Coupe
November 16th, 2010 at 06:25am
Under Coupe+ Menufacturer+ Mercedes Benz+ Styles
VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 4-door sedan
ESTIMATED BASE PRICE: $76,000
ENGINE TYPE: twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection
Displacement: 285 cu in, 4663 cc
Power (SAE net): 402 bhp @ 5250 rpm
Torque (SAE net): 443 lb-ft @ 1600 rpm
TRANSMISSION: 7-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 113.2 in Length: 194.5 in
Width: 74.1 in Height: 55.8 in
Curb weight: 4200 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 4.7 sec
Standing ?-mile: 13.3 sec
Top speed (governor limited): 130 mph
PROJECTED FUEL ECONOMY (C/D EST):
EPA city/highway driving: 17/26 mpg
When it went on sale in the United States in 2005, the E-class–based CLS popularized the “four-door coupe” shape via a plunging roofline and a slim greenhouse, and would earn 40,000 sales in the U.S. over the next five years. It also spawned a number of copycat designs such as the Audi A7, the Volkswagen CC, and the Jaguar XF.
The second-generation CLS, which goes on sale here early next summer as a 2012 model, isn’t as pretty as the first one. The new body is a mixture of unimpeachable proportions and jarring design details. The overall envelope is elegant, but Mercedes embroiders it with brash details such as aggressive air scoops around the front bumper and sharp creases along the flanks.
As with virtually every car that comes to market these days, the CLS is bigger than the vehicle it replaces. The wheelbase has grown from 112.4 inches to 113.2, and the overall length is now 194.5 inches, up from 193.6. The car is slightly taller and wider, at 55.8 and 74.1 inches, respectively. The running gear comes from the new E-class sedan, but the CLS has a slightly wider track in front and back.
Although it’s still a striking car, the CLS places equal emphasis on its bevy of safety features. There are nine standard airbags and no fewer than 12 assistance systems. New among these are three active systems to help with parking, staying in the appropriate lane, and monitoring blind spots. The ?latter doesn’t merely alert a driver to a car in a blind spot; it uses the brakes to tug the CLS away from an approaching vehicle.
More important to enthusiasts, Mercedes is using its new 4.7-liter, direct-injection twin-turbo V-8 in place of a naturally aspirated 5.5-liter engine. (It seems that Mercedes’ naming conventions have followed BMW’s lead, in that they tell you ?absolutely nothing about what’s underhood.) This engine made its debut in the CL550, where it was rated at 429 horsepower. In the CLS, the power is down to 402, although that’s still 20 more horses than in the previous CLS550. The old engine made 391 pound-feet of torque, which grows here to 443, available from 1600 rpm.
Mercedes claims the twin-turbo engine is 10 to 15 percent more fuel efficient, thanks to the smaller displacement, direct injection, and a stop-start system that will not come to the U.S. on this engine, instead waiting to appear on the upcoming AMG model. The engine is mated to a seven-speed automatic transmission, and all-wheel drive will be available later. Performance should remain similar to that of the previous model; the last CLS550 we tested managed the 0-to-60-mph sprint in 4.7 seconds. But by ?the middle of next year when the car launches here, it’s likely that Mercedes also will introduce the CLS63 with a twin-turbo 5.5-liter V-8 making about 550 horsepower.
Compared with the previous model, the new CLS interior provides a little more shoulder room (up by 0.9 and 0.5 inch, front and rear), thanks to slimmer door trim. The interior quality is also better, with actual metal rather than plastic on some of the switches, real wood panels, and gorgeous, thick leather. The old, fiddly COMAND ?system used to access the navigation, audio, and telematics is gone, replaced by an iDrive-style controller. Overall, the quality and ambience come close to those of the S-class.
Over the road, the CLS550 provides something similar to the E550 experience—which is to say, biased toward luxury rather than sport. The engine sounds good, but it’s very muted, and under full throttle the V-8 growl fades beneath a blanket of turbo whoosh. The power delivery is sensational, though, with no perceptible turbo lag.
The air suspension and continuously variable damping combine for a plush highway ride. Ultimately, however, it lacks a convincing degree of athleticism: Though precise and linear, the new electric power steering provides far more feedback than does the chassis, which is pretty inert.
The CLS is still an expressive machine, and it remains a stylish alternative to an E550 sedan. We just wish it had a little more fire. Perhaps the upcoming CLS63 AMG will satisfy ?that desire.
From : http://www.caranddriver.com/reviews/car/10q4/2012_mercedes-benz_cls550-first_drive_review
By admin
September 12th, 2010 at 04:33pm
Under Coupe+ Ford+ Menufacturer+ Styles
Subtle isn’t a word we’d use to describe the 2011 Ford Shelby GT500. From its aggressive styling to its brash exhaust note and tire-frying performance, this super ‘Stang is as subtle as a fluorescent tuxedo. This latest version, however, does receive a few subtle improvements.
The big change is a lighter all-aluminum engine that reduces weight by 102 pounds and also consumes less fuel even as it adds 10 more horsepower. The result: better acceleration, improved handling and no more gas-guzzler tax. The 2011 Ford Shelby GT500 also gains a new SVT Performance package option that includes light yet stronger wheels that carry the new Goodyear Eagle F1 SuperCar tires, a stiffer suspension, a more aggressive axle ratio and a few cosmetic upgrades.
Competition is scarce for the GT500, as it counts the Chevrolet Camaro SS, Dodge Challenger SRT8 and even the Ford Mustang GT among its closest foes. Overall, the 2011 Shelby outperforms all handily, but the big question is whether the $10,000 premium is worth it. The similarly priced Chevrolet Corvette Grand Sport will deliver comparable performance.
None of these alternatives can match the GT500’s enthusiast-only leanings. Limited to 5,500 units, the Shelby is also a bit more special. In terms of a rollickingly good time, the 2011 Ford Shelby GT500 does without a shred of subtlety, one more way in which it differentiates itself from the other cars in its class.
Performance
There’s a beast lurking under the long, bulging hood of the 2011 Ford Shelby GT500, one that’s hungry for pavement and premium fuel. The supercharged 5.4-liter V8 screams with an amazing 550 horsepower and 510 pound-feet of tire-smoking torque. A short-throw six-speed manual is the only transmission offered — good thing, too, since saddling such an engine with an automatic should be considered a crime against humanity. This engine does have a shred of smartness, because a new aluminum engine block replaces the former cast-iron number, and the result weighs 102 pounds less, improving both straight-line performance and cornering balance.
Performance is the name of the game here. Launching to 60 mph from a standstill takes only 4.4 seconds and the quarter-mile arrives in 12.4 seconds at 116 mph. The GT500’s brakes and tires are up to snuff as well, collaborating for a very short stopping distance of 104 feet from 60 mph. The 2011 Ford GT500 also handles a bit better than before as well, turning in a slalom run of 68.2 mph and pulling 0.97g on the skid pad.
With figures like these, the Shelby will outperform the Camaro SS and Challenger SRT8 (though the Dodge is surprisingly quicker through the slalom). The Corvette Grand Sport is essentially a dead heat in all of these metrics. With such a high priority on performance, however, the GT500’s fuel economy is understandably low. The EPA estimates 15 city/23 highway and 17 mpg for combined driving. Temptation got the best of us, as we only managed 14.6 mpg overall, which was further degraded by a few truly abysmal tank averages of 10 mpg when the car was driven by our more exuberant test pilots.
Numbers can’t convey what an absolute thrill it is to tear off a big greasy burnout in the GT500 or pitch the car into a raucous powerslide. It’s this type of juvenile behavior that speaks to our primitive brain — the part of our psyche that craves red meat and yearns for stomach-churning thrill rides. When you’re in this car, puritanical restraint is required in order to stay within the confines of driving ordinances, since the rear tires break loose with the slightest provocation from the accelerator pedal. Furthermore, the pronounced whine of the supercharger is so addictive, there should be a rehab program dedicated to kicking just that habit.
Before roasting them in plumes of white smoke, we found the new Goodyear F1 Supercar tires capable of keeping the GT500 tracking through turns with precision. The stiffer springs and shocks (part of the optional SVT Performance package) lack a reasonable amount of initial compliance, however, and the chassis skittishness that results requires a high level of alertness when you encounter any bumps while negotiating a corner. Compared to a 2010 Shelby GT500 we tested, our 2011 test vehicle no longer seems able to deliver a graceful arcing drift through a corner and instead seems more prone to snapping wicked loose. For this reason, we suggest the SVT option might be best only for die-hard track-day enthusiasts.
Meanwhile, the 2011 Ford GT500’s new electric power-assist steering proves incredibly precise, with adequate levels of feedback, but the steering effort seems a bit too light for a car with such impressive performance. The same can be said for the clutch and brake pedals, but admittedly, these traits serve to reduce fatigue when driving in the confines of the city.
Comfort
This Shelby GT500’s optional suspension greatly reduces overall comfort. Moderate potholes and ruts send wince-inducing jolts through the cabin. Washboard pavement undulations are positively unbearable, making it hard to read distant road signs. On the rare stretch of smooth pavement, the cabin remains pleasantly quiet, with detectable (but not annoying) amounts of wind and road noise. Fortunately, the wonderful noises from the engine bay provide a constant soundtrack when cruising.
The well-shaped front seats serve us well on long road trips as well as short, lively drives into the mountains. A generous amount of padding keeps fatigue at bay without completely numbing the seat-of-the-pants feel. Side bolsters with strategically placed suede inserts keep us securely planted when cornering at the limit. Taller drivers might yearn for a telescoping wheel while trying to find an ideal position, though. The rear seats are much less accommodating, with a distinct lack of legroom that forces polite front-seat occupants uncomfortably close to the dash.
Function
Unlike other modern muscle cars (this means you, Chevy Camaro and Dodge Challenger), the 2011 Ford Shelby GT500 provides a decent amount of outward visibility. The A-pillars are narrow enough to permit a good view toward the apex in a corner and the flip-down backseat headrests allow a fairly unobstructed rearward perspective.
The GT500’s gauges are slightly more legible than the thin hieroglyphics found within the standard Mustang, but still put a strain on the eyes. The multifunction display in the center stack is much easier to decipher, but its low placement requires an uncomfortably long glance away from the road. Climate and audio controls are on the small side and not as easy to read or operate as we’d like, but at least the Sync voice activation system largely alleviates the need to fuss with them. The quality of the sound from the upgraded audio system is rather disappointing, lacking clarity regardless of the music source.
The amount of available interior storage might leave some drivers wanting, with a shallow armrest bin and door pockets, a glovebox that’s dominated by the owner’s manual and cupholders that impede access to the gearshift. The trunk can hold a generous 13.4 cubic feet and the 50/50-split rear seats fold flat to accommodate larger objects, though the pass-through is a bit narrow. It seems the Shelby GT500 is better suited to hauling in the figurative sense.
Design/Fit and Finish
The 2011 Ford Shelby GT500 takes the already aggressive and chiseled body of the Mustang and infuses it with even more attitude. The GT500’s nose resurrects the spirit of the original Shelby Cobra roadster with a monstrous ovoid grille split by the front bumper. The lines from the massive grille are continued through the length of the hood, interrupted by a black plastic vent that channels heat out of the engine bay. The tail sports an extended rear wing with the slightest hint of a Gurney flap. Overall, the Shelby has a lower, more predatory stance.
The GT500’s interior is pretty much identical to a fully loaded Mustang GT. A few cues like suede trim and some badges help differentiate the Shelby from its twin. Hard plastics abound, but most distressing is the center armrest, which is mostly flat, with unyielding ridges and corners. We are also not fond of the polka-dot pattern on the metal dash trim. All things considered, we think the cabin design and materials fall short of the GT500’s $50,000 price of admission.
Who Should Consider This Vehicle
The 2011 Ford Shelby GT500 will satisfy the rare individual who thinks the Mustang GT, Chevy Camaro SS and Dodge Challenger SRT8 are just too wimpy.
The added performance and meaner appearance come at a premium of more than $10,000, though, and that kind of cash can buy a lot of aftermarket hardware. The Chevrolet Corvette Grand Sport will deliver similar performance at a comparable price. But the Shelby GT500 still has an undeniable cool factor, with a healthy dose of sinister.
We would, however, steer most buyers away from the harshness of the optional SVT Performance package.
Pros: Ridiculous amounts of power; intoxicating engine note; aggressive styling.
Cons: Optional suspension is harsh; interior treatment unimpressive; no telescoping steering wheel.
From : http://www.edmunds.com/ford/shelbygt500/2011/testdrive.html
By admin
August 29th, 2010 at 07:15am
Under Coupe+ Menufacturer+ Porsche+ Styles
Feast your eyes on Porsche’s fiendish self-embrace, a devilish pat on its own back. That’s right, the GT2 RS’s primary reason for being is for the heroic German automaker to reassert itself atop the N?rburgring lap-time pack. And, at 7 minutes 18 seconds—a whopping 14 seconds quicker than the ’08–’09 GT2—it leaves the Corvette ZR1, the Nissan GT-R, the Ferrari 458, the Dodge Viper ACR, and pretty much every other production car in the dust. If you’re still questioning the $167,200 premium over a base 911’s price, also note that the GT2 RS is the first Porsche to one-up the Ring time of another P car, the exotic ?Carrera GT.
Although the RS suffix (for rennsport, German for “racing sport”) is usually reserved for the street-legal homologation versions of racing models, Porsche defensibly decided that this latest GT2 is hard-core enough to deserve the prestigious label anyway. After all, it’s the most powerful Porsche street car ever and the ultimate, 500-unit send-off for the current 997-generation 911, about a quarter of which will be headed to the United States.
Naturally, horsepower is a component. Dating back to the GT1 Le Mans racer of the late ’90s, the GT2 RS’s twin-turbo, 3.6-liter flat-six was originally a motorsports design and, with constant updating, has been the go-to powerplant for Turbo, GT3, and GT2 models over the past decade. Though it can never match the breathtaking 8400-rpm wail of the naturally aspirated GT3’s engine, this latest boosted variant continues to retain much of the edgy, raspy character that’s often lost in the turbocharging process. It’s a welcome sound overlaid by a 23.2-psi peak hurricane of boost, an increase of 2.9 psi. Along with a more effective intercooler, the GT2 RS achieves 620 horsepower and 516 pound-feet of torque without increasing the 3.6-liter displacement—that’s 90 horses more than the GT2, 120 over and above the current Turbo, 205 more than the 996 Turbo (’01–’05), and a pretty phenomenal 172 horses per liter. Still, the new car is slightly more efficient than the GT2 and is expected to continue to shirk gas-guzzler penance in the U.S.
But even more wowing is the meticulous—almost surgical—150-pound paring of mass throughout the car, adding up to a 3050-pound curb weight that undercuts everything from the 996 GT2 of a decade ago to the carbon-fiber-tubbed Carrera GT. And the GT2 starting point—which had ditched the back seat and featured carbon-ceramic brakes, a titanium exhaust, and various carbon-fiber bits—was already impressive.
Here’s a sampling of the reductions: a single-mass flywheel, 18 pounds (it also seriously hastens the engine’s off-idle response); a carbon-fiber hood (versus aluminum), 5.5 pounds; strategically replacing steel with aluminum for various suspension bits and using two-piece rear springs as well as front springs with fewer coils, 10 pounds; single-lug wheels, 6.6 pounds; swapping the steel hubs of the brake rotors for aluminum, 11 pounds; optional carbon-fiber front fenders (formerly steel), 11 pounds; optional lithium-ion battery, 22 pounds. Porsche even eliminated nine pounds from the carpeting. Working in the opposite direction, U.S.-bound cars have airbag-equipped seats that are 11 pounds heavier (apiece) and rear glass instead of plexiglass, which adds back 8.8 pounds.
The six-speed manual carries over as the lone transmission, with high-effort though extremely positive and precise shifting action intact. Porsche’s dual-clutch PDK doesn’t bolt up to this engine; plus, it would unacceptably undo half of the weight savings.
Front grip is increased by half-inch-wider 19-inch wheels with 10-millimeter-broader (245/35) Michelin Pilot Sport Cup tires. The rears remain 325/30-19s, but the compound has been reworked to match the newfound front bite. A fixed rear spoiler with a 0.4-inch taller lip and extended front air dam help increase downforce by 60 percent. Long a Porsche hallmark is excellent steering, as well as the concerto of mechanical interconnectedness that makes the GT2 a delight to drive. The brake feel is second to none, and the electronically controlled dampers (PASM) take the edge off the firm ride. We found the grip to go away in a predictable fashion, even in the wet—beware of the absurd quantities of power oversteer available, though—but we’ll reserve judgment on the car’s balance until we can explore the GT2 RS’s mountainous limits on drier and more open roads than during our brief drive in Germany.
“It’s not about top speed,” insists project manager Andreas Preuninger, although the GT2 RS will do a gearing-limited 206 mph, 192 of ?which it deploys during what must be a wonderfully terrifying max-attack Ring lap. Acceleration to 60 mph is also secondary—Porsche would rather quote the claimed 4.1-second improvement from 0 to 300 km/h (186 mph) instead—but should improve by a couple of tenths, to the mid-threes, and continues to be aided by a launch-control system.
And all it took was a little N?rburgring competition, which doesn’t appear to be letting up. How much more can Porsche possibly extract from its rear-engine stalwart?
From : http://www.caranddriver.com/reviews/car/10q3/2011_porsche_911_gt2_rs-first_drive_review
By admin
August 27th, 2010 at 07:14am
Under Coupe+ Menufacturer+ Scion+ Styles
Every piece of sheetmetal on the 2011 Scion tC may be new, but the car’s striking similarity to its predecessor is proof of old thinking at Toyota: We have a sales winner—don’t mess with it.
And they didn’t, very much. It’s basically the same bobtailed-hatchback, front-drive, five-seat coupe as before, although it’s now loaded with standard goodies such as 18-inch wheels and a sunroof, and the new tC looks a little more muscular, especially around the hindquarters. It has a new 2.5-liter four mated to a six-speed manual for $18,995 or, for another $1000, a six-speed automatic; a redesigned instrument panel; and perhaps most important for Scion buyers, several new glass-rattling stereo options.
Too Conservative?
Launched in 2002, Scion was supposed to be Toyota’s youth laboratory, distinct from its graying parent in its willingness to take chances and bring forth daring new products such as the original refrigerator-shaped xB. Somewhere along the line, however, Scion’s role split. It became only partly a laboratory—it’s introducing the quirky iQ minicar to the U.S. later this year—and partly an incremental volume producer for Toyota. The latter role, last seen being played by Oldsmobile and Plymouth, is much more mundane and forced Scion to be too conservative (is that what tC stands for?) when it came time to redesign the brand’s bestseller.
The tC has been a reliable haymaker for Scion, even as the brand’s sales have plunged with the economy, from 113,904 in 2008 to 57,961 last year, when the tC represented 31 percent of Scion’s volume. At times, it has been more than 40 percent. At the 2006 New York auto show, Scion hinted at big changes for the tC when it showed the beefy, robotically faced Fuse concept. But the concept didn’t do well in clinics, says Scion vice-president Jack Hollis. Not wanting to kill off a cash cow, the company did almost a complete retreat, settling for some mild amendments to the old tC’s basic shape and package.
To be sure, the platform underneath, derived from the European-market Avensis sedan (and U.S. Lexus HS250h), changes little, which forced the designers to work with the old platform’s immovable hard points. The tC’s 106.3-inch wheelbase and 174.0-inch overall length remain the same, as does the front-strut, rear-multilink suspension layout, although wheel track and overall width rise slightly with the puffing out of the fenders and the more broad-shouldered road stance.
Make It Manly, Man
With the redesign, Scion hopes to bring in more male buyers. The tC’s male-to-female ratio is currently 50/50, but Scion hopes to move it to 60-percent male. Hollis says the old car is perceived to be slightly soft and effeminate, so the new one is beefed up with more angularity and body sinew. It’s a logical move. Sales trends prove that women will buy guy-oriented cars but not vice versa.
The cockpit is a new design that sinks the gauges into two deeply recessed tubes, instead of the three blisters from before, and orients the all-important stereo-and-navigation unit toward the driver. The steering wheel is important to tC buyers, says Hollis, so it got a lot of attention. An extra-thick rim with a racing-style flat bottom rings a hub and spokes brightened by titanium-hued plastic accents and fitted with audio-control buttons.
Overall, the forms inside are taller, sharper, and intentionally more masculine. As before, the cabin has been done to a price, with hard plastics of various textures comprising the instrument panel and door skins. But the deeply bolstered front buckets still supply good support, and the rear seats are cavernous, owing to the long wheelbase, with a reclining feature that ensures fewer complaints from the back.
Across its small-car line, Toyota has been phasing out the old Z-series 2.4-liter four-cylinder for the new R-series 2.5, which features refinements such as dual cam phasing, roller-rocker lifters, oil-jet cooling of the pistons, and tumble control valves in the intake for better intake-charge mixing and lower emissions. Horsepower is up by 19 to 180 hp, and torque rises by 11 lb-ft to 173. Meanwhile, the move from a four-speed automatic and five-speed manual to a pair of six-speed boxes means better fuel economy. Manual-equipped tCs go from 20 mpg city and 27 mpg highway to 23/31, and the automatic gets the same, rising from 21/29 in the old car.
Decent to Drive
On our drive, the steering and the suspension proved to be on the firm side. The tC cuts a tight, concise path through corners and resists your palm motions with more manly weighting than in your typical Toyota. The new steering wheel feels great—a big ring to sink your fingers into. There’s not much body lean or bob, either, which is nice in a sporty coupe. However, rotten street surfaces extract their payment from the chassis and 225/45 tires in the form of some jiggles and the occasional jarring thump.
Scion claims a shorter intake and a retuned exhaust have perked up the tC’s voice, but if they have, the changes made no impression on us. The engine sounds willingly efficient and pulls hard and smooth to its 6200-rpm redline, but a Honda in full VTEC fury still sounds better. Larger brakes do what larger brakes do: They stop better, or at least feel as if they were stopping better, with a pedal that is solid and strong.
If one judges by the marketing guff, Scions aren’t so much cars as rolling stereo delivery devices. The new tC has a standard eight-speaker, tweeter, woofer battery that borrows bits from the Lexus LX570. The upgrade option, a 340-watt max-power Alpine unit with a 4.3-inch touchscreen, looks deliberately aftermarket with its metallic-like knobs and microscopic buttons. A navigation module can be added to that Alpine unit, and Scion offers another navigation head unit with a seven-inch touchscreen. USB and AUX ports are standard.
Hollis drew a snicker from this reporter when he loudly proclaimed at the tC’s press conference that “we’re not mainstream!” History indicates that the more forcefully a car company declares it is not mainstream, the less likely that is to be true. By fearing to evolve the bestselling tC into something more unexpected, Scion proves that, in this case, it’s quite happy to stay right in the middle of the stream.
From : http://www.caranddriver.com/reviews/car/10q3/2011_scion_tc-first_drive_review
By admin
July 11th, 2010 at 08:17am
Under Cadillac+ Coupe+ Menufacturer+ Styles
Although most Cadillac vehicles still have a way to go to satisfy as drivers’ machines, the second-generation CTS has appeared on our past three 10Best lists. In awarding its 2010 trophy, we called it “maybe the best American car ever made.” High praise, and its combination of unapologetically brash styling, modern luxury, and strong performance credentials—especially in high-po V spec—backs it up. For 2011, the new CTS coupe joins the sedan and wagon, adding more style and a higher concentration of performance to the CTS’s winning formula.
Stunning Exterior Styling, Largely Familiar Cockpit
The CTS coupe is one of those cars that love the camera, and it’s no less stunning in the flesh. Walking around the car, one notices several aspects of the design easily missed in photographs, such as the parallel “light catcher” lines helping to break up the tall body sides, the tastefully glitzy twin center-mounted tailpipes, the remarkably seamless-looking joint between the body-side stamping and the roof, and the center spine that travels all the way back over the car’s huge rump. The windshield is two degrees “faster” up front than the sedan’s, and the razor-sharp taillamps and the CHMSL spoiler also have aerodynamic-enhancing properties. The only unfortunate bits are credit-card-sized spacer panels above the recessed, solenoid-actuated door releases; they mar an otherwise perfect waistline. In any case, there is visual drama from every angle, and it works.
Inside, most CTS sedan components are imported without change, although the mood is intensified due to a lower mounting point for the seats, dropping occupants roughly an inch lower into the dash and console architecture. The window sills are high, making arm-out-the-window cruising a bit awkward, but surprisingly, the super-high rear end doesn’t gobble up every shred of rearward vision. It feels purposeful, and we found ourselves very comfortable during our drive.
Amped-Up Performance
Cadillac’s product planners wanted to give the coupe a higher focus on performance. They started by skipping the sedan’s entry-level 270-hp, 3.0-liter V-6 and making standard the direct-injected 3.6-liter V-6. It delivers 304 hp and 273 lb-ft of torque, available at 6400 and 5200 rpm, respectively. As in the sedan, this engine comes with six-speed manual or automatic transmissions, the latter featuring manual shifting capability via the shift lever or buttons on the back of the upper steering-wheel posts (right for upshifts, left for downshifts). All-wheel drive is available, although we didn’t have the opportunity to drive a CTS so equipped; the only cars we drove were rear-drivers with automatics. In that configuration, the final-drive ratio is up to 3.73:1 from 3.42:1 to add some spring to the coupe’s off-the-line step. A unique-to-the-coupe exhaust system not only directs spent air through those sexy center-mounted pipes but also allows a bit more sound to tickle the driver’s ears in the process.
On the road, these alterations change the character of the CTS. Acceleration is strong, thanks to that more aggressive final drive. Handling feels considerably sharper as well, chalked up to the combination of the wider (by two inches) rear track, staggered-width wheel-and-tire combos (235/50 front and 265/45 rear with the 18-inch wheels; 245/45 front and 275/40 rear with the 19s), stiffer springs, and thicker rear anti-roll bar.
We’ll have to strap our test gear to a CTS coupe to determine the measurable performance differences between it and the sedan, but on the challenging, unpredictable, and wildly twisted roads surrounding California’s gorgeous Napa Valley and Lake Berryessa, the two-door CTS remained absolutely glued to the rough pavement, even in places where the road literally broke apart as we pounded over it. Meanwhile, the powerful brakes demonstrated remarkable resistance to fade, and the steering proved loyal and communicative. Shifts, although not lightning quick, still came speedily enough when summoned by the buttons. (We tried the sport mode, but it got a little aggressive with downshifts at times, so we generally stuck with the full manual mode.) Confidence built quickly as we acclimated to the coupe’s high level of grip. At every break in the route, we arrived energized and wanting more time at the wheel—not something we’d say about every vehicle we’ve driven on these brutal roads.
Something V This Way Comes
CTS coupe pricing starts at $38,990 for the rear-wheel-drive model equipped with the automatic, rear park assist, power seats, 18-inch wheels, keyless operation, and a Bose sound system. Selecting the manual transmission gives a $1300 saving but requires the $2090 summer-tire performance package. The $43,430 Performance Collection model adds HID headlights, leather seats, and a surround-sound stereo with a 40-gig hard drive and USB input. Jump up to the $47,835 Premium Collection, and enjoy ambient interior lighting, heated and cooled front seats, a heated steering wheel, genuine wood trim, a rearview camera, and navigation. All-wheel drive is a $1900 option. For comparison, a rear-drive BMW 335i coupe starts at $45,000 or so and will run well over $50,000 with similar equipment. Soon after launch, the CTS-V coupe will arrive with its monstrous 556-hp, 6.2-liter supercharged V-8. It will run a rather reasonable (for the performance) $62,990, and it comes with Brembo brakes, magnetorheological adaptive shocks, and 19-inch wheels with performance tires.
The standard and V CTS coupes will be heavily featured in upcoming advertising; Cadillac tells us the brand intends to display more bravado in relaying the virtues of its cars. Given the goodness of the CTS sedan and wagon, and now this coupe—and provided the upcoming XTS, ATS, and flagship models can display the same sort of competence—we’d say Cadillac deserves to thump its chest a bit.
From : http://www.caranddriver.com/reviews/car/10q2/2011_cadillac_cts_coupe-first_drive_review
By admin
June 9th, 2010 at 07:45pm
Under Coupe+ Menufacturer+ Porsche+ Styles
When the Porsche 911 Turbo was introduced in Europe 35 years ago, the company thought the market for the car would be satiated after 500 units were sold. Now, after selling 80,000 examples spanning six generations of Turbos, Porsche is making yet another round of improvements, halfway through the life of the current 997 model.
Powered Up
As always with 911 Turbos, the engine is the star of the car and gets the lion’s share of the upgrades for this revised model. For the first time since the advent of the water-cooled models, this 2010 Turbo uses the same construction as that of the standard 911 engines, which were themselves updated last year.
This means that rather than using cylinder blocks separate from the crankcase halves, the Turbo
now uses an integrated casting on each side, reducing the parts count and cutting weight. The elaborate dry-sump-lubrication system, with its external tank, has also been changed to the standard 911 design with an integrated oil reservoir at the bottom of the engine, although separated from the crankcase. However, in the Turbo’s case, six—rather than four—oil-scavenge pumps are used to return oil to this reservoir because the two turbochargers each require a dedicated oil return.
Rather than the Nikasil hard-surface coating used on the cylinder walls of previous Turbos, this one relies on the hard surface produced by etching the Alusil block casting. Although Porsche engineers cringe when we say it, this is the metallurgy that debuted on the Chevrolet Vega about 40 years ago and has since been perfected on many German engines. The new turbo engine goes up in displacement from 3600cc to 3800cc due to increases in the bore and stroke dimensions, which are identical to those of the current Carrera S engine and fractionally less oversquare than the dimensions in the 3797cc 911 GT3 engine.
The new engine gets direct fuel injection, as did the Carrera and Carrera S powerplants last year. This is particularly beneficial to a turbocharged engine, as the cooling effect of the fuel vaporizing in the combustion chamber allows an increased compression ratio—which has risen from 9.0:1 to 9.8:1. Slightly larger intake valves help with filling the cylinders, as does an intake manifold adapted from the GT2, which employs expansion chambers in the intake runners to further cool the incoming charge. Slightly larger compressor wheels for the variable geometry turbochargers, more-efficient intercoolers, and refined exhaust system improve airflow through the engine.
As a result, the 2010 engine is about 22 pounds lighter than the previous one—quite an achievement since the direct fuel injection system adds about 18 pounds due to heavier components mandated by its much higher operating pressure. Peak horsepower has increased from 480 to 500; torque is up from 457 lb-ft to 479 lb-ft, despite a drop in maximum boost pressure from 14.5 psi to 11.6 psi. And with the optional Sport Chrono Package Turbo, an overboost function raises peak torque to 516 lb-ft for up to 10 seconds. EPA fuel-economy figures are unavailable, but Porsche claims the engine changes have reduced fuel consumption on the European tests by 10 percent.
That’s with the standard six-speed manual gearbox. However, the new model gets a beefed-up version of Porsche’s seven-speed PDK twin-clutch automated manual as an option. This transmission is much like the one introduced last year on the regular 911, except that it gets larger-diameter clutch plates as well as an extra pair in each pack to cope with the Turbo engine’s greater torque. It has taller ratios in third through sixth gears to better match the elevated output. With this transmission, Porsche says European fuel-economy figures have improved by 16 percent compared with those of the five-speed Tiptronic transmission that will no longer be offered. Finally, in response to complaints about the somewhat cumbersome steering-wheel-mounted shift buttons introduced with the PDK transmission on the Carrera models, Porsche is offering an optional PDK sport steering wheel with large separate shift paddles that are fixed to the steering-wheel hub. The right paddle upshifts the gearbox, and the left one handles downshifts.
Improved Grunt Management
To make the most of the increased power, this latest 911 Turbo gets a thoroughly revised suspension along with a new feature to enhance handling and address some of the dynamic issues that had elicited complaints on the previous car—from Car and Driver, among others. The software that controls the BorgWarner-sourced all-wheel-drive system and determines the amount of torque sent to the front wheels has been revised and now feeds power to the front more gradually than before. Put simply, the system allows more tire slip in the rear before it sends torque forward, slowing the transition from oversteer to understeer.
The overall suspension calibration has been revised, with stiffer front anti-roll bars, a softer rear bar, variable-rate rear springs that are now stiffer, and a revised calibration of the adjustable shock absorbers controlled by the Porsche Active Suspension Management (PASM) system. Basically, these changes have reduced rear suspension movement during hard driving, with the goal of improving handling stability at the limit without compromising ride quality.
A new feature is an optional program called Porsche Torque Vectoring. Priced at $1320, PTV uses the PASM’s ability to apply the brakes individually to help the Turbo turn into corners. Based on steering angle, vehicle speed, throttle position, and yaw rate, PTV gently applies the brake on the inside rear wheel to minimize understeer while entering corners. The system starts to phase out above 75 mph and is completely inactive by 100 mph.
The Changes Add Up
All these features are, of course, hidden beneath the skin of the Turbo, which is largely unchanged from the previous version’s. The front running lamps and the taillights now use LED illumination, the headlights can swivel to track the car’s path on a winding road, the design of the mirrors has been revised, and the tailpipes are much larger than before.
These differences are subtle, but when behind the wheel, the dynamic changes are not. The new engine, with its higher compression ratio and reduced boost pressure, produces a more even and linear flow of power than ever before. Other than a few subtle airflow whooshing sounds, the engine feels almost like a big naturally aspirated unit. Thrust is immediate and effortless and more than sufficient for any road condition.
The PDK gearbox ($4550) seems to have achieved a new threshold of refinement, shifting almost as smoothly as a conventional torque-converter automatic and responding instantly to manual downshifts and upshifts. The new steering wheel ($490), with its large conventional paddles, is the way to go, providing easy shifting and an appropriate three-spoke design.
Lighting the Fuse
With all the go-fast options selected—the PDK transmission, the Sport Chrono Package Turbo ($3470 with PDK), which includes the dynamic engine mounts and launch control—this new powertrain is claimed to get the Turbo to 60 mph in 3.2 seconds. But judging by our history of beating previous Porsche performance claims, we expect the car to hit 60 in three seconds flat and cover the quarter-mile in the low-eleven-second range.
Although we had no opportunity to test the Turbo objectively, we did try the launch-control system. To engage it, first press the “Sport Plus” button in the center console, which turns on a “Sport Plus” light in the left spoke of the PDK sport steering wheel. Then depress the brake pedal with your left foot and floor the throttle with your right, activating the “Launch Control” lamp in the right spoke. When the brakes are released, the system provides the ideal amount of clutch slip to make the best use of the prodigious four-wheeled traction. The car blasts off with sufficient acceleration to induce mild vertigo. It is impressive!
We had only the briefest opportunity to drive the new Turbo on a racetrack, but the car displayed enormous grip and nice control at the limit. However, with no opportunity to learn the course sufficiently, final judgments will have to wait for a future track day.
An Everyday Rocket
On the road, however, the Turbo is an absolute delight. Steering feel, as on all 911s, is excellent, with perfect weighting and great precision. The Turbo’s ride is supple on European roads, although we will have to see how smooth and quiet the ride is on the much more pock-marked and noise-inducing concrete interstates of America’s Midwest. Overall engine noise is reasonably subdued at cruise and stirring at high revs, which now extend all the way to 7000 rpm—up from 6750. Our only small complaint was a pronounced booming sound that developed when we applied medium throttle to the engine while cruising at about 85 mph. It sounded almost like the classic four-cylinder boom of yesteryear and seems out of place in this car.
The 2010 911 Turbo hits U.S. showrooms in January, with a base price of $133,595 for the coupe and 11 grand more for the cabriolet, or about $4000 more than the previous models. As usual, however, it’s easy to option these Porsches to substantially higher price levels. Even so, the 911 Turbo delivers performance that competes with cars costing substantially more while providing everyday usability that most exotics simply can’t match. As far as mid-cycle upgrades go, this one is mechanically substantial and well worth consideration by Turbo fans.
From : http://www.caranddriver.com/reviews/car/09q4/2010_porsche_911_turbo_-first_drive_review
By admin
June 2nd, 2010 at 02:53am
Under Coupe+ Kia+ Menufacturer+ Styles
To separate itself from the pack—not to mention sister company Hyundai—Kia says it wants to become a design-led automaker.
Kia gave itself a good start by hiring an Audi designer. No, really, that’s exactly what it did in 2006 when it lured Peter Schreyer away from the German company. We think it’s working, too, as we’re now starting to see the effects.
First to catch our eye was the new, boxy Soul that has a distinct and compelling look that’s youthful without crossing the weirdness boundary, as do some of its competitors, such as the Nissan Cube. Now there’s the Forte, which looks handsome in sedan form but positively stylish as a two-door coupe. Sitting 0.4-inch closer to the ground with a 2.4-inch lower roofline that’s not unlike that of an Audi A5, the only piece of the sedan’s sheetmetal carried over to the Koup is the hood. We particularly appreciated its sleekness from behind, where the squashed rear taillights make it stand out from the sedan. A five-door hatchback model will join the Forte lineup in 2010.
The Koup’s mechanicals, however, are nearly unchanged except that it drops the base LX trim, as well as the available EX fuel-economy model. EX Koups get a 156-hp, 2.0-liter four paired with either a four-speed automatic or a five-speed manual. We drove only SXs, which come with a 173-hp, 2.4-liter inline-four and a five-speed auto or six-speed manual, along with slightly larger front brakes, a stiffer suspension tune, 17-inch wheels, and a tilt-and-telescoping steering wheel. The SX also gets some interior upgrades, including a classy red halo that rings the speedo and the gimmicky red lights seen first on the Soul that can be set to flash to the beat of whatever’s playing on the stereo. Kia says it’s still mulling a higher-performance version. How about adapting the 210-hp, 2.0-liter turbo from the Hyundai Genesis Coupe to the front-drive Forte?
Attractive Cabin to Match the Stylish Exterior
The interior itself is well executed in hard plastics, which are par for this class, and the control layout and ergonomics are spot on. We have just one minor complaint: since the iPod connector is right below the HVAC controls in front of the shifter, there’s no place to stash an iPod out of sight when it’s connected. Plan on unplugging your device before parking to discourage thievery.
Kia is quick to brag about the Forte’s above-average horsepower in its class, but as we discovered in a recent test of a SX sedan, the Forte won’t be known as a sprinter. Expect 0-to-60-mph runs in the low eights for an SX manual; the same sprints may stretch into the nines with lesser-engine EXs. On the bright side, at least the Koup’s fuel-economy ratings are above average: EX models are rated at 25/34 mpg city/highway while SXs achieve 22/32 for the manual and 23/31 for the automatic.
It would be difficult to deliver a driving experience as impressive as the exterior styling, and the Koup struggles. We’d say it’s solidly average. Clutch take-up is smooth in the six-speed, but the shifter feels imprecise and has a fair amount of play in it. And someone needs to tell Kia that aggressive throttle tip-in does not make a car sporty. It only makes a driver annoyed at the difficulty in being smooth. Despite the jumpy throttle, however, the engine is somewhat sluggish to respond to a quick, downshift-enabling throttle blip. The automatic works well and will likely be the more popular choice.
Say “Bye-Bye” to Soft-Riding Kias
Gone are the days of roly-poly, softly sprung Kias. During our brief drive in South Korea, the Koup sometimes felt too stiff over the pothole-ridden roads surrounding Seoul. It occasionally felt a bit befuddled, too, reminding us of its twist-beam rear axle and not the more sophisticated independent suspension found on some of the competition, such as the Honda Civic and Scion tC. We’ll reserve final judgment on ride until we get one back at headquarters for more extended evaluation. The steering feels slightly artificial, like perhaps a bit too much feedback has been filtered out, but it has a nice on-center heft and responds predictably and linearly.
Buyers may want to consider skipping the leather option and sticking with the grippy and comfortable cloth seats, as the Forte’s skidpad and braking numbers should be among the tops in the category. (The SX sedan we recently tested pulled a lofty 0.85 g on the skidpad and stopped from 70 mph in 173 feet). Anyone much over six-feet tall will also want to pass on the sunroof in the name of headroom, which has decreased by 1.3 inches compared to the sedan. In back, a significant 2.5 inches of headroom has been extracted from a space that would otherwise be reasonably roomy.
Pricing for the Koup will likely be very similar to that of the sedan when it arrives in late August. Figure $16,500 for an EX and about $18,000 for an SX. All models get a hefty load of standard equipment including six airbags, stability control, a surprisingly potent six-speaker stereo with USB and auxiliary inputs and an iPod connector, Bluetooth connectivity, power windows and locks, and air conditioning. We’re not sure Kia needs the cutesy Koup misspelling to attract attention. In this inexpensive segment, the high level of style delivered by the company’s first-ever coupe is all it needs to stand out.
From : http://www.caranddriver.com/reviews/car/09q3/2010_kia_forte_koup-first_drive_review
By admin
May 29th, 2010 at 08:23am
Under Coupe+ Ford+ Menufacturer+ Styles
We’re 10 years into the 21st century, but some things never change. The Yankees are world champions, the national debt is at record levels and the 2011 Ford Mustang GT is powered by a 5.0-liter V8. But while the latest Mustang’s engine size sounds familiar, just about everything else under the hood is radically different. Major mods include an advanced new all-aluminum V8 engine capable of 412 horsepower, a new V6 power plant making over 300 hp and two new six-speed transmissions.
All this comes just one year after an aggressive exterior and interior upgrade for the iconic pony car, and Ford says the emphasis for the 2011 Ford Mustang is on craftsmanship, fuel economy and technology. This is over and above the looks and performance emphasis the company feels every Mustang has received throughout the car’s history (well, maybe not the Mustang II). Craftsmanship efforts can be seen in the higher-grade interior materials and reduced road noise at highway speeds.
Fuel economy takes a leap forward with EPA ratings of 19/31 mpg for automatic-equipped V6 models and 18/25 mpg for 2011 Ford Mustang GTs. Finally, technology makes an appearance in features like the latest voice-activated Sync system for audio and navigation control, and the new MyKey system that allows parents to restrict the Mustang’s top speed and audio functions when their children are behind the wheel.
Why has Ford put so much energy into improving its venerable 45-year-old pony car? Fans might suggest it’s Ford’s way of paying homage to one of the longest-running and iconic nameplates in the automotive world. Cynics would likely point to the increased pressure on the Mustang coming from Chevrolet’s new Camaro and Dodge’s recently revived Challenger.
Did Ford really need to wait this long to retire that boat anchor of a 4.0-liter V6? Did a certain 3.6-liter, direct-injected V6 (with GM badging) play a part in the decision? Regardless of the forces behind these upgrades, the 2011 Ford Mustang represents a vastly improved performance coupe at the start of a new decade.
Performance
Performance has long been an integral aspect of the Mustang GT equation, but reviving the historic 5.0 badge brings a new level of expectation from the Ford faithful. An all-aluminum block with four-valve heads forms the basis of the new V8, but the big news for 2011 comes in the form of variable camshaft timing for the intake and exhaust valves.
This technology allows the 5.0-liter engine to offer seamless thrust from just off idle up to its 7,000-rpm redline. Horsepower peaks at 412 at 6,500 rpm, while torque peaks at 390 pound-feet at 4,250 rpm. The 5.0 engine, when mated to the new, slick-shifting six-speed manual transmission as on our test car, can deliver the Mustang GT from zero to 60 mph in 4.8 seconds (4.5 seconds with 1 foot of rollout, as on a drag strip).
These numbers have the 2011 Ford Mustang GT handily beating the last Chevrolet Camaro SS and Dodge Challenger SRT8 we tested. The new GT, equipped with a manual transmission, also trumps the Chevy and Dodge competitors with EPA fuel-economy ratings of 17/26 mpg.
Additional performance upgrades for the new Mustang GT include chassis improvements that increase torsional rigidity by 15 percent, revised spring and shock rates, new rear lower control arms and tighter stabilizer bar bushings for improved handling response. A slalom speed of 67.3 mpg is about 1 mph slower than the 2010 Mustang GT we tested last year, though that’s close enough to be a fluke of testing conditions, as the new model feels as planted as ever.
All of this suspension tuning work would be for naught if the Mustang’s new electric power steering offered the same artificial feel and feedback we find with many electronic systems. Thankfully, the Ford engineers appear to have mastered the art of re-creating hydraulic steering response through a computer programming algorithm. After several hours behind the wheel we had to ask ourselves, “If Ford told us the new Mustang’s steering was still hydraulically based, would we believe them?” The answer: “Yes.”
A car’s power and handling can be improved, but if stopping power lags behind, it means reduced confidence at best (and twisted metal at worst). New for 2011 is a Brembo Brake package with 14-inch vented rotors grabbed by four-piston calipers up front and 11.8-inch vented rear rotors grasped by two-piston calipers in back. Our test car included the Brembo package, and stopped from 60 mph in a confident 109 feet while providing excellent pedal feel.
Comfort
Ford engineers told us they specifically targeted unpleasant driving sounds when working on the 2011 Ford Mustang. The 2010 GT we tested emitted 73 decibels of noise while cruising at 70 mph, but this new one is down to 69 decibels at that same speed. Efforts to reduce wind and road noise, while enhancing the new V8’s low exhaust burble, were confirmed when we drove the new GT back-to-back against a Camaro SS.
While both vehicles offered a similarly appealing exhaust note from outside the cabin, when seated within it was obvious the Camaro transmitted a notably higher degree of tire hum and wind roar. Seat comfort and lateral support are excellent in the Mustang GT, with no aches or lingering effects after several hours behind the wheel.
Function
Following years of bizarre seat-to-wheel-to-shifter positioning for drivers of Ford’s icon, the current-generation Mustang GT provides a fully functional seating arrangement. Our remaining gripe centers on the non-telescoping steering wheel. Thankfully, the wheel’s position seems to fit most drivers without an uncomfortable reach, but we’d like to see Ford do here what it did for the Flex, and give us a fully adjustable wheel.
The Mustang’s outward visibility, enhanced via new blind spot exterior mirrors, is about as good as it gets in a fastback coupe, and far better than the Camaro or Challenger. With 13.4 cubic feet of trunk space it’s got about a 2-cubic-foot cargo advantage (along with a much larger opening) over the Camaro, but a 3-cubic-foot deficit compared to the Challenger.
Items like steering wheel controls, one-touch up and down windows, an interior trunk release and automatic headlights come standard on every 2011 Ford Mustang GT, with Premium models adding a six-way power driver seat, Shaker 500 audio system and Sync voice-activated communications and entertainment features. These features really do give the GT a premium feel, even without adding our test car’s $2,340 Premier Trim package with dual-zone climate control, HD radio and a voice-activated navigation system.
Design/Fit and Finish
When it comes to the Mustang’s interior, Ford likes to say, “If it looks like metal, it is.” That’s true of the metallic surfaces inside the cabin, but alongside many of those metal pieces are large swaths of hard plastic, including much of the door panel and center console real estate.
These pieces still offer a visually appealing texture (versus a shiny, cheap appearance), and the supple leather steering wheel and seat covers found in the GT Premium almost made us forget those plastic panels. The metal shift knob in our test car was a joy to see and operate, and the bright instrument gauges feature a classic font that further elevates the Mustang driving experience.
Who Should Consider This Vehicle
For driving enthusiasts of all ages, the 2011 Ford Mustang GT continues to represent the quintessential American sport coupe. It’s seen consistent improvement in the areas of performance, styling and interior design since the 2005 revamp, but the last two model years have proven a major leap forward in these areas. For longtime fans waiting for a Mustang that offers technology and personalization options to match its iconic styling and high-performance capabilities, the wait is over.
From : http://www.edmunds.com/ford/mustang/2011/testdrive.html
By admin
May 11th, 2010 at 12:22pm
Under Coupe+ Infiniti+ Menufacturer+ Styles
The 2010 Infiniti G37 once again impresses in the entry-level luxury coupe, sedan and convertible segments due its elegant design, athletic demeanor, and attractive pricing. With its sharp handling, powerful V6 engine, user-friendly high-tech features and overall ambiance of high refinement and style, the G37 is worthy of very serious consideration.
And while in the midst of an extremely competitive market with strong and appealing rivals, the 2010 G37 is still able to stand out due to its head-turning design combined with a strong emphasis on performance, while also providing both luxurious comfort and entertainment in a stylish cabin.
2010 Infiniti G37x Coupe
The newest member of the G37 lineup is the convertible, which has the interior quiet of the coupe when the top is up, and the extra fun-factor of a convertible when powered down into the trunk (which it does in under 30 seconds).
Trims, Standard Features And Options:
The 2010 Infiniti G37 is available as a sport coupe, sedan or retractable-hardtop convertible. The coupe and sedan are offered in four trims: base, Journey, G37x and Sport 6MT. The convertible is available in base and Sport 6MT trims.
Standard features on the already very well-equipped base Infiniti G37 include full power accessories, leather upholstery, a power driver seat, automatic climate control, keyless entry, keyless ignition, xenon headlights, 17 inch alloy wheels (18 inch on the coupe), a tilt/telescoping steering wheel and a 6-speaker stereo system with a CD/MP3 player, satellite radio and an auxiliary audio jack.
The G37 Journey then adds a 6-disc CD Changer, a power front passenger seat, dual-zone climate control and automatic headlights, while the G37x all-wheel-drive model tacks on heated front seats and exterior mirrors.
2010 Infiniti G37 Sedan Sport
The Sport 6MT (6-speed manual transmission) trim adds, obviously enough, the 6-speed transmission, plus a sport-tuned suspension, upgraded brakes, 18 inch wheels with high-performance tires (19 inch on the coupe), a limited-slip rear differential, seats with additional torso and thigh support and more sporty interior and exterior styling accents.
While there are no available options for the base G37, there’s a number of choices for the other models, many only available as part of a package. The very popular Premium package includes ventilated seats (convertible only), a sunroof, driver memory functions, Bluetooth, a power tilt/telescoping steering wheel, rear park assist, an upgraded Bose stereo system (the convertible’s has headrest-mounted speakers) and iPod connectivity.
There’s also a Navigation package that can be added to the Premium package and includes a voice-activated, hard-drive-based touchscreen navigation system (with streaming Bluetooth audio, real-time traffic and weather), a rearview camera and a 9GB music server. Once equipped with the previous packages, there’s an available Technology package which adds an upgraded climate control system, adaptive cruise control and adaptive headlights.
The Sport package adds most of the 6MT’s equipment to the Journey or G37x, while stand-alone options include 19 inch wheels, interior wood trim and a rear spoiler.
Engines, Powertrain And Gas Mileage:
2010 Infiniti G37 Convertible Sport
Under the hood of all 2010 G37 models is a powerful 3.7 liter V6 engine that pumps out a robust 328 horsepower and 270 pound-feet of torque. It’s mated with a 7-speed automatic transmission with manual paddle-shift controls on the Base, Journey and G37x models. The Sport 6MT is the only G37 with the 6-speed manual transmission, while all of the G37s are rear-wheel drive except the G37x which is all-wheel drive.
In performance testing, an automatic G37 Journey sedan was timed from a standstill to 60 mph in an incredibly quick 5.4 seconds. The heavier convertible (due to its top mechanism) is no slouch either, making the same sprint in just 6.0 seconds.
EPA-estimated gas mileage numbers for automatic G37s come in at 18 mpg city and 26 mpg on the highway. Sport 6MTs as well as the convertible are rated just slightly lower at 17 city and 25 highway, while the all-wheel-drive G37x comes in at 18 and 25, respectively.
Safety:
Standard safety features for all 2010 Infiniti G37 models include antilock 4-wheel disc brakes (ABS), brake assist, an antiskid system, traction control, stability conrol, a tire pressure monitor, front-seat side airbags, full-length side curtain airbags and active front-seat head restraints. In addition, the optional Technology package adds adaptive headlights and pre-crash seatbelts that automatically tighten when an impending impact has been detected. Convertibles are also equipped with standard pop-up rollbars.
2010 Infiniti G37 Coupe x interior
In government crash tests, the G37 sedan earned a perfect five-out-of-five stars for driver front impact protection, four stars for the front passenger and five stars for side impact protection for all occupants. (Crash tests for the coupe and convertible had not been completed at the time of this writing.)
Interior:
The G37’s cabin offers elegance, attractiveness, top-notch materials and build quality, and user-friendly controls. The front seats are comfortable, well-bolstered and supportive, while the optional sport-styled seats are still more aggressively bolstered, but could create some fit issues for larger drivers.
While the G37 sedan has decent room for rear passengers, its center seat is narrow and mounted fairly high, sacrificing significant comfort and headroom. And not surprisingly, rear seats in the coupe and convertible are more cramped than the sedan.
Trunk space in the sedan comes in at a decent 14 cubic feet and there’s also a center pass-through for longer items. Cargo trunk space for the coupe comes in at a much smaller 7.4 cubic feet, but fortunately the rear seatbacks can fold down for added room. And due to the convertible’s top receding into the trunk, cargo space there is a tiny 2 cubic feet when the top is down.
Drive:
The drive of the 2010 G37 offers impressive, even thrilling, acceleration and excellent overall handling. And while it’s blessed with responsive, precise steering and strong grip in the curves, the G37’s versatile suspension still copes remarkably well with road bumps and rough pavement, allowing for a smooth and compliant ride when simply driving around town on daily tasks.
By admin
May 10th, 2010 at 02:51pm
Under Coupe+ Hyundai+ Menufacturer+ Styles
2ZMP42TYF437 As a rear-wheel-drive dedicated sports coupe, the 2010 Hyundai Genesis Coupe occupies a unique position amongst current car models. The Nissan 370Z is its closest competitor, with the only other powerful rear-wheel-drive coupes being retro American muscle cars, such as the Ford Mustang, Dodge Challenger, and Chevrolet Camaro. Other rear-wheel-drive sport coupes tend to be sedans with the rear doors welded shut.
The Genesis Coupe, with its curvy body, looks nothing like a muscle car, but its power train feels as solid. Handling seems equivalent, if not better. Hyundai also uses the Genesis name for its luxury sedan, which is a strange marketing decision, as the coupe is built from the ground up to be a sports car. The Genesis Coupe offers some of the cabin tech found in the Genesis Sedan, although interior materials reflect its lower price point.
On the road
We tested a 2010 Hyundai Genesis Coupe 3.8 Track model with a manual transmission, the highest-end version of the Genesis Couple available. At the low end is the Genesis Coupe 2.0T, using a smaller engine. The Track trim gives the Genesis Coupe a specially tuned suspension, Brembo brakes, and 19-inch wheels with summer tires.
The Track trim level gives the Genesis Coupe Brembo brakes and a suspension tuned for hard cornering.
A quick press on the start button gets the 3.8-liter V-6 burbling. Putting the car into first, the shifter for the six-speed manual and the clutch all feel particularly solid. Unlike the petite six-speed manual in the Honda Civic Si, which you can flick from gear to gear, the shifter in the Genesis Coupe requires a little determination.
The gas pedal also needs a firm push to get the car going. Its long amount of play gives room to modulate the power more finely. We quickly find the same is true for the brakes. Tapping them won’t stop the car–you can easily apply quarter or half braking power. These attributes help in sport or track driving but aren’t great for heavy traffic, where all that pedal work becomes tiresome.
Driving at speed down the freeway, the track-tuned suspension doesn’t prove too rigid for comfort. Fifth and sixth gear work well for cruising at speed, but fourth is geared low, making it useful for situations where power is required. Over an extended freeway cruise, we saw the trip computer go above 25 mpg, climbing toward the car’s 26 mpg highway rating.
But in city and mountain driving, fuel economy stayed between 18 and 19 mpg, closer to the car’s 17 mpg city rating. Blasting along winding roads, we found a lot of crossover between the second, third, and fourth gear power bands, giving a lot of flexibility in which gear we chose for any particular corner or stretch of road. Hitting the corners hard, traction control found many opportunities to intervene, and we got used to seeing it light up on the instrument panel.
The Genesis Coupe really shows its stuff on the track, where there are no traffic controls.
We also had tested the Genesis Coupe at Mazda Raceway Laguna Seca to see if the Track model actually lives up to its namesake. The car remained flat and predictable in the corners, while the beefy Brembo brakes stood up to lap after lap of abuse without losing their great pedal feel and easy modulation.
Most impressive was how much the Genesis Coupe communicates with the driver. Through the steering wheel, the pedals, and the seat, the car keeps the driver in the loop on how the wheels are gripping and how the vehicle is responding to inputs without being jarringly rough.
Unencumbered by such banalities as speed limits, stop signs, and traction control, we were able to explore the limits of the 3.8-liter engine and found that the power plant was right at home on the track. The V-6’s flat torque curve offers plenty of power for blasting down straights and powering out of corners without constantly hunting for gears. Thanks to grip afforded by the wide summer tires and the Torsen limited-slip differential, the Genesis Coupe is able to put its power to the road early and often.
In the cabin
The cabin tech interface in the 2009 Hyundai Genesis Coupe looks pretty conventional, with up/down buttons for selecting songs, tuning radio stations, and going through satellite radio categories or MP3 CD folders. These buttons surround a big volume knob topped by a power button. These buttons are supplemented by switchgear on the steering wheel that has a nice, solid feel.
The display is a simple monochrome LCD at the top of the stack, well-placed for the driver to glance at. A navigation system isn’t currently available, although we understand that Hyundai will make one optional later this year, and we assume it will be similar to that found in the Genesis Sedan.
A USB and iPod jack comes standard on all trim levels of the Genesis Coupe, an excellent move by Hyundai. But the interface for browsing music isn’t very intuitive. Pushing the Tuning button, on the far right, lets you choose to look at music by album, artist, genre, or playlist. Hit the enter button, and you drill down to lists of content on the iPod. If you have a lot of albums, you’ll spend a lot of time pushing that Tuning button to go through them all sequentially.
But our bigger complaint comes from how quickly the display reverts to showing the currently playing track. If you get interrupted for a second while trying to choose music, such as making a gear shift, the display will revert and you will have to drill down through menus again to find the music you want.
These buttons aren’t really designed for iPod control.
Satellite radio is easier to browse because the buttons seem more designed for it. Likewise, the buttons are fairly standard for controlling MP3 CDs, which the car’s six-disc changer can read.
We were really impressed by the 10-speaker Infinity audio system. It uses door tweeter and woofers, plus a subwoofer and center channel, to produce truly excellent audio. The clarity is outstanding, making all the subtle sounds you don’t normally hear on a song audible. The sound is extraordinarily clean, reproducing music without adding unnecessary effects.
Bluetooth mobile phone integration is also standard at all trim levels. We had no trouble pairing an iPhone to the system, and the sound quality was reasonable. It works with a voice command system, which does a good job of understanding spoken numbers, but it doesn’t make a phone’s contact list available through its interface.
Under the hood
The 3.8-liter V-6 powering the 2009 Hyundai Genesis Coupe 3.8 Track model uses a dual continuously variable valve timing system along with a variable intake system to optimize efficiency for low and high engine speeds. That gets it 306 horsepower and 266 pound-feet of torque.
Rather than cover the engine in lots of plastic, Hyundai shows off its mechanical glory.
In practice, the low torque number limits theatrics off the line, while the low gearing ratios of the six-speed manual make the horsepower, which peaks at 6,400 rpm, more generally available, as high engine speeds are easily achieved. Hyundai claims a vague less than 6 seconds to 60 mph, but other reviews have reached a more specific 5.5 seconds.
As we pointed out above, EPA fuel economy for the Genesis Coupe 3.8 is 17 mpg city and 26 mpg highway. Our average for a mix of driving came in at around 22 mpg. An emissions rating isn’t currently available for the Genesis Coupe.
The six-speed manual transmission is standard, but you can get a ZF six-speed automatic with manual gear selection. Given this car’s performance, we recommend the manual.
In sum
The base price of the 2010 Hyundai Genesis Coupe 3.8 Track model is a low $29,500. You have to pay an extra $30 for the iPod cable, otherwise you only have a USB port. Our car’s total, with a $750 destination charge, came out to $30,375, undercutting a similarly equipped Nissan 370Z by about $3,000.
In rating the Genesis Coupe 3.8, we give it high marks for performance. Handling is excellent, and the manual transmission gives you a good set of low gears for track driving. The engine strikes a good compromise between power and economy. For cabin tech, we like the inclusion of standard iPod connectivity, and that Infinity audio system really impressed us, but the Bluetooth support is only average and the current lack of navigation hurts it. Design is a mixed bag, as we didn’t particularly like the cabin interface, but the looks get it noticed. Our staff disagreed about the car’s exterior look, with some loving and some hating it, but that polarizing style gives it design credibility.
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