On a motor show in Detroit the official premiere of concept car Subaru Legacy Concept has taken place is a pre-series prototype of the sedan of following generation with the same name. On assurances of developers, by means of this car they have tried to show approximate shape of the future serial novelty which will appear in the market not earlier than 2010. The car strikes on the spot: changes appreciable, however depressing, personally my opinion. Where it – laconic, but the tightened Japanese sports sedan? What for have cleaned on – Asian collective headlights? In exchange to us a distance the hypertrophied front optics, the sides which have swum away by fat and arches in which roll крупненькие 17 and 18 inch wheels.

The sedan constructed on a new platform was really distributed. At length, for example, it has added 35 mm (4735), and at width (1821) and height (1506) – 91 and 81 mm accordingly. But that is especially important, the wheelbase – at once on 81 mm (to 2751) was extended.

The sedan made on a new platform have supplied with the modernised suspenders. Now at Legacy racks McPherson will be only in front, and behind instead of them Japanese have put a two-lever design.

Six pillows of safety, musical installation enter into base equipment Legacy with support of format MP3, cruise-control, a leather upholstery of seats, musical complex Harman Kardon with the eight-inch display on the central extension housing, a rear-view camera.

And motors at Legacy are more solid now. Two of three engines have got to young generation in the inheritance from the old. Atmospheric “boxer” 2.5 changes has not undergone: the same 170 horsepowers and a twisting moment 230 njuton-metres. But now together with the younger brother can work not only a 6-speed manual transmission, but also variator Lineartronic with six fixed drives. The second power unit has passed from model of present generation. It is a turbo “boxer“, the engine in volume of 2,5 litres. But henceforth at version Legacy 2.5 GT at the disposal of 265 horsepower and 350 njuton-metres instead of 243 and 326 accordingly. To choose a gear box it is impossible: only a 6-speed manual transmission. And here the three-litre atmospheric engine with 245 forces and 290 any more will not be. Its place the engine from crossover Subaru Tribeca -  6-cylinder “boxer” has occupied the engine, with volume 3.6 litres, giving out 258 horsepowers and 335 njuton-metres. Unfortunately, the five-speed transmission former, has changed only the steering program. By tradition of company Subaru the type of all-wheel drive transmission still depends on transmission. On mechanical transmission – a constant all wheel drive which divides the moment between shafts 50/50, and on an automatic transmission – the electromagnetic clutch distributing pull-rod depending on traffic conditions.

The competitive power units, the raised body stiffness on torsion and the interior which has become to more spacious, the recustomized suspender, an all wheel drive at each model, convincing dynamics (Subaru Legacy GT 100 km/h speed up) – worthy arguments in struggle for the buyer. But why so disputable design? Dear readers, write please your opinion, it is very interesting to me that you think about Subaru Legacy.

Nissan has been selling the Skyline in Japan for almost 20 years, long enough that the first one to make it to the U.S. officially is the fifth generation. This fifth-generation of the affordable supercar comes to America as the Nissan GT-R, retailing for about $70,000.

The Nissan GT-R boasts performance of far more expensive cars. Its super slick, all-wheel-drive dutifully and invisibly channels the engine’s 480 horsepower and 430 pound-feet of torque to whichever tires offer the most grip. This is most remarkable when enlisted in the Launch Control algorithm, which lets drivers make like Michael Schumacher in their own Stop Light Grands Prix. A twin-clutch, sequential-shifting, six-speed manumatic transaxle is competitive with the best prancing horse logoed car’s and the equal of or better than the best of either Stuttgart or Munich.

This car is so good, so much fun to drive, whether slogging and, when the opportunity presents, darting through rush hour traffic or blurring telephone poles on empty back roads.

The GT-R comes with every comfort and convenience a driver and passenger need, and most of what a driver and passenger could want. The sports car-like cabin is climate controlled. The navigation system responds to voice commands. Behind the navigation system’s LCD lie 11 pages of data, graphs and virtual gauges that tell the tale on more of the car’s dynamics than most drivers can, or want to, be bothered knowing. All this makes even the infernal red start/stop button that takes the place of a perfectly functional key tolerable. At least, most of the time.

Nissan plans to sell about 2400 GT-Rs through 700 specially certified Nissan dealers, a super car fully homologated and certified to U.S. safety and emission standards and ready for everyday use just like any other Nissan the dealer sells. But that’s about the extent of the similarities between this ultra-refined supercar and the Altimas, Versas, Maximas and, yes, 350Zs that yearn to share a little of the GT-R’s glow. The time may come, if Nissan survives as a major player in the U.S. market despite the shrinking new car market and some not-so-minor missteps by its French management, that the GT-R will be seen not just a stupendous achievement as a legitimate entry in the supercar ranks, but also as nothing less than the salvation of the brand. One car gave that kind of spark to Datsun. The GT-R may for Nissan.

The Nissan GT-R comes in one body style, a two-door, 2+2 quasi-coupe. There’s also but one powertrain offered, a twin-turbocharged, 3.6-liter V6 driving all four wheels through a six-speed, twin-clutch, sequential-shifting, automated-manual transaxle. Shifts are managed either by computer or by steering column-mounted magnesium paddle shifters.

With the push of a button a legend is reborn and an entire segment is reinvented. This is the all-new Dodge Challenger. This is not some white-knuckle carnival ride, but a thoroughly modern piece of engineering that marries pure power with measured control. Its lean, low profile is already legendary, simultaneously celebrating the past as well as the future – a massive helping of forward thinking topped with a dollop of heritage. From its efficient 3.5-liter SOHC V6 engine to its smart, available 5.7-liter VVT HEMI® V8 engine with Multi-Displacement System (MDS) to its untouchable Lifetime Powertrain Limited Warranty – the best in the business – the all-new 2009 Dodge Challenger is unlike any other.

THIS IS WHY WE WAITED SO LONG

Challenger R/T is decked in I-dare-you-to, from its front and rear spoilers to its striking egg-crate grille and satin chrome fuel filler door. Its 5.7-liter VVT HEMI® V8 with Multi-Displacement System (MDS)[1] gives it stunning credentials in both the power and efficiency categories. The available 6-speed manual transmission delivers precision within the tightest tolerances. The standard 5-speed AutoStick® transmission provides the option for smooth, fully automatic or spirited clutchless manual shifting. The rear decklid spoiler provides downforce upon an engineered driveline that combines an available limited-slip differential, standard Electronic Stability Program (ESP) with antilock 4-wheel disc brakes (ABS), all-speed traction control, and the geometrical benefits of a sport-tuned steering and suspension system.

Even the key embraces technology and features an available remote start[1] function. While loaded with advancements like the available High-Intensity Discharge (HID) polycarbonate headlamps, the distinctive note out of its rectangular dual exhaust pipes is pure throwback Hemi.

HEMISTRY

Some might say that engines like the 5.7-liter VVT HEMI® V8 and 6.1-liter HEMI SRT® V8 – power plants that put out more horsepower and torque than any Dodge passenger car since the fabled 426 Hemi engines of the 1960s and 1970s – have already set their legend in stone. Chrysler engineers would disagree. They took the brilliantlypowerful and masterfully efficient 5.7-liter with Multi-Displacement System (MDS) and outfitted it with Variable Valve Timing (VVT) while cranking the compression up to 10.5:1. It began as code name Eagle. It ended up with a new and improved dual-ignition HEMI engine that delivers 370 horsepowerand 398 lb-ft of torque with the 5-speed automatic AutoStick,® while the available 6-speed manual transmission increases output to 375 horsepower and a whopping 404 lb-ft of torque – 30-35 more horsepower. Paired with AutoStick,® the HEMI MDS system uses sophisticated algorithms to seamlessly transition from eight cylinders to four when full power is not required, providing four percent better fuel mileage. The 6.1-liter SRT HEMI V8® sends a corralled stampede of 425 horses straight to the rear wheels. Its throwback Hemi Orange engine block is a nod to where HEMI has been; the updated titanium components within signal where HEMI is going.

6.1-LITERSRT HEMI V8

Its 69.8 horsepowerper-liter rating exceeds that of any vehicle ever offered by Chrysler. It puts out 425 horsepower and 420 lb-ft of torque thanks to bored-out cylinders, high-flow heads, SRT specific intake and exhaust manifolds and beefed-up valves that respond to a performance-minded camshaft. It’s only fitting that the reinforced block under the hood of Challenger SRT8® is clad in HemiOrange from the original paint code.

5.7-LITER VVT HEMI V8 WITH MDS(AUTO TRANSMISSION)

Its aluminum cylinder heads are milled with hemispherical combustion chambers that benefit airflow and, subsequently, horsepower and torque. The new and improved 5.7-liter VVT HEMI features Variable Valve Timing (VVT) for improved torque over an extended rpm powerband. When equipped with MDS, the computer-controlled variables all add up to improved mileage.

REAR-WHEEL DRIVE. FORWARD THINKING

Horsepower without control is nothing but a wick in a keg of gunpowder. Challenger’s driveline isa veritable cruise missile of advanced control. Challenger’s independent 5-link rear suspension is tuned to provide improved ride comfort and superior handling on rough roads, thanks to lower unsprung mass which helps maintain better tire contact with the ground and reduces rear road noise. It is further tuned for the SRT8® and features a performance-tuned suspension with Bilstein® monotube tuned dampers. From its specially tailored spring rates and suspension bushings to its beefy sway bars, Challenger SRT8 knows how to put the muscle to the pavement. Anti-spin rear differential? Standard. Electronic Stability Program (ESP)? Standard, complete with full-off mode. Brake knock-back mitigation utilizes a lateral g-force sensor to prime the antilock braking system (ABS) pump and reset the pads for less brake travel when cornering. Alongside this system, SRT8’s massive 4-piston Brembo® Performance calipers and brakes with vented rotors provide nothing less than world-class stopping power. The SRT Reconfigurable Display provides performance data on 0-60 times, ¼-mile times, 1/8-mile times and friction circle. [No system, no matter how sophisticated, can repeal the laws of physics or overcome careless driving actions. Performance is limited by available traction, which snow, ice and other conditions can affect. When the ESP warning lamp flashes, the driver needs to use less throttle and adapt speed and driving behavior to prevailing road conditions. Always drive carefully, consistent with conditions. Always wear your seat belt.

BEHOLD THE BUCKETS

It returns to the scene as the only vehicle in its class to offer five-passenger seating. Withinthese well-bolstered confines lies 40 years of interior tech: lit by available LED cup holders and bathed by courtesy lights. The interior features leather-trimmed bucket seats (available on R/T and SE, standard on SRT8®), available heated seats and an eight-way power driver’s seat with power recline. The rear seating delivers serious space and provides belted seating for three passengers with a standard fold-down armrest and cup holders. Challenger’s EZ-access seat system allows for one-handed entry without the inconvenience of contortion. The 60/40 split-folding feature reveals an equally accommodating trunk for flexibility that’s anything but throwback. The spirit of reinvention continues with an available sunroof, an available pistol grip shifter and a steering wheel featuring available integrated audio controls, while Challenger’s “Four Bomb” gauges and available race-inspired pedals nod to the original. The SRT® only 180-mph speedo is for closed courses when you unleash the muscle. Based on Ward’s Middle Specialty segment.

TUNE IN. TURN ON. TECH OUT

The ribbed seatbacks. The available pistol grip shifter. You practically expect to see sideburns in the rearview mirror. Instead, the biggest advance in car audio since the CD player promises to turn the interior of Challenger into an integrated digital playground. The available uconnect gps has a 30 GB hard drive that lets you store photos, playlists, maps, and points of interest, as well as rip, stash, organize and shuffle up to 4,100 music files from CDs or via the USB port and exterior input jack (complete with Gracenote® for easy song titling). uconnect gps operates by touch screen and accepts commands through its integrated microphone for the uconnect phone, allowing for voice tag dialing and verbal access to the onboard phonebook, as well as playlists and a voice recorder. Behind this 6.5-inch integrated touch screen lies a CD/DVD/ MP3 player that also reads DVD video, all while providing GPS Navigation and real-time traffic via a SIRIUS® Satellite Radio tuner. In-dash DVD capability is not available in all states. See your dealer for details.

FROM A FAMILY OF KINGS

Challenger SE’s standard 3.5-liter SOHC V6 has enough power to pin you to its low-back cloth bucket seats. It features an aluminum block with cast-iron liners and four-valve per cylinder aluminum heads. Its sophisticated electronic throttle control system tailors throttle response to pedal movement based on operating conditions for that rarest combination of efficiency (24 mpg highway and muscle (250 hp @ 6400 rpm). Even the ignition system is trick, with platinum-tipped spark plugs that extend scheduled tune-up intervals to 100,000 miles and a coil-on-plug design that helps reduce emissions and increases fuel economy. The fourspeed transmission delivers enough spirit to match the SE’s sophisticated swagger. Challenger’s broad shoulders are framed with a standard chin spoiler, unmistakable performance hood and post-mounted side mirrors. The SE cockpit features standard front bucket seats and a fourbomb instrument cluster with black surrounds and black headliners. Its three-across rear seats put it in rare company – a coupe with five seat belts. Roll with 17-inch machined-face aluminum or available 18-inch aluminum wheels, with other options, including leather trim or sunroof, to give SE everything it takes to stand out in any crowd of Challengers.

SAFETY REINVENTED

You can’t have swagger without confidence, and you can’t have confidence without true structural integrity. The all-new Challenger is reinforced and reinvented with stand-apart safety and security features. Within it you are cradled in a safety cage and surrounded by an advanced multistage air bag system, fully engineered crumple zones, and high-strength side-guard door beams. Active systems like available Electronic Stability Program (ESP), all-speed traction control, antilock braking system (ABS) with Brake Assist, and Tire Pressure Monitoring System form a brilliant behind-the-scenes electronically integrated security network. MULTISTAGE DRIVER FRONT PASSENGER AIR BAG: Every Challenger provides standard next-generation multistage  driver and front passenger air bags that use special inflators to deploy with either low, medium or high force, depending upon the demands of the incident. STANDARD SIDE-CURTAIN AIR BAG: The standard side-curtain air bags offer additional side-impact protection for outboard front and rear seat passengers. The deployed curtain covers both windows on the side of the impact. SIDE GUARD DOOR BEAMS: In the event of an accident, Challenger’s structural integrity safeguards its occupants. In addition toextended sill reinforcements, its doors employ a one-piece bake-hardened steel panel with a hot-stamped boron steel side door guard beam for improved side impact protection. ENERGY-ABSORBING STEERING COLUMN: The steering column on every Challenger is designed to deform and deflect away from the driver’s seat in order to protect the driver in the event of a frontal impact.

YOUR OLD SCHOOL COLORS

Those looking to offer a tribute to the 1970s’ original need look no further than a Challenger R/T Classic or SRT8® Spring Special clad exclusively in B5 Blue from the Chrysler paint code archives. The R/T Classic’s scripted fender badge is a nod to the  sire that started it all. It features a vented performance hood that increases airflow while cooling the 5.7-liter VVT HEMI® V8. The polished chrome 20-inch Heritage wheels may be right-now in size, but they’re pure throwback in style, along with the wide-side stripe. Clad an SRT8 in B5 Blue and it will be decked with a performance hood that gives its 6.1-liter HEMI SRT® V8 engine some breathing room. Like eye black on a lineman’s cheekbones or paint on a Tomcat’s nosecone, the SRT8 hood is knocked down in a matte black hood stripe and is ready for battle. Its interior, however, turns it right back up with blue accents on its performance-bolstered seatbacks.

ATTACK OF THE TRACK PAK

It lights them up and lays it down, thanks to a Tremec 6-speed manual transmission that’s controlled via a pistol grip shifter, a 375-horsepower 5.7-liter VVT HEMI® V8 that takes its orders from a bright gas pedal and little switch that lets you tell the Electronic Stability Program (ESP) to take a break for a few minutes. This is the Challenger Track Pak. It features Hill Start Assist to aid the driver when starting from a stop on inclines by holding the brake for approximately one second for an effortless start up any hill. The axle ratio on the 18-inch wheels is 3.73; opt for the 20-inch chrome-clad wheels and you also benefit from an antilock four-wheel disc performance braking system (ABS) and a 3.91 axle ratio. The performance steering system is tuned to take the turmoil with a variable displacement pump that counters any fluid slosh during cornering. The performance mind-set continues with a rear axle that features an antispin rear differential. It’s fitting that Challenger offers an available retro R/T wide-side stripe or contemporary hood to fender stripe, because there’s no doubt that this reinvented legend has already earned its stripes. No system, no matter how sophisticated, can repeal the laws of physics or overcome careless driving actions. Performance is limited by available traction, which snow, ice and other conditions can affect.

When the ESP warning lamp flashes, the driver needs to use less throttle and adapt speed and driving behavior to prevailing road conditions. Always drive carefully, consistent with conditions. Always wear your seat belt.

COLOR ME GONE IN ANY TRIM LEVEL

Rarely does a vehicle hit the scene without sacrifice, without being watered down by the constraints of timing or public opinion. Rarely does a vehicle like Challenger come along, where it makes a maverick declaration straight from concept to production without a single stutter. It’s not often that a car’s swagger runs from its base model to its alpha male, but whether in SE, R/T or SRT8® trim, the attitude of the all-new Challenger is heard loud and clear. There’s no question about the statement, only the color you want to make it in.

CHALLENGER WHEELS

CHALLENGER INTERIORS

From the sleek optional leather-trimmed interior to the embroidered leather trim of the SRT8 to the stylish simplicity of the cloth interior, Challenger interior materials are as reinvented as the vehicle that employs them. 1. Momentum Cloth/Wallace II Cloth – Dark Slate Gray (standard on Challenger SE, R/T) 2. Royale Leather with Axis Perforated Inserts – Dark Slate Gray (optional on Challenger SE, R/T) 3. Royale Leather with Medium Slate Gray Axis Perforated Inserts –Dark Slate Gray (optional on Challenger SE, R/T) 4. Royale Leather with Radar Perforated Suede microfiber inserts – Dark Slate Gray (standard on Challenger SRT8.)

DECKING THE DECKED

Even if every Challenger was built exactly the same, they would still be totally unique to the scene. You can customize your Challenger to turn heads as you turn corners with Authentic Dodge Accessories by Mopar. The unique T/A Hood has an integrated scoop that pays respect to its ancestor, amplifying Challenger’s athletic stance. A pedestal-style Rear Go-Wing Spoiler evokes Challengers of the past. The Challenger Body Decal kit and the chrome T-Handle Shifter provide a heritage-inspired design and are constructed of production quality material. And premium katzkin® Leather Seats serve up a street-smart interior worthy of such a custom ride, while Door Sill Guards stylishly protect the front door sills from scratches. Chrysler Financial is focused on delivering you a personal, worry-free automotive financing experience. From competitive rates and fast approvals to flexible terms and personalized service, we’re here to take care of you. To find out more, visit us at cf.com. With the Dodge Rewards Visa credit card, you earn points for every purchase you make which can be redeemed for anything at your Chrysler, Jeep® or Dodge dealership – all with no annual fee! The only insurance guaranteed to repair your vehicle using Authentic Dodge Collision Repair Parts by Mopar for as long as you own your Dodge vehicle, and up to $100 off your deductible when those repairs are done at a Dodge dealership – all at rates that are tough to beat. If your business relies on vehicles, Dodge BUSINESSLINK® can save you time, money and hassles. Enhance your Dodge Challenger with Authentic Dodge Accessories by Mopar. They’re designed specifically for your vehicle, for exceptional fit, finish and performance. The Dodge Goods catalog is a handpicked collection of items bearing the powerful Dodge name – from Motorsports apparel and collectible die-cast models to the latest in work and ranch wear. All Boston Acoustics sound systems offer The Boston Sound, renowned for smooth tonal balance, natural frequency response, and distortion-free presentation, even at high volume. The All-New Dodge Challenger includes a Lifetime Powertrain Limited Warranty. Non-Transferable. Not available on SRT and certain fleet vehicles. See dealer for a copy of limited warranty and details. Honoring Those Who Serve.

Aston Martin is a company and a brand that has embraced change without compromising its worldwide reputation for understated style and elegance. Captivating design and unparalleled attention to detail are central to the company’s ethos of Power, Beauty and Soul, with perfectly proportioned, flowing bodywork and cosseting interiors that epitomise the marriage of form, function and materials. An Aston Martin combines power and sporting ability with refinement, luxury and exceptional beauty. Every Aston Martin expresses the core values of Power, Beauty and Soul, from the V8 Vantage range to the V12 DB9 range and the exciting new DBS. Bodywork is taut and poised, with strong, muscular surfaces that are instantly recognisable, underpinned by the unique VH (Vertical Horizontal) architecture of bonded and extruded aluminium, which provides exceptional manufacturing flexibility. ‘VH allows us to maintain the form, language and soul of the product,’ says Dr Ulrich Bez. ‘Aston Martin should always be about designand proportions.’

Aston Martin DBS

The definitive luxury sports car offers morethan performance, beauty and comfort. It offers dynamic and aesthetic purity, an exquisite interior and a driving experience unsurpassed by any other car. With its race-car roots and luxury appointments, the Aston Martin DBS is just such a car. A 6.0-litre V12 powered, race-bred two-seater shaped by the aerodynamic demands of high performance, the Aston Martin DBS marries beautifully hand-finished materials with the very latest in performance technology. Its hand-built V12 engine produces 380 kW (510 bhp/517 PS), making it one of the most potent production Aston Martins ever made. A combination of elegant design, innovative manufacturing processes, race-derived materials and components, and Aston Martin’s unrivalled hand-crafted expertise makes the DBS a luxury sports car without equal.

Engine
All-alloy, quad overhead camshaft, 48-valve, 6.0-litre V12
Compression ratio 10.9:1
Front mid-mounted engine, rear-wheel drive
Fully catalysed stainless-steel exhaust system with activebypass valves
Maximum power 380 kW (510 bhp/517 PS) at 6500 rpm
Maximum torque 570 Nm (420 lb ft) at 5750 rpm
Acceleration 0-100 km/h (0-62 mph) in 4.3 seconds
Maximum speed 307 km/h (191 mph)
Transmission
Rear mid-mounted, six-speed manual. Alloy torque tube with carbon-fibre propeller shaft
Limited-slip differential. Final-drive ratio 3.71:1
Fuel consumption litres/100 km (mpg)
Urban 24.3 (11.6)
Extra-urban 11.7 (24.1)
Combined 16.4 (17.3)
CO2 emissions 388 g/km
Gas mileage (North America only)
Manual
City 11 mpg
Highway 17 mpg

Aston Martin V8 Vantage Roadster

The V8 Vantage Roadster embodies all the qualities that are integral to Aston Martin: Power, Beauty and Soul. Representing the essence of pure driving pleasure, the Roadster is a compact sports car that offers an astonishing blend of performance and exhilaration. It is a car with two distinct personalities: open and invigorating, or closed, cosseting and protective.

Engine
All-alloy, quad overhead camshaft, 32-valve, 4.7-litre V8
Front mid-mounted engine, rear-wheel drive
Maximum power 313 kW (420 bhp/426 PS) at 7300 rpm
Maximum torque 470 Nm (346 lb ft) at 5000 rpm
Acceleration 0-100 km/h (0-62 mph) in 4.9 seconds
Maximum speed 288 km/h (180 mph)
Transmission
Rear mid-mounted, six-speed manual with optional Sportshift automated manual transmission
Limited-slip differential. Final-drive ratio 3.909:1
Fuel consumption
Manual litres/100 km (mpg)
Urban 19.9 (14.2)
Extra-urban 10.4 (27.3)
Combined 13.9 (20.4)
Sportshift litres/100 km (mpg)
Urban 19.4 (14.6)
Extra-urban 9.6 (29.5)
Combined 13.2 (21.4)
CO2 emissions
Manual 328 g/km
Sportshift 312 g/km
Gas mileage (North America only)
Manual
City 12 mpg
Highway 19 mpg
Sportshift
City 13 mpg
Highway 19 mpg

Aston Martin V8 Vantage Coupe

The V8 Vantage is a hand-crafted sports car that offers outstanding performance and agility. The most affordable model in the range, it fuses traditional Aston Martin style and everyday usability. The result is the world’s most desirable sports car. The advanced body structure of the V8 Vantage is the key to its superb handling and responsiveness. Its all-alloy VH (Vertical Horizontal) architecture, which is unique to Aston Martin, provides an excellent backbone, while the use of sophisticated materials such as lightweight alloys, magnesium and advanced composites for the body further contributes to the car’s low weight and class-leading rigidity.

Engine
All-alloy, quad overhead camshaft, 32-valve, 4.7-litre V8
Front mid-mounted engine, rear-wheel drive
Maximum power 313 kW (420 bhp/426 PS) at 7300 rpm
Maximum torque 470 Nm (346 lb ft) at 5000 rpm
Acceleration 0-100 km/h (0-62 mph) in 4.9 seconds
Maximum speed 288 km/h (180 mph)
Transmission
Rear mid-mounted, six-speed manual with optional Sportshift automated manual transmission
Limited-slip differential. Final-drive ratio 3.909:1
Fuel consumption
Manual litres/100 km (mpg)
Urban 19.9 (14.2)
Extra-urban 10.4 (27.3)
Combined 13.9 (20.4)
Sportshift litres/100 km (mpg)
Urban 19.4 (14.6)
Extra-urban 9.6 (29.5)
Combined 13.2 (21.4)
CO2 emissions
Manual 328 g/km
Sportshift 312 g/km
Gas mileage (North America only)
Manual
City 12 mpg
Highway 19 mpg
Sportshift
City 13 mpg
Highway 19 mpg

Aston Martin DB9 Coupe

The DB9 is a thoroughbred sports car with GT levels of comfort and refinement. Its design philosophy is uncompromising and brings together everything that makes a sports car great with that unique Aston Martin character, borne out of craftsmanship and use of the finest quality materials.

Engine
All-alloy, quad overhead camshaft, 48-valve, 6.0-litre V12
Front mid-mounted engine, rear-wheel drive
Maximum power 350 kW (470 bhp/477 PS) at 6000 rpm
Maximum torque 600 Nm (443 lb ft) at 5000 rpm
Acceleration (manual) 0-100 km/h (0-62 mph) in 4.8 seconds
Acceleration (automatic) 0-100 km/h (0-62 mph) in 4.8 seconds
Maximum speed 306 km/h (190 mph)
Transmission
Rear mid-mounted, six-speed manual or optional ‘Touchtronic 2’ six-speed automatic with electronic shift-by-wire control system
Limited-slip differential. Final-drive ratio 3.54:1 (manual), 3.154:1 (automatic)
Fuel consumption
Manual litres/100 km (mpg)
Urban 24.6 (11.5)
Extra-urban 11.7 (24.1)
Combined 16.4 (17.2)
Automatic litres/100 km (mpg)
Urban 24.1 (11.7)
Extra-urban 10.6 (26.6)
Combined 15.6 (18.2)
CO2 emissions
Manual 389 g/km
Automatic 368 g/km
Gas mileage (North America only)
Manual
City 11 mpg
Highway 17 mpg
Automatic
City 12 mpg
Highway 19 mpg

Aston Martin DB9 Volante

The DB9 was conceived and designed, from the outset, as both a coupe and a convertible (Volante). This uncompromising approach is typical of the whole DB9 engineering philosophy. That is why the DB9 Volante is one of the most structurally rigid and besthandling convertibles in the world. It is also one of the fastest and quietest. The DB9 Volante looks elegant and perfectly proportioned from every angle – with roof up or down. As with all Aston Martins, beauty and proportion are of key importance.

Engine
All-alloy, quad overhead camshaft, 48-valve, 6.0-litre V12
Front mid-mounted engine, rear-wheel drive
Maximum power 350 kW (470 bhp/477 PS) at 6000 rpm
Maximum torque 600 Nm (443 lb ft) at 5000 rpm
Acceleration (manual) 0-100 km/h (0-62 mph) in 4.8 seconds
Acceleration (automatic) 0-100 km/h (0-62 mph) in 4.8 seconds
Maximum speed 306 km/h (190 mph)
Transmission
Rear mid-mounted, six-speed manual or optional ‘Touchtronic 2’ six-speed automatic with electronic shift-by-wire control system
Limited-slip differential. Final-drive ratio 3.54:1 (manual), 3.154:1 (automatic)
Fuel consumption
Manual litres/100 km (mpg)
Urban 24.6 (11.5)
Extra-urban 11.7 (24.1)
Combined 16.4 (17.2)
Automatic litres/100 km (mpg)
Urban 24.1 (11.7)
Extra-urban 10.6 (26.6)
Combined 15.6 (18.2)
CO2 emissions
Manual 389 g/km
Automatic 368 g/km
Gas mileage (North America only)
Manual
City 11 mpg
Highway 17 mpg
Automatic
City 12 mpg
Highway 19 mpg.

Overview

The 2009 Mazda 6 has moved up. All-new, redesigned and re-engineered for 2009, the Mazda6 has moved up in size, in features, and in power. All this without serious damage to price, fuel economy, or driving dynamics.

Virtually every dimension inside and out has increased with the introduction of these all-new 2009 models. The 2009 Mazda 6, or Mazda6 as Mazda calls it, now delivers plenty of room for four or five adults along with a big trunk that holds as much as some SUVs can fit under their luggage covers. For the first time in Mazda6 history, this one has been designed expressly for the North American market and is considerably bigger than the overseas version.

The 2009 Mazda 6 is offered with a choice of four-cylinder and six-cylinder engines, each larger and more powerful than before. Its new V6 is now among the most powerful in the class, producing 272 horsepower, and it comes standard with an automatic. Meanwhile, drivers seeking fuel efficiency will not be disappointed with the four-cylinder’s 170 horsepower.

Four trim levels are offered on the Mazda 6 sedan, with prices ranging from less than $20,000 to around $33,000 for a fully loaded V6 model. All are four-door sedans. There is no wagon, hatchback, or MazdaSpeed version available for 2009.

Navigation is available on the 2009 Mazda 6 with voice activation. Bluetooth and blind spot monitoring systems are offered, as are audio inputs and noise-compensation sound systems. These gadgets are convenient, but what we like most about the Mazda 6 is its driving dynamics.

The Mazda 6 competes against an impressive group of midsize sedans, but we think anyone shopping Toyota Camry, Honda Accord, Chevrolet Malibu, Nissan Altima, or Hyundai Sonata should have the Mazda6 on their comparison test-drive list. And its sportiness makes the Mazda6 an alternative to the Acura TL, Nissan Maxima, and Volkswagen Passat. The styling isn’t conservative and the manners aren’t boring.

The 2009 Mazda 6 comes with a choice of engines and trim levels. The Mazda6 i is powered by a 2.5-liter four-cylinder engine that gets an EPA-estimated 21/30 miles per gallon City/Highway with the five-speed automatic transmission. It’s also available with a five-speed automatic. The Mazda6 s is powered by a 3.7-liter V6 with an EPA-rated 17/25 mpg and comes exclusively with a six-speed automatic.

More in detail about the 2009 Mazda 6:

SPECIFICATIONS

FEATURES

Overview

All 3 Series models share mechanical components and similarly compact
exterior dimensions. Differences lie in body style or exterior design, though
the coupe and convertible have belts for four passengers rather than five. All
are a blast to drive. BMW sells more manual transmissions in this class than any manufacturer, and that probably says something about the type of drivers choosing the 3. These are rear-drive cars, though all-wheel drive is available, and even the optional automatic transmission is tuned for crisp, sporty shifting. Handling response is sharp and precise, and braking capability is best in class. The base engine in the 328s, BMW’s trademark 3.0 liter straight six, is more than powerful enough for brisk acceleration and a sinfully good time. The upgrade twin-turbo six in the 335s is one of the most viscerally satisfying engines in production.

The four-door 3 Series sedan is most familiar, and among the most passenger
friendly. The Sports Wagon adds substantial cargo space and utility. It’s great
for couples or families who often bring the dog, though it isn’t available with
the twin-turbo engine.

The 328i and 335i Convertibles might be the sexiest 3s, with their fully
automatic, one-button folding hardtop. With the top up, the convertible is
nearly as solid and quiet as the coupe. The tradeoff, aside from the substantial price increase, is that the convertible seats four and has very little trunk space.

The two-door 3 Series coupes are the sportiest. The firmer sport suspension, optional with other body styles, comes standard on the coupe, and these are the lightest cars in the line. They seat four, like the convertible, but they’ll appeal to those who want sporting capability something like a sports car’s but need a reasonable back seat and decent-sized trunk.

The emphasis on sporty driving shouldn’t put anyone off. Even with the
firmest suspension, the ride in all 3 Series models remains reasonably supple.
There’s room inside for young families or four adults for a night out, in
well-designed, nicely finished interiors. The 3 Series offer gizmos you’d expect in larger, full-on luxury sedans. Those powerful engines are also efficient, and EPA mileage ratings go as high as 28 mpg Highway. Exterior dimensions for all models are relatively compact, making them good cars for crowded city centers. All are distinctively styled and clearly recognizable as BMWs, which should get you a good valet spot, depending on the places you frequent.

All 3 Series models have a full array of airbags, with good scores in
government and insurance-industry crash tests. Available all-wheel-drive adds extra security in foul weather. All models feature the electronic wizardry that has become BMW’s stock-in-trade over the last decade, including one of the auto industry’s most complex stability-control systems. Some competitors offer more room, more power, better mileage or maybe better interiors for less money. But aside from subjective price-value analysis, the noteworthy hitch in the 3 Series is the downside of the electronic gizmos. There are long-time fans who’ll tell you that the basic appeal of their favorite Bimmer is getting mucked up with too much annoying stuff. With that in mind, the bottom line remains. The 3 Series cars accelerate, turn and stop with remarkable agility and balance, without seriously compromising comfort or common sense. These cars still define sports sedan (or coupe or wagon), and they remain the target for every luxury car brand from Acura to Volvo.

Model Lineup

The 2009 BMW 3 Series includes four-door sedans, wagons, two-door coupes and convertibles in 10 distinct models, not counting the extra- powerful M3s. All the standard 3 Series cars are powered by BMW’s familiar inline six-cylinder engine, and all-wheel drive is available. It’s really a choice of body style and engine power.

Model designations are consistent across the body styles and standard
equipment is similar, though the coupes and convertibles include a few more
features in the base price. Minimally, all 3 Series cars come with automatic
climate and headlight control, a climate-controlled center console, heated
windshield washer nozzles, rain-sensing wipers, a power moonroof, 10-speaker AM/FM/CD and BMW’s self-braking Dynamic Cruise Control. Wheel size varies from 16 to 18 inches. All offer a choice of aluminum or different wood interior trims, with vinyl upholstery and a six-speed manual transmission standard. BMW’s six-speed Steptronic automatic ($1,325) is optional on all models.

The rear-wheel-drive, five-passenger BMW 328i sedan ($32,400) is powered by a 230-hp 3.0-liter inline six. The 328xi sedan ($34,600) adds BMW’s x-Drive permanent all-wheel drive system, noted by the x-designation on all 3 Series models so equipped.

The 335i sedan ($38,700) and 335xi sedan ($39.300) feature a turbocharged version of the 3.0-liter six, delivering 300 horsepower. The 335 models also add features, including power front seats with memory and BMW’s Logic 7 audio upgrade.

The 328i Sports Wagon ($34,300) and 328xi Sports Wagon ($36,100) offer more load-carrying potential and versatility than the sedan, with a rear tailgate and rear window that can be opened separately. The wagon is not offered with the turbocharged engine.

The 3 Series Coupe is available in four versions: 328i ($35,600), 328xi
($37,400), 335i ($41,200) and 335xi ($43,000). The slinky coupe has two doors, a two-place rear seat and a slightly smaller trunk than the sedan, with a firmer, sport-tuned suspension that’s optional on other body styles.

The 3 Series Convertible offers a retracting metal hard top that opens and
closes with the touch of a button, and either engine: 328i ($43,500) and 335i
($49,500). The convertible seats four, like the coupe, but it’s not offered with
all-wheel drive.

Options are plentiful, though most are grouped in three packages. The Premium Package ($1,650-$3,350, depending on model) adds Dakota leather upholstery and a number of conveniences, including Bluetooth cellular phone interface, power folding side mirrors, a digital compass in the rear-view mirror and hardware for BMW Assist, the telemetric package that provides safety, convenience and concierge services. The Cold Weather Package ($600-$1,000) adds electrically heated seats, high-intensity headlight washers and a split-folding rear seat with ski sack.

The Sport Package ($500-$1,800) includes sporting suspension calibrations
tuned by BMW’s M performance division for the sedan, wagon and convertible, more heavily bolstered sports seats and a wheel-performance tire upgrade.

BMW’s Active Steering system ($1,400) and radar-managed Active Cruise Control ($2,400) are available as stand-alone options on all 3 Series variants, as is a DVD-based navigation system ($2,100). Sirius satellite radio hardware ($595), the Logic 7 stereo ($1,250) and most of the features in the three packages are available as stand-alone options.

Safety features include front-impact airbags that deploy at different rates
depending on the severity of impact, front passenger side-impact airbags and
full-cabin, curtain-type head protection airbags. The convertibles add knee
airbags that help keep front passengers from sliding under the seat belts.

Active safety features, designed to help the driver avoid collisions, include
Dynamic Stability Control and the latest generation antilock brakes. The ABS
preloads the brake pedal when the driver suddenly lifts off the gas pedal, and
includes a feature that lightly sweeps the brake discs dry every 1.5 seconds
when it’s raining.

Walkaround

All of the 2009 3 Series models are different. But all are immediately
recognizable and BMWs, and every 3 Series body style shares design traits with the others.

The similarities start with a shared 108.7 wheelbase, which is the only
obvious hint that under the body panels all 3 Series models are nearly
identical. By every other exterior dimension, all body styles come within two
inches of the other. In general, these are the largest 3 Series cars ever. Most
of the extra width and length translates into more interior space compared to
previous generations, particularly in the back seat.

The 3 Series sedan is the best seller, and perhaps most familiar to the
motoring public. It features BMW’s traditional double-beam headlights, now under clear covers that wrap around the corners and taper to a point that emphasizes the car’s width. The Sport Wagon is identical to the sedan from the center roof pillar forward. Rearward, its roofline tapers slightly all the way to the rear of the car, while the bottom line of the rear windows tapers upward slightly, creating a teardrop shape.

Roof rails are standard on the wagon, and its rear gate opens electrically,
with a switch on the key fob or dashboard. The rear glass opens separately,
which is convenient for quickly loading lightweight items. Overall, the 3 Series coupe is a bit longer and lower than the sedan, and not as wide. With standard xenon headlamps, its front light clusters are smaller. The coupe’s hood looks longer, and it’s fashioned with a subtle dome that suggests a powerful engine underneath. The windshield flows into a roofline that’s long and curved in a continuous arc, and lower than that on the sedan. With extensive use of plastic composite materials for parts such as the front fenders, the coupes are also the lightest cars in the line, even though they carry more standard equipment.

In profile or front three-quarter view, the 3 Series Convertible closely
resembles the coupe. Its front end, and the arc its roofline, are nearly
identical. The difference, of course, is the convertible’s retractable metal
hardtop, which opens or closes at the touch of a button in just 22 seconds. The top folds in three pieces and stows itself under the trunk lid. That lid is
hinged both front and rear, so that it can open toward the back to swallow the
folding top, and from the back to load the trunk. Thanks to the weight of the
top’s operating mechanism, as well as body reinforcements intended to maintain structural integrity when the top is open, the convertibles are heavier than the lightest 3 Series cars by some 400 pounds.

The 3 Series’ high-tech theme is visible from the outside. Most models come
with adaptive bi-xenon headlights that turn with the steering wheel to aim into a curve. All feature BMW’s adaptive brake lights, which are based on the idea that drivers in the cars following a 3 Series will know when the 3 is braking hard. The LED lights illuminate more intensely, over a larger area, when the driver applies the brakes full-lock or when the ABS operates.

Interior Features

There are subtle interior differences in various models across the 3 Series.
The coupe, for example, has different instrument script and a third wood trim option not offered in the sedan (dark-stained poplar). But the essentials,
including dashboard, console and front seats, are the same across the four body styles.

The cabin takes the best of several ideas first applied in the larger BMW 5
Series and 7 Series models, synthesizes them for a smaller car and improves them in the process. We aren’t completely enamored with everything inside the 3 Series, but we have few serious gripes.

The soft vinyl and plastics improve on previous generations in both
appearance and feel, and they put the finish on better footing with the best in
class. All models offer a choice of real aluminum or various wood trims, and
there’s a lot of it on the dash and doors. BMW’s Leatherette vinyl is not the
least bit tacky, while the optional leather is soft and thick. The 3 Series
follows BMW’s tradition of soft orange backlighting for the instruments. Some
will like it, some won’t.

The dashboard has a pronounced horizontal format, with more community and less driver orientation than previous 3 Series cars. There are actually two dash designs. The standard setup has a single bubble, or hood, over the gauge cluster, while the optional navigation system is installed in a dash that
accommodates it with a second hood in the center.

The front door panels are different on each side, as well. The passenger side
has a sloped, vertical door pull, while the driver’s door lays the door pull
horizontally in the arm rest. Window switches are clustered near the driver’s
arm rest, where they’re easy to locate without glancing.

The 3 Series has no keyed ignition switch, relying instead on a slot-type key
fob and a starter button. We do not like this system, and we’re not sold on the
benefit it has over a conventional key. The fob slides into a slot next to the
steering column, and you push the button to fire up. The Comfort Access option makes everything automatic, and the thinking here is more obvious. With fob in pocket, the doors unlock automatically as the driver approaches, and the seats are waiting in their proper position. The driver just pushes the start button, and pushes it again when it’s time to get out. Still, we’d prefer a traditional key.

Seats have long been a 3 Series strength, and these are better than ever.
Even the standard-trim front buckets provide excellent support without feeling too hard. The manual adjustments work great, though we recommend using them when the car is parked. The 335 models get power adjustments with three memory positions. The power seats that come with the Sport Package are outstanding, though the additional back and bottom bolstering make them harder to slide into. As passengers we might like them less, but as drivers we love them.

The audio controls could be higher in the center stack for easier access, and
the buttons for station presets and assorted functions demand a bit more
concentration than they should. Switching between AM, FM and other modes can be distracting while driving, for example. The orange readout on the stereo is almost invisible when wearing polarized sunglasses on a sunny day, even though similar readouts for climate control are perfectly legible.

The automatic climate control (which comes standard) features separate
temperature adjustments for driver and front passenger. A mist sensor measures moisture on the windshield and automatically adjusts the defroster, while a heat-at-rest feature keeps the cabin heated for a time after the car is turned off. The single-CD stereo (standard) sounds good, with 10 speakers and separate subwoofers under the front seats. The 335 models come with an audio upgrade called Logic 7. It adds wattage and three speakers, with the latest digital sound processing and surround technology. Audio controls on the steering wheel work well, once they’re mastered.

BMW’s multi-layer, mouse-style iDrive interface is optional in the 3 Series,
but if you want the GPS navigation system, you’ll have to take iDrive. We’d
probably do without navigation. We’ve encountered few people who remotely like iDrive. It makes simple tasks like calling up a map or pre-setting radio stations a challenge.

In other respects, the 3 Series cabin is more user-friendly than ever. The
coupe, for example, has seatbelt presenters, or motorized arms that emerge from little doors built into the rear side panels. It used to be that the driver and front-seat passenger had to reach way back to find their shoulder belts. Now occupants just sit down and close the doors, and the belts come to them. There are more storage pockets and nooks than before, and those in the doors are much larger. The new climate-controlled center console is a huge improvement, in both function and appearance. So are the cupholders, though they still aren’t the best

Rear-seat accommodations are substantially better than in pre-2006 3 Series
cars. For starters, the rear air vents can be separately adjusted for both
temperature and air volume. There’s also more space, particularly in front of
the knees. Remember: this is still a compact car, and rear passengers with long torsos will still feel hair rubbing on the headliner. The center position is
best left to children. Nonetheless, the rear seat feels more spacious than
before, and moves the 3 Series closer to the roomiest cars in the class.

The rear accommodations are actually a little better in the coupe, though
access is more difficult in the absence of rear side doors. Because the coupes
are four passenger cars, the center space in back is replaced by a console,
which includes individual storage boxes, additional air vents and footwell
lights. There’s decent legroom and more shoulder room. It’s almost like sitting in a little limousine. There are even buttons on the outside edge of the front seats, in the shoulder area, so those in back can reach up and power the front seat forward to ease exit from the rear of the car.

The trunk is largest in the sedan, though still smaller than many comparably
sized competitors (12 cubit feet capacity). The 3 Series coupe’s trunk is
smaller still (11.1 cubic feet), but the split-folding rear seatback is standard
(an option on the sedan). A separate compartment under the trunk mat, measuring 1.75 cubic feet, adds some space for small items that won’t slide around.

The 3 Series convertible offers the least cargo space. There’s a maximum 9.0
cubic feet when the top is closed; lower it, and cargo space reduces
dramatically. With the top down, count on maybe a medium-sized duffel bag, and make sure the top is closed before stowing anything.

For cargo hauling, the Sport Wagon is easily the best choice in the 3 Series
line. From the handling, accelerating or braking standpoints, it gives up
nothing the 328i sedan, and it adds a dimension of utility. Cargo volume
increases to 24.8 cubic feet, floor to ceiling, behind the rear seat. With the
rear seat folded forward, the 3 Series wagon can swallow 60.9 cubic feet of
stuff, or more than some small SUVs.

The wagon’s load area is flat, too, which is good for both dogs and cargo.
It’s fully lined with thick, soft carpet, and it’s full of convenient features,
including separate enclosed bins, cargo straps, bag holders, a power point, a
cargo cover at seat height and a roll-out cargo net. The wagon is also available with all-wheel drive, giving it good winter-weather capability.

Driving Impressions

Every car in BMW’s 3 Series is a fine performer and a technological tour de
force. Driving has never been much better, or at least not with seating for four or five, decent mileage and a high level of comfort.

The 3 Series offers rear-wheel drive and manual transmissions in a class
increasingly filled with front-wheel drive and automatics. BMW’s x-Drive
permanent all-wheel-drive system, available in all but the 3 Series Convertible, greatly enhances all-season capability. The x-Drive delivers most of the power to the rear wheels most of the time, maintaining the sporting feel associated with rear-wheel drive, but it’s great for getting the 3 through the worst winter slop without dramatics.

If price is remotely an issue, don’t hesitate to choose the less-expensive
328 models. They have as much power as most drivers will ever need, and they deliver the same inherent goodness as the 335s, without much less really useful stuff. We wouldn’t recommend options such as Active Steering or Active Cruise Control except to technology buffs.

The heart of any BMW is its engine, and those in the 3 Series are first rate.
They remain true to BMW’s commitment to straight or inline six-cylinders, as
other manufacturers have switched almost exclusively to V6s. The straight six presents more packaging challenges, but its unique performance characteristics and smoothness make it a favorite among enthusiast drivers.

In both the 328i and 335i models, the engine is fantastic. We found the 328s
fun to drive, with good throttle response that made us feel a class above other cars in traffic. Few will feel short-changed on performance if they make the more economical choice.

Either engine delivers quick acceleration by any standard: 0-60 mph times of
6.3 seconds for the 328i sedan, and 5.4 seconds for the 335i sedan with the
standard manual transmission, according to BMW. And despite the impressive performance, all 3 Series models deliver decent fuel economy. EPA ratings range from a low of 16 City, 25 Highway for all-wheel-drive 335xi models with the manual transmission to a high of 19/28 for the rear-drive 328i coupe and sedan with the automatic.

The 335s are particularly enjoyable, to be sure, with an engine that’s more
powerful than any 3 Series before, short of the limited production M3s. What’s best about this twin-turbocharged version of the straight six is its linear quality, or the steady supply of acceleration-producing torque at any speed. So-called turbo lag, or a slowed response to the gas pedal as the turbos start spinning, is almost nonexistent. There’s more torque down low than ever, but the turbo engine pulls like a sprinter all the way to its 6800-rpm redline and never misses a step. It also sounds great from inside the car, with an emphasis on clean mechanical noise from the engine bay rather than the tone of the muffler.

We prefer the manual transmission, even though it isn’t perfect, mostly
because it allows the driver to more thoroughly exploit the goodness in the 3
Series engines. Clutch-pedal effort makes taking off easy, without having to
think about it, and the gear ratios are perfectly spaced for either the base or
turbocharged engine. During a casual drive through the countryside in a 335i
coupe, we were content to leave the manual in third or fourth gear, depending on the road, and enjoy the scenery as the engine’s broad power band kept the momentum flowing.

In a more aggressive mode of travel, working the gearchange frequently to
keep the engine near its power peak, the 3 Series manual shifter falls short of
the car’s overall high standard. The throws are shorter then ever, but the gears engage with a vague, slightly stretchy feel. It’s as if the engineers tried
cramming slots for six forward gears into a shift pattern more properly
proportioned for five. Coming back down through the gears, drivers must take care if they choose a gear out of its normal sequence, as this requires some careful aiming.

For those who prefer not to deal with a clutch through their tedious morning
commute, the six-speed automatic works very well indeed. The automatic can be a bit slow to react with an appropriate gear change in Normal mode, but leaving it in Sport mode solves the problem, with a slight payback in more abrupt shifting. Then there is the Steptronic manual mode, which allows manual gear selection. No problem with shift response when you do it yourself, and the steering-wheel paddles mean you can manually shift the automatic without removing hands from the wheel.

Beyond strong engines, every car in the 3 Series is characterized by an
excellent balance of ride quality and handling response. For 40 years, this has been the prototypical sports sedan. It’s about as close as you can get to
sports-car driving dynamics in a more practical car, yet the fun never comes at the expense of beating up the passengers inside.

The current models ultimately hold true to this heritage, as we’ve discovered
on roads and racetracks around the world. The balance front to rear, the right touch of suspension compliance, the smooth torque delivery is all there. The 3s are superbly balanced cars, and in the right circumstances they’re almost sinfully fun to drive.

The standard steering is light when it should be, at low speeds, with proper
resistance and feedback at the higher speeds these cars constantly tempts
drivers to explore. Nearly equal front/rear weight distribution leaves the
driver in full command of where the car goes when, with a nicely tuned stability control system to keep watch should a driver venture beyond his or her capabilities.

The 3 Series suspension layout is borrowed from the larger 5 Series sedan,
with double-joint aluminum control arms in front and a five-link fully
independent system in the rear. This is trick stuff, but it’s nothing compared
to the electronics that manage everything. If something is amiss, BMW’s Dynamic Stability Control system senses that a particular wheel is losing traction, then applies the brake at that wheel or reduces engine power in an effort to keep the car going in the intended direction. On 3 Series models with Active Steering, the DSC can also help drive the car by making fairly significant steering corrections without driver input, or even driver awareness.

For many drivers in limited circumstances, this automatic steering adjustment could prove valuable, but the Active Steering has annoying drawbacks. It seems to be working all the time, as if it’s hoping to guess what a driver wants and deliver it almost before the driver asks. The steering wheel can move ever so slightly in the driver’s hands, without regard to any driver input. We found this unsettling at high speed on arrow-straight interstates, and on twisty, two-lane back roads. In each case, we had to concentrate on keeping the car going where we wanted, especially through sweeping turns, which required frequent steering adjustments to hold a desired line. In short, Active Steering works to diminish the intuitive, pure-bred feeling many buyers seek in the 3.

Some buyers may worry that BMW’s firmer Sport suspension, standard in some coupe models, makes the ride too harsh. It most cases, it doesn’t. With its tight, rigid body structure as a foundation, the 3 Series suspension can be fine tuned to provide the dynamic handling enthusiast drivers like without
sacrificing a smooth ride that pleases passengers. The Sport suspension may be jolted by potholes, but it responds immediately and maintains a level ride
rather than seesawing up and down.

Still, many drivers will find that the Sport suspension borders on stiff, and
especially in the convertible, where it can emphasize the shimmies inherent in a fairly heavy, open-top car. Given the overall competence of the standard
suspension, the Sport package could be considered an unnecessary expense.

In general, cowl shake and body flex is better contained in the 3 Series
Convertible than it is in competitors like the Volkswagen Eos or Volvo C70. The open-top 3 is a solid as convertibles go, but the owner will experience little bits of twisting and shaking that he or she would not in any other 3 Series model. It’s simply the price paid for wind in the hair and sun on the face.

The good news is that noise levels in the convertible are low, top up or top
down. Top down, air flow is channeled in a fashion that allows front seat
occupants to converse easily at freeway speeds. Top up, no surprise, it’s as
close to a coupe as it can be without actually being one. There’s the slightest
whistle from the seams between the top’s pieces, but the thick headliner quiets almost all of the outside rumble.

Braking is excellent in any 3 Series car. The brake calipers and rotors are
larger than ever, delivering more clamping force than most competitors. And thanks to BMW’s electronic management, the brake pads move within a hair of the rotors if the driver suddenly releases the gas pedal, even if the driver hasn’t yet considered slamming on the brakes. The pads also lightly sweep the rotors every few seconds if it’s raining, just to be sure there is no significant moisture build up. Again though, the slick electronics come with a payback. The non-linear, progressive algorithm that controls the brake system can make smooth stops a challenge in casual driving, at least until the operator has had some time to get familiar with the feel of the brake pedal.

Summary

BMW’s 3 Series cars are among the sportiest in their class, and also the most
laden with leading-edge technology, which presents advantages and disadvantages. The 3 Series sedan and wagon are the most practical. The coupe is the sportiest, and the convertible, the most hedonistic. All remain class benchmarks for overall performance. Retail prices rise quickly and substantially from the bottom of the 3 Series line, and we’d guess that most buyers will find the least expensive models as useful and enjoyable as the most expensive.

J.P. Vettraino filed this report to NewCarTestDrive.com from Detroit. Tom
Lankard contributed from central California, and Larry Edsall from Marin County in Northern California.

It’s official! Mercedes has finally confirmed its plans to launch a new AMG supercar at this year’s Frankfurt Motor Show.
The all-new machine, called the Mercedes SLS AMG is said to represents ultimate in AMG driving dynamics and performance, according to company chairman Volker Mornhinweg.
Smaller and lighter than the McLaren-Mercedes SLR, the SLS is based on a new aluminium spaceframe chassis.
Developing around 570bhp at 6800rpm, Mercedes claims the 6.3-litre V8 machine will sprint from 0-60mph in 3.8seconds while top speed is electronically limited to 196mph.
Drivers will get a 7-speed dual-clutch transmission (first seen in the SL63 AMG and located in the rear transaxle) while the engine is dry-sumped in order to keep the centre of gravity as low as possible.
Supension matches conventional coil springs with twin aluminium wishbones at each corner, lightweight ceramic brake discs are an option.
There;s still no clear word on price, however the car is due to go on sale in summer 2010.
A source close to the project suggested drivers could expect to pay around 150,000 euros – less than half the price of the outgoing SLR.

Link to this article: Mercedes Gullwing