First Drive: 2010 Acura ZDX

Acura calls its all-new ZDX "a provocative luxury four-door sports coupe," adding that it's a "passionate getaway" vehicle designed for "a couple, their belongings, and more." The proclamation is a twist on a pitch we've heard before, yet with an even narrower segment focus. While the marketplace has come to accept the stylishly squashed Mercedes-Benz CLS, Volkswagen CC and Jaguar XF into the non-sedan segment, this new niche – pioneered by the BMW X6 and accepted by consumers if only because the Bavarian delivers the goods – is still a substantial risk that could require a hard sell with pithy prose.

So to kick-off Acura's all-new non-SUV, the automaker invited us to Southern California to drive the latest addition to its growing family. Constructed on the familiar MDX platform and sharing its powertrain, the ZDX pushes the automaker's styling and innovation to the limit – it's certainly not bland or boring. However, is there enough substance under the style to win buyers in this newly targeted segment? What game-winning cards, if any, does Acura really hold with its latest "sports coupe" SUV?
To understand the Acura ZDX, one needs to know a bit about the MDX, its incredibly close sibling. The MDX is a very competent, traditionally-designed, unibody crossover utility vehicle. Motivated by a 3.7-liter V6 and sending power through Acura's rather brilliant torque-distributing Super Handling All-Wheel Drive (SH-AWD) system, the family-oriented MDX starts with a base price of just over $40,000. Now in its second-generation (last redesigned for the 2007 model year), the seven-passenger CUV delivers typical Acura innovation, utility, reliability and safety in a package that isn't going to raise anyone's pulse from behind the wheel. Regardless, its owners don't seem to care as it does a great job of accomplishing its objective of being a luxurious crossover.

Mechanically, the MDX and ZDX are very much alike, right down to the shared unibody design, wheelbase and track (the ZDX is slightly longer overall). Both crossovers feature the identical 300 horsepower, 3.7-liter VTEC V6 sending power through a new six-speed automatic, and Acura's SH-AWD powertrain is also standard fare on each. The curb weight of the ZDX is 4,431 pounds (with Tech package), undercutting the slightly heavier MDX by more than 100 pounds. While the sturdy MDX can tow a 5,000-pound trailer, the new ZDX is chassis-limited to just 1,500 pounds.

Although sharing much of the same DNA, these dizygotic twins are very different in physical appearance. Penned by the California-based Acura Design Studio, the sleek ZDX features bold fender flares that taper inward, hidden rear door handles, and an all-glass roof that stretches from front wipers to tailgate. The automaker accurately declares, "The ZDX is like nothing you have ever seen before from Acura." That statement may be true, but the exterior design bears more than a striking resemblance to the BMW X6 – its primary identified competitor.



More so than the aggressively styled BMW, the ZDX errs on the side of femininity. A proud parent boasting about the vehicle's edgy design, Acura repeatedly uses the word "sexy" to describe the skin of the ZDX. While we liked some of the touches (the sculpted rear quarter panels are pleasingly unique), we simply weren't struck by any carnal urges.

On the other hand, we were impressed with the ZDX's interior design. Instantly recognizable as an Acura family member, the cockpit is fresh and stylish. Driver and front passenger sit apart, separated by a sweeping dash with a tall center console. Overhead, the panoramic moonroof features two individual glass panels (not one large panel, as found with BMW). The front panel slides open, while the other is fixed. Rather than close them with an opaque shade, Acura utilizes a tight fabric mesh that allows visible light to permeate the cabin without transmitting heat or UV rays to the passengers. The primary instrument cluster features traditional round dials, while the center control panel (Acura calls it a "monolith" design) is coldly black until the audio system is switched on. From where we sit, Acura has done an amazing job within the cabin environment. Premium natural grain leathers and high quality plastics add a rich and warm feel to the cockpit. From the driver's seat, it looks, feels, and smells expensive.



There is little arguing with Acura's proclamation that the passenger compartment of the ZDX is designed primarily for the front two occupants (the automaker brazenly calls it a "two plus three" and points out that the front seats are the "primary passenger zone" while the rear is the "freedom" zone for gear... or three people). Thanks to that aforementioned styling, the sloping roof and tapered rear end cleanly remove the passenger space and utility enjoyed in the MDX. Shoehorned back there, we found the rear seats are small and cramped for anyone mildly claustrophobic or even a hair taller than Tom Cruise – we've heard that the Mazda RX-8 has more room in the second row. Just for confirmation, on the way home from driving the ZDX we hustled over to a local BMW dealer to sit in the rear seats of the X6 – they were generously cavernous by comparison.

Accessed through the standard power-operated tailgate, the rear cargo area is as nicely finished as the front passenger cabin. High-quality materials, metal-plated handles, and closed-loop carpet mean that golf bags, mountain bikes, or skis travel in their own first class compartment. While it would never be described as spacious, hidden panels line both sides for expansion, and there's a generous storage area under the floor. The second-row seats also fold flat, in a standard split arrangement, for any oversize items.



Acura will offer the ZDX in three different flavors: ZDX, ZDX Technology and ZDX Advance. All share the same powerplant and driveline, panoramic roof, all-leather interior, Bluetooth connectivity, rearview camera, 19-inch wheels and a 266-watt audio system with eight speakers. The ZDX Technology adds navigation, multi-view camera, AcuraLink® Satellite communications, real-time weather and traffic, keyless access and an upgraded 435–watt audio package with ten speakers and a 15 GB HDD. The ZDX Advance adds icing to the Technology package with added active suspension, adaptive cruise control, collision mitigation braking system, blind spot information system, ventilated seats and a sport steering wheel.

Pricing has not been announced, but Acura says the MSRP will be higher than the MDX, yet undercut the RL sedan. We figure you'll need about $45,000 to put one in your garage (in case you are wondering, the twin-turbo six-cylinder BMW X6 optioned equivalently will set you back about $70,000).

With the detailed product orientation behind us, we put the keyless entry/ignition fob in our pocket, hit the red start button, and pointed the ZDX towards the hills above Malibu.



Settled comfortably into the front seat, we immediately realize the styling has compromised the outward visibility (those are seriously thick C-pillars). Acura has attempted to increase sight lines with the additional tinted glass panel at the bottom of the tailgate. It works, but you must rely on the standard backup camera during reverse maneuvers. The seating position is coupe-like low, putting the front corners of the hood out of view from the driver's seat, and over the course of an afternoon, we never became overly comfortable with its dimensions.

Driven like a gentleman, the Acura ZDX is as mundane as a Honda Accord and as quiet as a private library. Acura engineers were obsessed with isolating passengers from unnecessary noise, vibration and harshness (NVH). Acoustic noise-absorbing mats, wheel housing insulators and special tire tread and compound limit much of the common road and mechanical noise. Much more impressive is the innovative, and standard, Active Noise Canceling system – essentially white noise piped through the audio system – to limit unwanted frequencies. The result is an amazingly quiet cabin that makes conversation easier and travel much more relaxing.



Romp on the gas in a spirited manner and the 3.7-liter V6 wakes up immediately (it will run to 60 mph from a standstill in about 6.5 seconds). It's an excellent powerplant, but not exactly engaging for the enthusiast with its unoriginal soundtrack mostly coming from under the hood (we were told the exhaust was tuned for duty in the ZDX, but you really can't hear the rear silencers from within the cabin). The six-speed transmission shifts nearly imperceptibly and it responds well to the steering wheel-mounted paddle shifters.

After being informed that Acura did suspension tuning at the famed Nürburgring, we took the opportunity to push the ZDX on some challenging canyon roads of our own. We sampled both models with and without Acura's active suspension (IDS alters suspension damping and steering effort) and found both handled about the same at the limit. Regardless of electronic intervention, the steering is rather numb on each. However, with a rock-solid platform and the variable (front-to-back and side-to-side) torque distribution of the SH-AWD clawing at the pavement, it was tough to break the ZDX's composure even when pushed beyond its limits.



The Achilles heel of this Acura's handling is found on all four corners – the all-season Michelin tires. While their standard size is meaty (255/50R19), the compound is strictly M+S (all-season) meaning they sing like holiday carolers when pushed above 6/10ths and slide like teenage snowboarders above 7/10ths. With 58 percent of the ZDX's mass over the front tires, we expected plenty of understeer at the limit. Surprisingly, it was rather balanced mid-drift and very controllable (credit goes to the SH-AWD, most likely). The ZDX will never be mistaken for a performance vehicle – it honestly isn't enjoyable to drive hard – but rest assured the Acura can handle the mission if it's ever called for duty.

We really don't know what to think of the ZDX. Acura has hit a home run with the interior appointments, chassis tuning, and cabin isolation. However, they swung and missed with second-row comfort, outward visibility, and fun-to-drive quotient. Targeted at the BMW X6, and marketed as a "Passionate Getaway" coupe for couples, the ZDX has been positioned in an awkward and rather diminutive niche. While Acura loyalists and enthusiasts lament the loss of performance-oriented vehicles such as the Integra Type-R and exotic NSX, the plebian ZDX debuts without a compelling reason to join the team.

[Source: Autoblog]

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Review: 2009 Audi Q5 3.2 Quattro

Quality costs. Ask a recording engineer. For the same money you'll burn on a pile of inexpensive, non-serviceable gear whose greatest virtue is that "it works," you could alternatively purchase one channel's worth of serious equipment. The trade-off is that the real kit sounds great all the time, while the cheaper stuff never does. Boiled down to their essence, they both do the same thing, but it's the quality of the components and the careful construction that make all the difference.

It's the same thing with the 2009 Audi Q5. $50,000 will put your rump in vast automotive acreage, but for the same coin, the Q5's dimensions are tidy. Combating the "quantity equals quality" mindset, Audi has made the Q5 a standout. It's filled with luxury and comfort items, and put together with typical German fastidiousness. And out on the road, the Q5 chats you up with feedback that's – dare we say – sports-like. So has Audi managed to finally put the "sport" in Sport Utility?

Styling-wise, the Q5 is unmistakably Audi. Without carefully looking, it could be mistaken for its larger Q7 brother, if only ran through a clothes dryer. Initial inspection led your humble narrator to believe that the Q5 shares its underpinnings with Volkswagen's similarly-sized Tiguan, when in fact, the Q5 is based on the A4/A5's Modular Longitudinal Platform. Relatively compact, the Q5's lines share the recent Audi family style, which suggests constant forward motion by playing light along the surface detailing in a raked manner; lower in front than in back, like a modern, Teutonic hot rod.



The sculpted form is subtle and controlled, not over-muscled or gratuitously flared to look like some kind of U.N. Peacekeeping vehicle. The Q5 nevertheless blends in with the noise created by America's booming two-box pseudo-truck market. It's nicely styled and clean looking, but there's only so many places the form factor can go without being overly radical. Everyone knows what a Hummer looks like, and the H1, H2 and H3 share that style. The Q5, too, looks like an Audi crossover should, it's just a much less bold outpost of the styling world.

Audi exhibits its typical restraint with brightwork, with an accent around the windows and brushed aluminum rails tracing the arc of the roofline. Wheels look like blades from some outsized food processor, with a design open enough to bare the calipers for binder-peekers. The batwing taillamps have a gestural motion to their cross-car arc, and finish the back end tidily. It looks like the lights out back hold the entire bodywork in tension, and it's just right. While the Q5 is not outlandish enough to be anything other than just another wagon in denial outside of Nordstrom, A6 drivers will give you that serious-looking nod and half-wave off the steering wheel rim when you drive by.



Even if you aren't an Audi fan, you still might have a dippy smirk on your mug when Mr. Serious A6 offers up his faint acknowledgment, simply because the Q5 manages to be a heck of a lot of fun behind the wheel. The speed-sensitive steering feels heavy until you're traveling at highway speeds, although the wheel's rim isn't the chattiest of Cathies when it comes to feedback from the tires. Audi's 3.2-liter V6 has been to its choir classes and studied the Porsche Songbook for Six Cylinders well. Using the shifter's manual gate, you can hold the V6 at full bellow and enjoy its snarly, metallic growl. Of course, there's really no need to play with the shifter. When left to its own devices, the six-speed Tiptronic transmission makes the most of the engine's 270 horsepower in a quick, precise manner. The Q5's class-average 4,200 pounds will boogie when you push the accelerator down. The fleetness is even aided and abetted by reasonable fuel economy of 17/24 – not bad for something sticking up in the air and carrying all wheel drive.

Bite the Q5 into a slice of trajectory change, though, and a mere three letters will comprise your initial impression: Wow. There's an actual, playful chassis under this thing. It'll hunker and let you adjust attitude slightly with the throttle and carve a line through your favorite backward-S curve in a way that very few vehicles of this type accomplish. Further, the athleticism underneath isn't gained in a Faustian bargain that trades away ride quality.



Bumpy pavement is not smothered by excessive syrup in the springing, but events are mere blips on the scope. Railroad tracks are felt, dealt with and gone, all within the time it takes to traverse them. The Q5 is at once taut and cushy. There's never any bump-stop pounding or nautical swell-riding – it's a rewarding mix. Add the disciplined ride to the enthusiastic cornering, and it adds up to serious entertainment for the individual lucky enough to plant his or her backside in the supremely comfortable driver's chair. Our sampler carried Audi Drive Select, a system that allows drivers to toggle the Q5's responses between "Comfort" and "Dynamic." It didn't really seem to do much – shift points moved up a bit with Dynamic selected – so rather than push another button, we just left it in "Auto" most of the time.

On the topic of button pressing: There's entirely too much of it in the Q5. Simple things have extra steps added. Just try and change the fan setting successfully on the first try. Putting multiple functions on the same set of interface hardware can be a good idea, but Audi's execution is maddeningly overthought. MMI can be inscrutable and distracting instead of returning on its promise of streamlining operation, too. There are a lot of buttons bristling on the center console, as well as Audi's habitually bad placement of the audio volume knob there, and a torpid start/stop button. Admittedly, the non-standard location of the volume knob allows the passenger easy access, and the driver's thumb has its own volume control on the steering wheel spoke. At least it all looks nice, especially the navigation screen and clean, legible gauges.



Lending an airy feel to our test car – while also increasing the weight and raising the center of gravity – was an optional panoramic glass roof covering most of the ceiling. Trying to operate the overly complex human-car interface in any modern Audi may have you picturing that roof as an escape hatch when the machines go awry. Tech is the new thing, though, especially for luxury European makes, and the Q5 is right in line, with lots of menu-driven functions an excellent integration of iPods and even twin SD card slots right on the dash. The rest of the car is joyfully straightforward. Safety subsystems are there to dazzle and delight. Audi Side Assist lights little orange telltales in the side mirrors to warn you of a motorist occupying a blind spot. Optional rear-side airbags offer more pillow when you ignore that car, too, supplementing the already comprehensive list of safety and occupant protection equipment.

Comfort is good in all seating positions, though the roofline's arc may tickle the pompadour of taller occupants. Child seats are easily mounted with well-located LATCH anchors that don't require a search party to find. Materials throughout are high quality, and everything you touch feels damped, padded or buffed to a set of careful specifications. Since it is really just a gussied-up wagon, the cargo space is important. Stroller-bound parents may have some trouble fitting today's oversized kid hardware – there's not enough width for some items to fit any way other than diagonally. Outright space is available elsewhere, though, and the Q5 has enough room in the back for the day-to-day use most owners will give it. If hauling stuff and passengers is your game, the Q5's belly is going to fill up real fast, though.



So what's the bottom line – does the Q5 have the same goodness as a transformer-balanced Class-A microphone preamp? We think it does. Good, expensive hardware always has some kind of undefinable mojo that makes the output of its efforts flat-out brilliant, and that's what the Q5 feels like. The cockpit could use some de-complication, as it's the equivalent to a piece of audio gear's front panel controls, but once you figure out the Q5's deep function set, it becomes all the more endearing. Out of the box, it's simply the best driving crossover in its class, and Audi has put it all together with its typical careful execution. For now, it's the segment's ringer if you can afford it.


Second Look: Audi Q5 3.2 Quattro

With the glut of new premium small crossovers hitting the market as of late (Volvo XC60, Mercedes-Benz GLK, Cadillac SRX etc.), this reviewer wasn't prepared to enjoy the Q5 experience as much as he actually did. While Audi sedans have consistently been at or near the top of the sports/luxury heap, its Q7 big brother didn't properly prime us to drive the baby Q. It isn't that the Q7 is awful, mind, it just doesn't feel chock full of clever engineering like the rest of its four-ringed compatriots – it's absolutely huge on the outside, less so on the inside, and only moderately entertaining to drive. So, if you've got it in your head that the Q5 is merely a Shrinky Dink'd Q7, get that out of your head right now.

As Roth correctly points out, the Q5 is easily the driver's car of the entry-level premium CUV niche, and you notice it right from the off – particularly when specced out with Audi Drive Select, whose variable ratio steering is clearly more heavily weighted than its contemporaries. ADS allows one to tweak both the quickness and the heft of the helm, but even at its lightest setting, it's simply more direct than the others we've sampled. That's not to say that it's not a bit synthetic in feel (it can add weight suddenly at low speeds) or that it's the last word in feedback, but it does a better job than similar systems and the added resistance helps one feel more in control. In fact, it add a feeling of added solidity and security to the whole vehicle, as does the rear-biased Quattro all-wheel drive.

In contrast to Roth, however, this author is significantly less critical when it comes to MMI. While the infotainment system has its ergonomic challenges, familiarity beyond a week of driving helps facilitate ease-of-use greatly, as does the voice activation capability that understands normal conversational terms. And latest generation's updated navi graphics are both fun and helpful. Most of us would just assume abandon the all-in-one ICE solution adopted by Audi and its chief German rivals, but MMI doesn't strike yours truly as any less rational a solution than BMW's iDrive or Mercedes-Benz's COMAND system.

All-in, the Q5 is a clever (if costly) tool that we can see being very easy to live with on a daily basis – both as family men and women – and as enthusiasts.

[Source: Autoblog]

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First Drive: BMW 535i Gran Turismo

Evolution is a tough thing to watch – and not merely because it takes millions of years. While the developmental pace of the automobile has proven to be rather quicker than the natural world surrounding it, the car industry's recent house-on-fire rush into new niches and sub-genres has often been similarly challenging to make sense of. Like those primordial fish that beach themselves, drag their bellies on the sand with their fins and eventually mutate into, say, Adriana Lima, you just have to know that the industry's recent diversification efforts will eventually yield a timeless beauty or two. But thus far, you could be forgiven for thinking that the process will take a few hundred millennia – especially where it concerns the industry's nascent call-me-anything-but-a-station-wagon movement.

While the burgeoning four-door coupe segment has already yielded some supermodels, the kinlugger set has yet to work out the same way. This, despite seemingly every automaker downing the midnight Red Bull in an effort to hit upon a package that bundles the functional attributes of a family hauler without their social stigma. Some companies are disguising their efforts as SUVs (traditional square-rigged crossovers); a few have waded in with quasi-minivans, while others are staking their claim to the muddy hatchback middle ground. Enter the latest automotive platypus, BMW's 5 Series Gran Turismo, a distinctive new five-door that aims to meld the practical utility of a CUV and a station wagon without the either genre's dynamic and civil penalties.

First things first. There's no point in dodging the obvious: Aesthetics will be the primary topic of discussion whenever the 5 Series Gran Turismo comes in for scrutiny. And with good reason – we haven't seen anything quite like it before. Up front, the 5GT's enlarged kidney grilles cant forward ever so slightly, creating an aggressive look reinforced by twin corona headlamps and muscular front fenders. The grille's rake isn't as deliberate or convincing as, say, an E28 5 Series, but it does lend the face a degree of menace without running afoul of European pedestrian safety standards. Follow the headlamps along their main character line, and you'll run across a traditional high-waisted beltline. But it isn't really until the rear end that the shock sets in – the 5GT's jarring, fastback-like greenhouse that terminates in a novel (if controversial) dual-hinged liftback arrangement.



While we wouldn't use the word "elegant" to describe this vehicle's styling (as our BMW hosts often did), it certainly possesses a shape for which the old classified ad chestnut "Must see to appreciate" was surely created. Simply put, while far from a traditional beauty, the 5GT's proportions acquit themselves significantly better in the metal than they do in print or on screen. Natural light plays with the body's details in more flattering ways, and on the road, its scale can be more readily appreciated.

The 5GT's polarizing visuals will be its biggest hurdle to consumer acceptance.

More than most, the 5GT is a motion-sensitive design, looking quite a bit better on the move than it does when static. And although it isn't likely to be confused with something from, say, an Italian design house, we must say it looked very much at home parked in front of the beautiful vistas and posh hotspots of Lisbon, Portugal, where we sampled it last week. Still, it's clear that the 5GT's polarizing visuals will undoubtedly be its biggest hurdle to consumer acceptance.

As you might reasonably surmise, the real beauty here is on the inside. Light and airy thanks to a standard-fit panoramic sunroof, the 5GT's cabin manages to eschew the inky Teutonic sobriety that most modern Bimmers succumb to, particularly when lighter material colors are selected. Like other BMWs, the dashboard is a study in horizontal layers that emphasize the interior's width, and the 5GT has genuinely inspired door panels whose undulating lines flow uninterrupted between the front and rear passenger compartments. In particular, the rear cards take an unusual and visually compelling form, with the door handles riding the crest of a wave that wraps around behind the second row.



As with the door panels that surrounds them, the rear seats are actually the most comfortable perches in the whole place. 5GT models come standard with a 40/20/40 split seat with a nice fold-down console. However, that narrow center section is unlikely to prove useful for actual occupants, so we would recommend splurging on the optional fixed armrest/console, which adds electric articulation and more luxurious buckets (either setup has 3.9 inches of fore-aft travel and 15 to 33 degree adjustable rake), individual climate control for each occupant, sunshades and a genuine limousine-like environment – especially when fitted with optional creature comforts like the dual-screen DVD. With the legroom of a 7 Series and the headroom of an X5, it's a much nicer place to spend time than in the current 5 Series Touring. And while we don't normally tend to think of pent-roof five-door hatchbacks as "Gran Tourer" material, a stint in the second row of this Bimmer readily communicates why the moniker has been appropriated.

Of course, the front seats aren't so bad, either, and BMW has resisted fitting a too-thick steering wheel here as it has to some of its other vehicles. Observed fit-and-finish was first rate, and it's surprising to find such features as auto soft-close doors and power headrests as standard equipment. All major controls are within easy reach, with many being accessed through the latest generation of iDrive, which is much improved but still a bit complex for our tastes.



The 5GT's pièce de résistance is the aforementioned twin-hinged liftback. The hatch can open wide at its roof-mounted hinge to accept bulky items, or a smaller secondary aperture below the glass can be opened giving the car sedan-like versatility. Why is this a big deal? Well, aside from being a party trick to awe the neighbors, if you select the smaller opening, you can load what is effectively a completely sealed trunk, ensuring that wayward drafts – be they frigid or acrid – won't invade the passenger compartment. Further, with a sturdy parcel shelf (which can be stowed below the flat load floor) and a partition between the passenger compartment and the cargo hold, the system pays aural dividends as well. Despite using frameless doors, the 5GT is impressively isolated from the sorts of road noises typically fomented by boomy open cargo areas.

At first, the hatch arrangement struck us as a bit gimmicky, but in practice, its advantages become clearer. One thing that doesn't come clearer, however, is the view out back. Presumably, the double-joined mechanicals eat into space that might otherwise have manifested itself as a larger glass area, because what's left is a mail slot of a rear window. Oddly, BMW has declined to use shingle-style headrests that would have made the best of the available sightlines. As it is, plan on becoming BFF with the excellent backup camera.



For a marque that has prided itself on being the Ultimate Driving Machine, it's perhaps a bit ironic that the best seat in the 5GT's haus is in the back. But if you were expecting us to say that BMW's latest is a disappointing driver – or that it rides and handles like a 5 Series Touring with three-inch lifts on – dock yourself a few points, because it's better than all that.

For one, this segment-splitter isn't really analogous to the E60/E61 5 Series at all – it's actually built on the modular chassis that will underpin the next generation 5- and 6- Series. As such, its closest relative is the new standard-length 7 Series sedan, a model with which it shares its 120.7-inch wheelbase (the current 5 Series Touring's is considerably shorter at 113.6-inches) and front- and rear tracks. The wheels are nearer to the corners than in Bimmer's big-dollar sedan, however, as the overall length is trimmer by about three inches, and the roofline is taller by just over the same amount.

That generous footprint pays dividends not just in a munificent interior, but also in polished, big car comportment. While Bavarian Motors of yore suffered stiff-legged rides because of their run-flat tires' reinforced sidewalls, we experienced no such issues on Portugal's admittedly first-rate roadways. Further R&D by rubber companies has clearly helped to minimize ride penalties associated with the technology, and both the 245/50 18-inch tires and 245/45 front, 275/40 rear 19-inch tire packages we sampled struck a reasonable balance between comfort and handling.



With its so-called "semi-command" seating (the hip point is two inches higher than the current 5 Series but a full four inches lower than the X5), you might expect the 5GT to feel a wee bit tipsy, but it's nothing of the sort. Yes, there's no denying the physics behind 4,500+ pounds if you really overcook it going into a corner, but this rear-driver responds gamely to inputs, with the right amount of compliance from the double-wishbone front and rear multilink suspension setup and decisive, well-timed gearchanges from its ZF eight-speed automatic to aid driver confidence upon entrance and exit.

BMW came up with a far more complete product than we thought, but how will it successfully market this thing?

While we were a bit surprised at the absence of paddle shifters on the vehicles we sampled, with the octocog transmission's broad selection of ratios at the ready and plenty of torque from both the inline-six in the 535i and 530i diesel (we couldn't resist sampling this not-for-U.S. treat) we didn't miss them – and besides, there's a tap-shift feature on the gearlever. No manual gearbox is offered, and even if the 5GT gets an M variant, we wouldn't bet on finding one inside.

Despite the car's long wheelbase and substantial curb weight, the 5GT still proved itself to be an engaging steer on the undulating coastal roads around Lisbon. Speaking of – if you prefer a quicker helm, BMW offers an optional Integral Active Steering system that varies the rack's ratio and provides a bit of rear-wheel steering. However, we're not sure we see the need. While IAS may help shave a second or so off your lap time at the Nürburgring, it seems rather beside the point with a practically minded vehicle like the 5GT. Further, the standard hydraulic system offers superior feedback and more predictable turn-in with the added benefit of lower cost and complexity.



Similarly, although the 4.4-liter V8-powered 550i model wasn't available for sampling at the launch event (it's the only engine that will be available Stateside when the model launches in December), we can't see why we wouldn't save some ducats and go with less expensive 3.0-liter twin-scroll turbo inline-six of the 535i, as it's substantially lighter, offers plenty of power, and promises to be more economical to purchase and operate. With 304 horsepower (@ 5,800 rpm) and 295 pound-feet of torque available from just 1,200 rpm, it's also no slouch. Sixty mph arrives in an estimated 6.3 seconds and the party doesn't stop until 155 mph. Unfortunately, you'll have to hold out until next spring if you want the new direct-injected, Valvetronic-equipped six, but at least if you're willing to wait that long, you'll also probably be able to select xDrive for enhanced all-season grip.

Regardless of engine choice, all U.S.-bound 5GTs will feature Dynamic Drive Control, a rocker switch that gives the driver the ability to electronically gird the car's various systems for performance driving. DDC alters everything from throttle response to gearbox shift points, stability control thresholds and steering assistance. Those settings come in the form of Normal, Sport, and Sport + – we'd recommend the middle setting even for daily driving duties, as it isn't too firm.



Having spent some quality time both driving and reflecting upon what BMW has created here, we're convinced that Munich has come up with a far more complete product than we might have reasonably thought. It drives very well and it offers a number of unique functional attributes that we can see being of real value for some customers. What we're still foggy on, however, is how BMW will successfully market this thing. With its modest ground clearance, it isn't a crossover, and it isn't really a minivan/people mover either. It's just different enough that it has no natural competitors – especially in America, which isn't slated to get vehicles like Audi's A5 Sportback. Premium rear-drive hatches like the Porsche Panamera and Mercedes-Benz's slow-selling R-Class are just too far afield to be considered rivals, and even though pricing has yet to be revealed (we're guessing the generously equipped 535i will start in the mid-$ixties somewhere), it figures to be costlier than, say, an Audi A6 Avant.

To be fair, being a party-of-one can be an enviable position from which to operate, but it can also place one outside popular consideration. Whether BMW's marketing crew can convince American consumers that a tallish 5 Series with a prehensile tail is the next evolution of the premium family car remains to be seen. Will the Gran Turismo prove to be the missing link that buyers have been clamoring for, or an evolutionary cul-de-sac? Only natural selection customer dollars will decide.

[Source: Autoblog]

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Frankfurt 2009: Hyundai Tucson ix35

The new Hyundai Tucson ix35 may look good with a Britney Spears soundtrack playing in the background. It may even look good out on the road. But under the bright lights here at the Frankfurt Messe, it looks pretty much like every other compact import crossover on the market. Which is to say, attractive, but rather cookie-cutter.

The new Tucson is being offered overseas with 2.0-liter, four-cylinder engines burning either gasoline or diesel (with 166 and 184 horsepower, respectively) and driving either the front wheels or all four through a six-speed automatic slushbox. Among the latest features, Hyundai included are Downhill Brake Control and Hill-Start Assist Control, which almost makes us mistake this for a real sport-utility vehicle.

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Frankfurt 2009: BMW ActiveHybrid X6

Your dilemma: you have a burning desire for a 5,000 pound, four-passenger truck that accelerates as fast as your Dodge Challenger, but you want to use as little gasoline as possible while doing so. BMW feels your pain, and they have a solution for you. Ladies and germs, meet the ActiveHybrid X6, BMW's first full-hybrid. Here's the great part: engine-wise you get both the 4.4-liter twin-turbo humdinger of a V8 and two electric motors for a total combined output of 485 hp and 575 lb-ft of torque. Just to refresh your memory, the X6 M, which our own Lavrinc called a "highrider GT-R," makes just 500 lb-ft (though 550 psycho horsepower).

Ah, but it's a hybrid. So it gets almost 24 mpg. Unlike the X6 M, which... doesn't. Unlike the ActiveHybrid 7 Series, which uses a lightweight, hella-pricey lithium-ion battery, the X6 makes do with a plain old nickel metal hydride power pack. But hey, it's already 2.5 tons, what's a couple of hundred more pounds? BMW also employs a bit of electronic black wizardry, that let's one motor act as a generator to gather up kinetic energy from the brakes (or simply coming off the throttle) to feed into the battery while the other electric motor keeps the car moving. Nifty, no doubt. Also, the ActiveHybrid X6 can travel up to 37 miles per hour in pure electric mode before that dirty ICE kicks on.

Like a lot of vehicles coming out of BMW these days, the X6 is a love it or hate it proposition. Admittedly, the Autoblog staff here at Frankfurt is split right down the middle. Forgetting about the haters, the pro-X6 side thinks that a torque-monster hybrid "Sports Activity Coupe" is just fine. Really, can you say no to 575 lb-ft of twist? All we really hate is the name.

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2010 Honda CR-V coming Sept. 17

You're excused if you look at these images and see little more than the Honda CR-V that we already know and love. According to a corner of its home-market website, the Japanese automaker is debuting what it calls the "new CR-V" on September 17th, possibly at the Frankfurt Motor Show. Already a hot perennial seller, Honda is understandably cautious to mess too much with success, though calling this updating anything other than a mid-cycle refresh is a bit of a stretch.

Subtle grille and fascia changes are about the extent of what we can make out from the limited images, leaving the CR-V a good looking sales workhorse in Honda's stable. We'll all have to hold our breath until mid-September when the whole enchilada will be revealed and we'll find out if there are changes under the skin worth talking about.

[Source: Honda Japan via Carscoop]

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Officially Official: 2010 BMW ActiveHybrid X6

The BMW X6 ActiveHybrid has arrived, and as previously covered, the new gas-electric X6 will be the most powerful hybrid in history, with 480 peak horsepower and diesel-like plateau of 575 lb-ft of torque.

That impressive powertrain consists of twin electric motors (delivering 91 hp and 86 hp, respectively) and a twin-turbo 4.4-liter V8 engine. All those horses will be corralled through a seven-speed dual-mode transmission and BMW's xDrive all-wheel-drive system. The run to sixty will take just 5.4 seconds and the top speed will be limited to 130 miles per hour.

The EPA has yet to test the vehicle, but the German automaker is estimating its X6 Hybrid will return a 20-percent fuel mileage improvement average over the standard twin-turbo X6. That should mean about 18 miles per gallon combined in the States. The official public debut is scheduled for the Frankfurt Motor Show in September and the sale date is slated for four-quarter 2009.

PRESS RELEASE:

The 2010 BMW ActiveHybrid X6 – American Market Version

* 13.08.2009
* Press Release

Woodcliff Lake, New Jersey, 13 August 2009, 6pm Eastern... BMW announced today the production version of the BMW ActiveHybrid X6. The BMW ActiveHybrid X6 will make its world premiere at the Frankfurt Motor Show (IAA) in September and will reach US BMW Centers in fourth-quarter 2009. ActiveHybrid technology provides a glimpse into the future, achieving outstanding driving dynamics with equally impressive efficiency. It melds both of these qualities to offer a truly unique driving experience. The world's first Sports Activity Coupe with full hybrid drive capitalizes on the options offered by combining the combustion engine with electric motors to create a powertrain with new levels dynamic performance and efficiency.

BMW ActiveHybrid technology offers a significant increase in driving dynamics and at the same time reduces fuel consumption by approximately 20 percent versus a comparable vehicle powered by a combustion engine alone. The result is even greater driving pleasure combined with enhanced fuel economy and CO2 management providing the kind of progress to make the BMW ActiveHybrid X6 a genuine BMW in the hybrid market.

The overall drive system featured in the BMW ActiveHybrid X6 consists of a 400 hp twin-turbocharged V8 gasoline engine and two electric synchronous motors delivering 91 hp and 86 hp, respectively. Maximum system output is 480 hp, and peak torque reaches 575 lb-ft.

Precisely controlled interaction of the three power units optimizes the overall efficiency of the BMW ActiveHybrid X6 at all speeds, with acceleration from a standstill to 60 mph in 5.4 seconds. Top speed of the BMW ActiveHybrid X6 is limited electronically to 130 mph, with average fuel consumption in the EU test cycle improved by roughly 20%, and a CO2 emission rating of 231 grams per kilometer. EPA ratings will be available closer to the market introduction.

BMW's first full hybrid model is able to run exclusively on electric power – and that is entirely free of CO2 – up to a speed of 37 mph (60 km/h), with the combustion engine being activated automatically whenever required.

These performance figures are made possible by utilizing a two-mode active transmission. The ideal combination of the two power modes can be controlled for enhanced efficiency and dynamic performance in any driving condition. With the two electric motors, three planetary gearsets and four multi-plate clutches, drive power is transmitted through a 7-speed automatic transmission. As would be expected in a BMW, the driver can operate the transmission manually. BMW's lauded xDrive all-wheel-drive system distributes the power between the front and rear axles.

The electric motors receive their energy from an NiMH high-performance battery pack positioned beneath the floor of the luggage compartment. This battery pack also feeds electric power to the vehicle's on-board network. Luggage compartment capacity is therefore the same as on the original BMW X6. On brake application and/or on deceleration, kinetic energy is converted into electrical energy and is stored in the battery pack. To provide this function either one or both of the electric motors act as a generator, feeding electric power generated back into the high-voltage battery.

Unique efficiency ensured by two-mode active transmission.
BMW ActiveHybrid technology has been developed specifically for use in a particularly dynamic vehicle and for a broad range of practical use. The big advantage, therefore, is optimization of drivetrain efficiency in all speed ranges and conditions.

The two-mode active transmission is based on an ECVT (electric continuously variable transmission) operating in two separate modes. One mode is for stop-and-go driving and low speeds, and the second is for driving at higher speeds.

From a stop and at low speeds, only one of the two electric motors is activated. As soon as the driver requires more power or increased speed, the second electric motor automatically starts the combustion engine. The second electric motor then serves as a generator to provide a supply of electric power to the vehicle systems. When driving steadily at a higher speed most of the power required is delivered by the combustion engine in a largely mechanical process. Here again, one of the two electric motors acts as a generator.

The mechanical components, including three planetary gearsets and the two electric motors, combine to provide for seven total effective gears. This configuration manages the power generated by the combustion engine and two electric motors in a way that maximizes driving versatility.

Twin-turbocharged V8 gasoline engine with High Precision Direct Injection.
The combustion engine is the innovative reverse-flow V8 first featured in the BMW X6 xDrive50i. The world's first V8 gasoline engine with two turbochargers in the V-section between the two rows of cylinders develops power throughout the entire engine speed range. The spontaneous and direct response of this engine results from its compact configuration, which allows the shortest exhaust manifolds.

Displacing 4.4 liters, this outstanding engine delivers its maximum output of 400 hp between 5,500 and 6,400 rpm. Peak torque of 450 lb-ft is maintained from 1,750 to 4,500 rpm, with High Precision Direct Injection ensuring precise supply of fuel at all times. Piezo-injectors positioned in the combustion chambers between the valves ensure a smooth, efficient and clean combustion process. The engine fulfils the European EU5 standard as well as the ULEV II standards in the US.

Compared with the engine featured in the BMW X6 xDrive50i, this version has been modified in numerous respects to the specific requirements of the BMW ActiveHybrid X6. There is no starter, alternator, or belt drive for the air-conditioning compressor and hydraulic pump. The dual-circuit cooling system has been modified for all-electric operation.

Electric motors for enhanced performance on no extra fuel.
When accelerating, the V8 engine of the BMW ActiveHybrid X6 joins forces with the electric motors to ensure optimum efficiency and dynamic performance. When the driver requires more power, the two electric motors supply additional torque for enhanced performance. This boost effect significantly increases the overall output of the vehicle, without increasing fuel consumption.

While the two electric motors have almost the same output, they have been modified in their performance characteristics to meet specific requirements. The power delivered is 91 hp and 86 hp, respectively, with peak torque values of 192 lb-ft and 206 lb-ft.

The electric motors support the combustion engine effectively throughout the entire speed range. The additional electrically-generated drive power reduces the power output required of the combustion engine when driving at steady highway speeds. Load shifts are managed to give the overall system enhanced efficiency under the full spectrum of driving conditions. During kick-down and maximum acceleration shifts, the electric motors help provide an additional boost of power.

Maximum system output is 480 hp, with peak torque of 575 lb-ft. This makes the BMW ActiveHybrid X6 the most powerful hybrid vehicle in the world, with acceleration from a standstill to 60 mph in just 5.4 seconds and top speed is limited electronically to 130 mph.

All-electrical driving mode reducing emissions to zero.
With its combination of two-mode active transmission and high-performance battery pack, the BMW ActiveHybrid X6 is able to run on its electric motors alone at low speeds. This makes it a zero-emission vehicle under such conditions.

The BMW ActiveHybrid X6 may run on electric power alone regardless of the ambient temperature, as long as minimum operating temperatures are reached for the engine coolant, transmission fluid and high-voltage battery. Top speed in the electric mode is 37 mph, maximum range is 1.6 miles.

While driving electrically, the BMW ActiveHybrid X6 retains all its safety and comfort functions. The brakes remain fully operative thanks to electric vacuum supply, and don't require the combustion engine to develop their full effect. The same applies to the Electronic Power Steering, with steering assistance being generated on demand by an electric motor.

Even the air conditioning remains fully available without any restrictions, running efficiently on an electrically operated air-conditioning compressor. Since the battery pack supplies the electric power to the 12-volt on-board network through a voltage converter, all other systems such as the lights, infotainment, and safety systems remain fully functional.

Energy Regeneration:
Electric power generated without additional fuel consumption.
The BMW ActiveHybrid X6 features an enhanced version of Brake Energy Regeneration already used in some current BMW models running on a combustion engine alone. In this case the electric motors act as generators when coasting or applying the brakes in order to feed electric power into the battery pack.

This process recaptures energy which would otherwise be lost in conventional vehicles in the form of heat escaping through the brakes. Depending on road speed, one or both of the electric motors may perform the regeneration function.

The power delivered by the generator is approximately 50 kW, about 25 times as much as the power provided by BMW's original Brake Energy Regeneration.

Generator delivering electrical braking force.
In the generator mode, the two electric motors recapture much of the energy that must be dissipated to slow the vehicle. The stopping force generated in this way is up to 0.3 G, significantly reducing the demands on the mechanical brake system.

Sensotronic Brake Actuation (SBA) in the BMW Active Hybrid X6 may be used at any time without a direct mechanical connection between the brake pedal and the hydraulic circuit. Pedal movement is recorded by sensors and split by a control unit into brake power generated by regeneration and conventional hydraulic braking. At the same time an integrated pedal force simulator generates the usual brake feeling for the driver as an additional factor in this brake-by-wire solution.

The active brake servo builds up brake pressure with electrical control according to the signals emitted by the control unit. To ensure brake power assistance also in the all-electric mode, the BMW ActiveHybrid X6 employs an electrical vacuum pump. A mechanical failsafe function guarantees full operation of the brake system in the event of a failure or a fault in the electrical system. In this case, the stopping power required is generated by the hydraulic system alone, like on a conventional vehicle.

The primary task of the SBA system is to maximize the use of brake force available through the regeneration process. Via the xDrive powertrain, the hybrid system in the BMW ActiveHybrid X6 is able to transmit regenerative brake forces to all four wheels. And whenever the stopping power required exceeds the level of 3 meters/sec, the control unit builds up additional brake force through the mechanical brake by means of the active brake servo.

In braking situations critical to driving stability, the control unit receives additional signals from Dynamic Stability Control, affecting brakes and engine management to keep the vehicle safely on course. This ensures safe braking under all conditions, regardless of whether the stopping power needed is generated electrically or hydraulically.

All driving stability systems are tailored to the dynamic character of the BMW ActiveHybrid X6. Dynamic Traction Control, for example, provides maximum traction and drive power on loose surfaces such as snow or sand thanks to its higher slip thresholds. And with the DTC mode activated, the driver may opt for a particularly sporting style of driving all the way to a controlled slip in corners.

BMW xDrive: intelligent all-wheel drive for extra performance, optimum driving stability and traction.
The sporty driving behavior of the BMW ActiveHybrid X6 is due largely to BMW's xDrive all-wheel-drive system. Electronically controlled, variable distribution of drive power front-to-rear gives the BMW ActiveHybrid X6 superior traction and enhanced driving dynamics.

xDrive features smooth division of drive power through a transfer case with an electronically controlled multiple-plate clutch that feeds power to the axle with optimum wheel contact and grip on the road. Under normal conditions BMW xDrive distributes drive power to the front and rear axle in a 40:60 split. Sensors constantly measure wheel slip at both the front and rear, and varies the balance of drive power within a fraction of a second. Unlike conventional all-wheel-drive systems, xDrive "looks ahead" and does not only respond when a wheel has already begun to spin.

Electronic Power Steering for even greater efficiency.
The BMW ActiveHybrid X6 is the first Sports Activity Vehicle to feature Electronic Power Steering. This allows variable steering assistance both when driving with the combustion engine and in the all-electric mode.

Electronic Power Steering on the BMW ActiveHybrid X6 comes complete with fully integrated speed-related Servotronic steering assistance. Servotronic reduces assistance at high speeds ensuring not only directional stability but also extremely precise steering behavior in corner. At low speeds, on the other hand, for example when parking, extra power assistance significantly reduces the steering forces required.

Liquid cooling for even greater performance on the high-performance battery pack.
The high-voltage, nickel-metal hydrid technology (NiMH) battery pack featured in the BMW ActiveHybrid X6 has a total capacity of 2.4 kWh, with 1.4 kWh available nominally. Maximum output is 57 kW, with the battery's control unit constantly determining the output level currently available as well as the charge status of the battery.

The high-performance battery pack comes with its own liquid cooling system incorporating a heat exchanger to cool the battery pack through the flow of air from the outside and, additionally, through a cooling circuit from the air conditioning system. These two circuits are activated either individually or in combination with one another, depending on need, with the control unit selecting the most effective and efficient cooling option as a function of ambient temperature and the temperature of the battery pack.

Cooling by the air conditioning system is activated by an appropriate switch valve, with the electrical climate compressor being switched on automatically whenever required. The battery cooling function is separate from the vehicle interior cooling function. Using the air conditioning system for battery pack cooling is far more efficient and effective than using air cooling alone to maintain the battery pack at the optimum operating temperature thereby preserving the hybrid functions longer in extreme weather and sport driving conditions. As befits The Ultimate Driving Machine, the BMW X6 ActiveHybrid provides a driving experience like no other hybrid in the marketplace.

Intelligent energy management and integral safety concept.
The electronics for BMW ActiveHybrid have been developed especially for energy efficiency and driving flexibility. The control system constantly controls the distribution of energy as a function of ambient conditions, the status of the vehicle, and the demands made by the driver. The two overriding control factors are the charge status of the battery pack and the capture of energy generated through regeneration.

The BMW ActiveHybrid X6 fulfills BMW's integral safety concepts that have been updated for hybrid vehicles. Examples of the features of this safety concept are the different colors of cables to avoid confusion, the presentation of clear safety warnings, and protection of the entire electrical system via extra-large insulation panels and newly developed connectors.

The high-voltage battery pack is housed in a reinforced steel casing and is located just above the rear axle at an extremely safe location in the event of a collision. The status of the battery pack is constantly supervised by integrated safety electronics, and the driver will be informed immediately of any malfunction and, if necessary, the entire system can be automatically discharged and deactivated. In the event of a crash, the system is switched off automatically within a fraction of a second. The central safety electronics then assess the severity of the accident and ensure a safe operating mode if possible.

Hybrid-specific Auto Start Stop function.
The BMW ActiveHybrid X6 is equipped with a new generation of Auto Start Stop technology, specifically tailored to the requirements of a hybrid vehicle. Auto Start Stop functions at all ambient temperatures. While the engine is switched off, the electric air-conditioning compressor automatically maintains the climate and temperature desired within the passenger compartment. All other electrically operated functions continue uninterrupted, with the on-board network supplied with power from the battery pack. The hybrid Auto Start Stop can be deactivated by choosing the Manual gearshift mode on the automatic transmission.

Displays inform the driver of the operating status and efficiency of the hybrid system.
Status of the hybrid system and current operating conditions are presented in two locations. The most important information is shown in the instrument cluster, separated according to operating mode. Further information and technical explanations are shown in the Central Display.

The drive displays are split into a conventional tachometer for the combustion engine and electric drive display in the lower part of the instrument cluster. The electric drive display shows the charge status of the battery pack, the regeneration status, and the electric motor operating status. In the Central Display, this information is supplemented by additional data on current operating conditions and the current flow of energy.

Specific set-up of the suspension and the lightweight brakes.
The chassis and suspension of the BMW Active Hybrid X6 is largely the same as the technology already featured on the BMW X6 xDrive50i. The front suspension is a double A-arm configuration ensuring excellent driving dynamics, comfort, and directional stability. Self-leveling with air suspension provides a constant ride height, even when carrying a heavy load.

Lightweight brakes decelerate the BMW ActiveHybrid X6 by means of aluminum floating calipers and brake rotors incorporating aluminum hubs (or hats). Lightweight materials engineering reduces unsprung mass and improves the vehicle's driving comfort and agility. Brake disc diameter is 15.2 inches up front and 13.6 inches at the rear.

20-inch light-alloy Aero wheels featuring an aerodynamically optimized design have been developed exclusively for the BMW ActiveHybrid X6. 19-inch light-alloy wheels with all-season tires are available as an option. In each case the tires feature runflat technology which enables the driver to continue driving after a complete loss of pressure.

Bodyshell and safety: intelligent lightweight construction, optimized occupant safety.
Intelligent lightweight construction and a special body structure for maximum rigidity also characterize the unibody of the BMW ActiveHybrid X6.

The BMW ActiveHybrid X6 comes with three-point inertia-reel seat belts for all seats featuring belt force limiters and belt pretensioners on the front seats. To protect the occupants from cervical spine injury in the event of a collision at the rear, the front seats feature crash-activated headrests, the rear seats come as standard with ISOFIX child seat fastenings. The vehicle is equipped with frontal and hip thorax airbags, and side-curtain head airbags.

All restraint systems are controlled by central safety electronics including rollover sensors. The system can activate the side-curtain airbags and belt pretensioners in the event of an impending rollover.

Standard adaptive bi-xenon headlights ensure optimum illumination of the road ahead by steering with the vehicle. A daytime running light function operates through the corona rings. The BMW ActiveHybrid X6 also features a windshield-mounted sensor that automatically controls the lights and windshield wipers on demand. Additional comfort at night is provided by available Automatic High Beams which will automatically dim the high beam headlights when an oncoming vehicle is detected. The standard Head-Up Display projects information relevant to the driver onto the windscreen.

The BMW ActiveHybrid X6: Sports Activity Coupe of the highest standard, BMW ActiveHybrid with maximum efficiency.
The BMW ActiveHybrid X6 combines an innovative vehicle concept with cutting-edge drivetrain technology to provide a truly unique driving experience. The enhancement of both dynamic performance and efficiency gives BMW's Sports Activity Coupe additional appeal. BMW ActiveHybrid technology helps to achieve a high level of efficiency in this versatile model.

From outside the BMW ActiveHybrid X6 differs from the conventional-drivetrain models in only a few details. With its elegant and dynamically flowing roofline and features typical of a BMW, the Sports Activity Coupe offers a uniquely sporting rendition of this very special vehicle with its unprecedented character, now as a full hybrid variant.

The "powerdome" hood distinguishes the vehicle from outside, "ActiveHybrid" model designations on the tailgate trim bar and the front doors as well as Bluewater Metallic paint offered for the first time on a BMW X6. Apart from the specific hybrid displays in the instrument cluster, door entry trim covers bearing the designation "BMW ActiveHybrid" on the driver's and front passenger's doors add a particular highlight and sign of distinction.

BMW Ultimate ServiceTM:
Providing owners with incredible value and peace of mind
The 2010 BMW ActiveHybrid X6 will feature BMW Ultimate ServiceTM, a suite of services that includes the BMW Maintenance Program (formerly called Full Maintenance), Roadside Assistance and the New Vehicle Limited Warranty. BMW AssistTM with TeleService is available on all X6 models.

BMW Ultimate ServiceTM includes:
The BMW Maintenance Program is the only no-cost maintenance program in the industry that covers wear and tear items like brake pads and rotors for 4 years or 50,000 miles, whichever comes first. BMW owners pay nothing for all scheduled inspections, oil changes, brake pads, wiper blade inserts and other wear-and-tear items.

BMW Roadside Assistance is one of the industry's most comprehensive plans available. Not only is it no-charge for the first 4 years, but there is no mileage limit. BMW drivers enjoy the assurance of on-the-road help 24 hours a day, 7 days a week, anywhere in the United States, Canada and Puerto Rico. This includes everything from flat tire changes, emergency gasoline and lock-out assistance, to towing, alternative transportation and even trip-interruption benefits. This service also includes valuable trip routing advice.

BMW New Vehicle Limited Warranty: All 2010 BMW passenger vehicles are covered by BMW's excellent Limited Warranty, which includes:
• New-vehicle warranty – 4-year/50,000-mile coverage of the vehicle.
• Rust-perforation warranty – 12-year/unlimited-mileage coverage.

BMW AssistTM provides the driver with services that enhance on-the-road security and convenience, for added peace of mind. The BMW Assist and Bluetooth® System is available and includes the Safety Plan for 4 years at no additional cost when ordered. BMW is the only manufacturer that offers this duration of service as other manufacturers only include the first year of service. The BMW Assist Safety Plan is a subscription based service that is subject to certain limitations.

The in-vehicle equipment for BMW Assist includes GPS technology and hands-free communication functions to deliver emergency and other services, accessed via buttons in the overhead or center console. The BMW Assist system transmits the location and vehicle information to the BMW Assist Response Center. A response specialist speaks with the vehicle occupants to coordinate dispatch, notify emergency contacts on file, and link BMW Roadside Assistance or emergency services as needed and/or requested. A severe accident automatically activates the Automatic Collision Notification function. The BMW Assist Safety Plan also includes Door Unlock and Stolen Vehicle Recovery services, which can save the owner time and money. New to BMW Assist is MyInfo, which allows users to send business listings and street addresses with associated phone numbers from the internet, directly to their BMW.

TeleService automatically notifies the BMW center when the vehicle will need service. A service advisor then proactively calls the customer to set up a convenient appointment and have the needed parts ready.

BMW Assist subscribers can also enroll in the BMW Assist Convenience Plan (available at an additional cost of $199 per year) to avail themselves of many BMW Assist concierge services, from finding the lowest fuel price or the best French restaurant in the area to information on flight arrival gates or times, as well as receive directions, and traffic and weather information. On 2007 and later models, a selected destination and its phone number can be sent directly to the BMW Navigation system and the customer's Bluetooth linked mobile phone, after a push of the Concierge menu option. New is BMW Search, which allows online access to the Google Maps database inside the vehicle to quickly find a desired business with just a key word. The Convenience Plan also includes Critical Calling, a service that can connect the driver to a requested party via a response specialist in case their mobile phone is not in the vehicle or its battery is discharged.

Lastly, the BMW Assist system includes Bluetooth hands-free phone connectivity with phonebook access and speech recognition for dialing by name or number via the steering wheel controls. Use of this feature requires a customer-provided compatible Bluetooth mobile phone. To learn more about BMW Assist, please visit www.bmwassist.com.

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Land Rover increases production of new Discovery and Range Rover Sport

It's a little difficult to keep track of what's happening at Tata and JLR these days. While the XF sales continue apace and the XJ is promising, the JLR division lost £673.4 million pounds ($1.11B U.S.) last year, and parent company Tata was $520 million in the red at the end of its 2008 fiscal year. Due to those numbers and a so-far unfulfilled quest for financing, Tata has been relentlessly talking up the need to shed production workers.

A report today, however, says that because of "forecasts of strong demand" for the refreshed Land Rover Discover and Range Rover Sport, the Solihull plant will increase production. Workers who've been on shortened hours since the spring will now go back to a five-day work week. That's good news for the employees and hopefully for Tata. Worker at Land Rover's Halewood plant don't fare so well: the Freelander factory will be shut down intermittently because of low demand.

[Source: What Car?]

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First Drive: 2010 Cadillac SRX 2.8T

Last month, we sampled the 2010 Cadillac SRX in naturally aspirated, 265-horsepower guise, and after a week behind the wheel we are convinced General Motors' luxury brand finally has a competitive crossover to take on the segment-defining Lexus RX. Along with Cadillac's unique angular styling and a full complement of amenities, the SRX surprised us with an edgy chassis that wasn't afraid to cut the rug when pulled onto the dance floor.

But while the SRX has some moves, the direct injected 3.0-liter V6 isn't exactly Fred Astaire. It provides just enough motivation for daily driving, but for customers that need more – particularly for those who want to fully enjoy the SRX's underpinnings – Cadillac has decided to offer a second, more aggressive engine to the mix. But with 300 horsepower, the 2010 SRX 2.8T – the first production Cadillac in the US fitted with a turbocharger – aims to please buyers looking for more pop in the pedal... a bit more skip in their step. Does the boosted Caddy deliver?

While Cadillac has high expectations for the sporting performance of the SRX 2.8T, its sales goals are far more modest. Cadillac expects only 10% to 15% of SRX buyers to opt for the turbocharged version, and those that do will pay a premium for its increased capabilities. The 2.8T option will only be available in Performance and Premium trim, and all-wheel drive, moonroof and navigation are all standard.



The turbo'd SRX utilizes the same FE3 suspension found in uplevel 3.0-liter models, though it has its own Aisin-Warner six-speed automatic transmission. We'd estimate the 2.8T's extra power will yield a 0-60 time of 7.5 seconds; about a second faster than the 3.0-liter model. Even with the 2.8T's improved performance, Cadillac still expects similar fuel economy to the 17/23 numbers of the non-turbo 3.0-liter mill, with city/highway numbers of 16/23. Although final pricing hasn't been announced, Cadillac tells us the 2.8T will carry a $3,000 premium versus a similarly equipped 3.0-liter model, so the MSRP is likely to max-out around $53,000 if all the boxes are checked.



Normally, when we get an invite from The General to test one of its more subdued offerings, we're relegated to a test track normally used to evaluate suspension setup, NVH (noise, vibration and harshness) and general driveability. With the SRX 2.8T, we received a bit of a surprise. Instead, we were escorted to the Chevrolet Corvette ZR1's stomping grounds, affectionately referred to as the "Lutz 'Ring."

Bob Lutz' signature track takes cues from some of the world's most impressive circuits, combining hairpin turns, significant elevation changes, blind crests and aggressive straightaways into a course designed to test the mettle of GM's high performance offerings. A select group of test drivers are qualified to attack the track at full throttle, and the training regimen requires pilots to cut their teeth with a Pontiac Solstice before graduation to bigger game. If they come within a few tenths of John Heinricy's times, they get certified. Needless to say, not an easy task.



Evidence of the track's victims are peppered throughout the course, with long, thick skid marks exiting the cement surface and disappearing into the grass. Our track guide (and certified badass) Matt Satchell told us some of the markings were the result of ABS failures on test mules and other pre-preproduction issues, although we're sure that's only part of the story. Regardless, those black stripes gave us pause. We've tackled the Lutz 'Ring in Chevy's world-beating, 638-hp ZR1, but a luxury crossover? This was going to be interesting.



After Matt gave us a quick tour of the grounds, we settled in behind the wheel and headed out on the track with the gearbox set to automatic. No surprise, the extra 74 lb-ft of twist provided by the turbocharged 2.8-liter V6 was a revelation over the torque-challenged 3.0-liter mill. Turbo lag is minimal, and with 295 lb-ft available from 2,000 RPM, any mid-corner temerity (or stupidity) can be wallpapered over upon exit thanks to the SRX's newfound thrust.




And when the time came to attack those bends, we were greeted by the same dynamic chassis we enjoyed in the standard SRX. Although the crossover's relatively high center of gravity dolls out minimal body roll in both the tighter turns and high-speed sweepers, the suspension and chassis feel at home when driven aggressively. When we overstepped the boundaries of physics and the rear tires lost adhesion, the Haldex AWD system quickly regained traction before the stability control stepped in to govern our fun. Unfortunately, the SRX's thrones aren't bolstered enough for track duty, so staying firmly behind the wheel requires plenty of forearm exercise.

On our next go 'round, we slipped the SRX into Sport mode by bumping the shifter into its Manual setting, allowing us to pick our preferred ratio or let the transmission figure it out. In Sport, the SRX becomes slightly racier. Shifts are held longer, downshifts are more aggressive and the suspension reacts accordingly. We didn't notice any major differences with the steering or throttle, but the higher revs make the SRX easier to drive quickly.



After seven runs around the L-Ring, we left the Milford Proving Grounds to get a sense of how the SRX handles real-world conditions. On public roads, the SRX showed its civic side, staying comfortable and compliant across a myriad of surfaces in stereotypical Caddy fashion. Again, the extra oomph provided by the boosted six was more than welcome, and cracking the window let the 2.8's siren song into an otherwise quiet cabin. Although the force-fed V6's note is slightly more refined in the Cadillac than it is when installed in the (less-powerful) Saab 9-3 Turbo X, the added gruff of the exhaust urges you to push a little harder, something noticeably missing in the segment.



Even with its advanced capabilities, the SRX 2.8T has little business on a high performance test track, yet it never embarrassed itself (or us) around the circuit. When we reviewed the naturally aspirated SRX, we felt it was an aggressive powertrain away from being outstanding. With the addition of the 300 hp 2.8T to the SRX llneup, Cadillac's new crossover has taken its game to the next level. There are plenty of luxury crossovers with "me-too" styling and the driving feel of a Barcalounger, so it's refreshing to see Cadillac has taken the road less traveled with the SRX 2.8T.

[Source: Autoblog]

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