295 lb-ft of torque. 2. Along with that extra power, GS models get some revised styling, Brembo brakes, adjustable shock absorbers, a harmon/kardon audio system and a 20-inch wheel and tire package. 3. Standard on GS models is an Interactive Drive Control System, letting drivers adjust suspension and steering sensitivity with a “GS” button on the dash. 4. GS models start at $35, 310.

Yet again, North Americans got robbed of the “good” power train – our top-spec Regal GS gets a 2.0L turbocharged 4-cylinder making mere 270 horsepower and 295 lb-ft of torque through the front wheels – but the boosted V6 didn’t meet North American emissions regulations. According to one Buick engineer the OPC also didn’t meet “the image we wanted to project for Buick” – whatever that means.

GOOD LOOKING CAR WITH AN IMAGE PROBLEM

Image is going to be the biggest struggle for the Regal GS. It’s a cruel fact of the marketplace that a car can be great and still succumb to poor public perception, and the list of such vehicles could fill volumes. It’s too early to tell if the Regal GS will be yet another victim (just like the Pontiac G8, another GM sedan loved by all and purchased by none), but from what we can glean after driving the car for two days, it’s certainly a worthy competitor.
The Regal GS doesn’t look that much different than a standard Regal – some chrome here and there, and a 20-inch wheel and tire package are the main visual indicators. The vehicle itself is very attractive, with a fastback-esque profile that looks distinct from everything else in the segment. The new wheels, added chrome and lower stance only enhance the overall design.

Look a little closer and you’ll see Brembo brakes up front, hiding a GS exclusive Hi-per Strut front suspension. The Hi-per strut design is still a traditional strut setup, but careful manipulation of the suspension and steering geometry allows for more docile handling characteristics in a powerful front-wheel drive car.

A STICK-SHIFT FOR ENTHUIASTS… SORT OF

Torque steer is still an issue, but greatly reduced compared to most sporty front-drivers. Step on the gas and a brief delay occurs before the turbo audible spools up and you’re shoved down the road with a fair amount of gusto. The Regal GS isn’t that quick – GM quotes 6.7 seconds to get to 60 mph – but it never feels lacking, and in-gear acceleration is always plentiful. The 2.0-liter 4-cylinder engine serves up generous portions of torque, but the 6-speed manual gearbox isn’t up to the task. The clutch is easy enough to use, but the shifter’s throws are a pastiche of every negative adjective in the auto journalism handbook – rubbery, dead-feeling, long and inaccurate. Furthermore, the pedals are totally unsuited to heel-and-toe shifting, making rev matching out of the question unless your feet are child-sized. Heretical as it may be, opting for the automatic gearbox on the Regal GS might not be a bad thing. (At launch just the manual transmission is being offered). Only the most fanatical DIY-shifting types need apply for this dreadful bit of engineering.

STILL SKEWED TOWARDS RIDE QUALITY

Much like the powertrain, the ride and handling is adequate but not thrilling. Ride quality is excellent, feeling composed and supple even on the 20” low-profile tires, while the handling part of the equation is still a bit Buick-like for a sports sedan.  Steering feels extremely artificial, but weights up well at speed. A “GS” button on the dash is supposed to firm up the steering even further, and it does, but that does nothing to improve the feedback you get regarding what the front tires are doing. The Regal GS will happily tuck into corners at speed without any nervousness, but it doesn’t feel eager to do the dirty work like certain German competitors would.

The interior of the Regal isn’t bad overall, but has a very particular “General Motors” feel. Many of the buttons, cabin materials and readouts are sourced from the common parts bin, something that is barely acceptable on a vehicle that’s ostensibly positioned as a luxury car. We often found ourselves confusing the two knobs used to operate the stereo and the navigation unit, and this may be a question of familiarity, or poor design on Buick’s part. On the other hand, the navigation screen (which also displays information from the multimedia system) is clear, easy to use and has a well designed readout that avoided the “early 1990’s PC” look that some Japanese competitors are saddled with. Similarly we liked the supportive seats and the soft leather that comes as standard.

THE VERDICT

When looked at in isolation, the Buick Regal GS is a nice car. Some of the more hardcore armchair auto execs have complained about a lack of all-wheel drive, the European turbo V6 or a limited-slip differential, but the Regal GS works well on the open road, providing quick point-to-point transportation that can also be used to take friends or family members out to dinner at a nice restaurant.
In the context of the marketplace, however, the Regal GS seems a little odd. The Acura TSX V6 isn’t as exciting, but is definitely the “safer” choice (and carries none of Buick’s senior citizen brand stigma) while the Volvo S60 T5 blows the Buick away in terms of outright aesthetics and quality (the S60’s interior may well be an industry benchmark). The Lexus IS250 is nowhere near as capable as the Regal GS, but it has the right badge – a very important factor in this notoriously superficial segment. For all its merits, the Regal GS may struggle to find that distinct buyer that wants a performance Buick, and we expect that this kind of consumer will be few and far between.
Nonetheless, the Regal GS shows that Buick is on the right track, and if things keep going this way, the brand could be headed for a Hyundai-like renaissance, with a shift in public perception to follow. That may require cars like the Lacrosse, Verano and Enclave to get up to this level before the rest of the world hops on to the bandwagon, but right now, we’re glad that Buick has thrown car enthusiasts something to tide us over.

(http://www.autoguide.com)

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Designer defends Lexus' wild grille

NEW YORK -- Simon Humphries, Toyota's global design chief, acknowledges that his latest creation, the Lexus LF-Gh, has a wild grille.

But styling is sedate in the rest of the car, destined to become the next-generation GS. And Humphries did that on purpose.

"We need to go back to design that is more pure and clean, but still dynamic," Humphries said at the auto show. "Look at the door panel. It is one convex curve. You see the simplicity and its underlying strength."

Humphries says he is opposed to complex scalloping of sheet metal that has found its way onto vehicles from BMW, Mazda, Mercedes-Benz and others.

On the flip side, Humphries wants the face of Lexus to be more expressive. The current front ends are "resolute," and he wants "a more aggressive statement."

Told the concept's face resembles the alien in the movie Predator, Humphries laughs. He says he was seeking "controlled aggression" in the car's persona.

How much of the LF-Gh will appear in the next-generation Lexus GS sedan, which arrives within a year? Said Humphries: "About 95 percent."

Read more: http://www.autonews.com/apps/pbcs.dll/article?AID=/20110425/OEM03/304259952/1168#ixzz1KgKI5S17

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Jeep Grand Cherokee SRT8 Video: First Look at the Most Powerful Jeep Ever

Calling it, “the most powerful and technologically advanced Jeep ever,” Jeep brand CEO Mike Manley today unveiled the new 2012 Jeep Grand Cherokee SRT8 at the New York Auto Show. And he isn’t kidding. Transforming the capable off-roader to a serious street machine, the team at SRT revamped the entire package to deliver sports car statistics. Impressive numbers include a 0-60 mph time of 4.8 seconds and a quarter mile time in the mid 13 second range. And it’s not just a straight-line monster either, with a 0.9 G rating on the skidpad and a 60-0 braking distance of just 116 feet.
To achieve all that performance Jeep completely reworked the Grand Cherokee with a new 465-hp 6.4-liter V8, that makes an equally incredible 465 lb-ft of torque. Its been fitted under the hood of the GC chassis that’s been dropped one inch on new 20-inch wheels and features an adaptive suspension as well as the Quadra-trac AWD setup that can deliver up to 100 percent of the power to one rear wheel.
Adding plenty of style is an aggressive aero package, LED running lights, a sculpted hood with air vents. And inside there’s a custom interior with leather and Alcantara seats, a flat-bottom steering wheel and real carbon fiber trim.

GALLERY: 2012 Jeep Grand Cherokee SRT8

(www.autoguide.com)

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2011 Chrysler 300 Review

Over the past 12 months Chrysler has revamped almost every model it offers with the majority of the changes being mid-cycle refreshes, albeit major ones.

FAST FACTS

1. It may look like a mid-cycle refresh, but the 300 is all new for 2011 with a new suspension, base V6 engine, chassis and a redesigned interior with a standard 8.4-inch touch screen. 2. The new 3.6L V6 makes 292-hp and delivers 18/27-mpg (city/hwy). 3. Chrysler makes adding extra style easy with rim sizes ranging from 17- to 20-inches. 4. Pricing starts at $27,995 for V6 models and jumps into a whole new price bracket for the V8 at $38,995.

The 2011 Chrysler 300 is, however, all-new. True, it may look like merely an updated version of the original, but along with that less in-your-face grille is an entirely reworked suspension, chassis, interior and a vastly improved V6 engine that will impress even V8 loyalists.
The lone shining light in the Chrysler lineup since its introduction in 2005, the task of building a new, second-gen 300 is fraught with peril. Engineers and designers risk alienating a loyal fanbase in the hopes of attracting new business. And as the 300 goes, so goes Chrysler, with nothing on offer in the compact car segment and the new 200 (formerly Sebring) still just mediocre, despite its makeover.

TONED-DOWN LOOK AIMED AT ATTRACTING MORE BUYERS

Designers took their biggest gamble with the look of the new model. A more timid grille reduces the impact of the car, and as a result it no longer conveys the same sense of size and luxury from a distance. Described as more ‘tactful’ than the original, Chrysler is hoping the look is similar enough to keep past buyers coming back, but at the same time attract shoppers from the import luxury brands. It’s likely to work, but watering down the image of the vehicle you’re best known for is risky to say the least.
Still, by comparison, even the more subtle 2011 model makes rivals like the Buick LaCrosse, Ford Taurus and Toyota Avalon look like they were penned by a designer who graduated from a shopping mall community college.
Adding to the less untactful front are more significant, yet less noticeable modifications, like moving the windscreen back 3-inches. Changes like this indicate that while design plays a part, the 300’s new look is perhaps driven more by fuel economy, with a focus on improving the car’s overall aerodynamics.
From most every other angle, the 300 has improved, assisted by features like LED lighting front and rear that bring added luxury to this yacht. Closing the wheel gap by 8mm also makes a difference, while standard 17-inch wheels can be optioned out to 18s, 19s or even 20s to gain back some of the original’s road presence.
Adjustments to the windshield, plus 15 percent thinner A-pillars, make for better outward visibility while retaining the trademark art deco mobster look of the original.

SILENT CABIN, SURPRISINGLY AGILE CHASSIS

Blasting along the long, sweeping rural highways on the California/Mexico border, ‘the fence’ clearly visible to our right, the 300 couldn’t be more at home. It’s smooth, soaking up nearly every road imperfection, and does an even better job at delivering a nearly silent cruise.
Chrysler arranged for us to directly compare the 300 against some of its rivals and it impressed. The Ford Taurus is unrefined by comparison, with more harshness from the road being transmitted to the driver. The Ford does feel lighter from behind the wheel, but when pushed it doesn’t have the handling to match. The 300’s ability to cancel out the outside world stacks up nearly identically with the $66,000 Lexus LS – although it’s hard to compete with the big Japanese saloon’s ability to deliver a supremely soft ride one moment and a surprisingly sporty drive the next.
To help achieve such a high-level of interior serenity, Chrysler has utilized acoustic glass on the windscreen and the front side windows, as well as composite underbody panels.
The new V6 engine (more on that soon) also helps, delivering a ride at 60-mph in 3rd gear that’s as silent and smooth as what passes for idle on some cars.
As good of a highway cruiser as they come, unlike many of its competitors, this big sedan isn’t afraid of the turns either. An all-new suspension serves as a starting point, combined with larger sway bars and some built-in camber to ensure that more tire actually touches the road when you toss it into a corner.

Big cars aren’t supposed to handle this well, and a new, more responsive electric power steering system helps give the confidence to exploit it. It’s not as happy in the curves as the Cadillac CTS or the Hyundai Genesis, (both of which Chrysler also had on hand to compare) but those cars aren’t direct competitors and don’t quite offer the same limo-like rear seat space.
And if you are driving it like a limo, the pedals are an excellent balance between being responsive and relaxed. Push hard on the brakes, however, and they will grab with impressive results for such a huge vehicle.

NEW V6 WILL MAKE YOU RETHINK GETTING A V8

Power isn’t in short supply, even with the V6. As a part of Chrysler’s new strategy, the automaker has developed one V6 to replace numerous other six-cylinder options. By cutting costs in this way, all the resources have been pooled into building one good engine rather than several mediocre-to-bad ones.
As a result, the new standard 3.6-liter ‘Pentastar’ powerplant delivers 63 percent more power than the old base V6, for a total of 292-hp. It’s mated to a 5-speed automatic transmission, which is by no means weak, but a 6-speed would be ideal. Fuel economy has been improved by 8 percent to 18/27-mpg, but why stop there?

An extra gear would also improve one of the few flaws in the driving experience. On occasion, depending on your speed and rpm, push the throttle to call up 3rd gear for the extra oomph, but the transmission will only deliver 4th. And with hitting increasingly strict fuel economy targets in mind, it’s unwilling to drop gears unless you really plant your foot.
You’ll never lack power with the HEMI V8. Updated with variable valve timing and a new fuel saver mode that allows it to operate on just 4-cylinders when possible, it helps make all that extra power a more attractive choice to live with.  Fuel economy is officially rated at 16/25-mpg, while engine output is pegged at 363-hp and a more significant 394 lb ft of torque.
Off the line it’s an absolute rocket, hitting 60-mph in less than 6.0 seconds and easily smoking the tires should you so ask. At higher speeds the 300’s quiet ride and excellent chassis tuning minimize the feeling of speed – so watch out or you’ll be explaining to the local constabulary how 90 feels like 65.
Maybe it’s too much to ask for, but a little extra exhaust volume at WOT would be perfect. Then again, if attitude is what you’re looking for the Charger might be the better option.

NEW INTERIOR PUTS FOCUS ON LUXURY, TECHNOLOGY

No remodel would be complete without an interior overhaul and Chrysler has done just that. A new dash design and upgraded materials put the 300 in some high-end territory when optioned out. Base trims are just ok. The selection of wood finishes includes both some hits and misses. The seat cushions are now softer, while the sides are stiffer. Our single largest gripe has to be the wringles and worn-out looking leather on the seat bottoms – a trait still common among domestic automakers and easily the single easiest way to cheapen the overall look and feel of the cockpit.
The biggest changes are on the actual dash with a standard and simply massive 8.4-inch touch screen, plus some sapphire blue LED lit gauges that are both modern and retro with classical traits and a three dimensional look.
That big screen includes Chrysler’s Uconnect telematics system and is easy to use, allowing touch-screen operation of everything from the audio, to climate control, to navigation. It’s got the usual Bluetooth, iPod and USB connections and hook-ups, plus voice controls. As useful as it is, the lack of buttons on the dash seems strange on a big high-end sedan.
Then there’s that Nav system. Call us hypocrites, or maybe we’ll just admit to being wrong. Like a lot of automotive journalists we’ve constantly asked why several thousand dollar Nav systems provided by automakers still aren’t as good as a $300 Garmin, the suggestion being that just tossing a Garmin in the dash would be the perfect solution. But now that we see it, especially on a screen of this size, it looks cartoonish. Still, it’s the best in the business and incredibly intuitive to use.
There’s not much to touch on in the back seat of the car, but Chrysler has managed to add even more room to stretch out thanks to sculpted seatbacks that add nearly an inch of legroom.

Priced at $27,995 to start, the base 300 is solidly equipped - just as you’d expect in the segment. It even includes the massive touch screen. Still, buying a full sized sedan without leather seems a waste and the $31,995 asking price for the Limited model is a small price to pay. Option it out with either the Luxury Group package or the first-rate Nappa leather and some 20-inch wheels and that’s the car we’d recommend. With nearly 300-hp on tap, the V6 is sure to please the vast majority of customers. But if the V8 is what your heart desires, we can’t blame you. Just be prepared to cough up $38,995.
And let’s not forget the AWD model. Perfect for northern states, it’s available exclusively with the big V8 and 19-inch wheels, plus the body now sits closer to the ground for a look nearly identical to the rear-drive model with a lower center of gravity.

THE VERDICT

Nonexistent in the compact segment and irrelevant in the mid-size, the folks at Chrysler have excelled in the full-size category and have not disappointed with this latest model. True, the new look is a bit of a letdown, but with all the additions and upgrades, the second-gen 300 is an overwhelming success.
With Chrysler hoping to attract some traditional luxury import buyers we’d have to say the 300 is worth a look. We are, however, looking forward to the addition of a new 8-speed automatic transmission, which would eliminate several of our complaints about this new model.
As a whole, Chrysler reliability is suspect, however, the 300 does have a reputation for being well above the brand’s standards.
According to Chrysler, the large car segment is poised to grow by 15 percent in the next few years and the new 300 will ensure the automaker will capture a lot of that growth.

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2011 Tokyo Auto Salon: Nissan Leaf Aero Concept, the Future of Low Drag Driving

With the Nissan Leaf now finally on sale here in North America, the Japanese automaker is already exploring electric car concepts for the future.
Unveiled at the 2011 Tokyo Auto Salon, the Nissan Leaf Aero Concept looks at future EV styling with a low-slung aero kit and some custom wheels that keep air moving around the car to reduce drag.
The Leaf itself is already pretty futuristic, enabling about 70 miles of real-world emissions free travel, while delivering 107-hp and 107 ft-lbs of torque. According to the EPA, it’s rated at 106-mpg city and 92-mpg highway, for a combined total of 99-mpg.

GALLERY: Nissan Leaf Aero Concept

 

 

 

 

 

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Spyshots: Lamborghini Aventador LP700-4

With Geneva only three weeks away it looks like Lamborghini is still performing some final tests on their new flagship, which will have its official debut in Switzerland.
Thanks to an alert driver two Aventador LP700-4’s were spotted. The footage does not include any additional information, the video only makes us more impatient for the release in Geneva!

(Source: www.gtspirit.com)

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