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Thursday, June 23, 2011

Confirmed: Next Porsche 911 to Launch with 7-Speed Manual Transmission (Yes, the Clutch-Pedal Kind)

More isn’t always better. We’ll agree in terms of power, but respectfully pass when we’re talking about weight. Transmission gears? We’re not sure. Some recent automatics have featured seven and eight forward ratios (and ZF has even announced a nine-speed auto), but the maximum for traditional clutch-and-lever manual transmissions has been six for some time. That’s about to change, however, because we’ve confirmed from various corporate sources that Porsche will offer a seven-speed manual in the next-generation 911, a development we first reported last November.

The point is to offer a tall, seventh gear for improved efficiency and reduced engine noise during long cruises. The shifting experience is said to be similar to that of the current six-speed manual—which we love—there’s just a bit more rowing to do, although, depending on the ratio spread, veteran Porsche drivers might also have to slightly tweak their thinking in terms of gear choice for upcoming corners. Unless something changes and the shift pattern is seriously wacky, though, we doubt anyone will get confused during hard driving, since seventh will hardly be anyone’s go-to gear for corner exit.

As to the next 911 itself, it carries the internal 991 designation and is scheduled to debut at the Frankfurt auto show this September. It will be based on the stretched architecture of the 996/997 and offer more rear seat space and a more comfortable, luxurious interior. Vehicle stability will be improved thanks to a longer wheelbase. Future generations of the 911, however, are expected to share many components with the next-gen Audi R8 and Lamborghini Gallardo as part of the VW Group’s highly flexible Modularer Sportbaukasten, or “modular sports architecture.” When and if this platform convergence happens, the 911 will keep its rear-engine layout, although the powerplant may nevertheless be moved forward significantly.

Porsche’s seven-speed manual only adds to the multiple gearbox options in the sports-car segment, which include dual-clutch, torque-converter, and modified automatics; traditional manuals; and even an entirely new single-clutch automatic in the Lamborghini Aventador. Will the seven-speed manual be offered by other automakers as well? At present, a supplier source tells us additional interest in the technology is limited.

UPDATE (6/1): Our sources are now confirming that, for cost reasons, the seven-speed manual is derived from Porsche’s seven-speed dual-clutch PDK automatic.


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2012 Mercedes-Benz C-class Coupe First Drive

2012 Mercedes-Benz C-class / C250 / C350 Coupe First Drive - Review - Car and Driver #pallet {margin:0;}#echoice li.category {margin:0;}Car and DriverIntelligence. Independence. Irreverence. VehiclesReviewsNewsFeaturesBuyer's GuideFollow UsSubscribeSearch Car and DriverHome › Reviews › 2012 Mercedes-Benz C-class / C250 / C350 Coupe - First Dr...

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2012 Mercedes-Benz C-class / C250 / C350 Coupe - First Drive ReviewOnce a stubby hatchback, the C-class two-door returns as a proper coupe.BY JUERGEN ZOELLTER
June 2011

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2012 Mercedes-Benz C-class / C250 / C350 Coupe

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Worldwide, the bestselling Mercedes-Benz cars are the C-class sedan and wagon. But since the CLK ascended the Mercedes product hierarchy to become the E-class coupe, the marketing folk in Stuttgart think there’s even more sales potential in the C range. And that’s why Mercedes engineers developed the new two-door, four-seat C-class coupe.

But this new car is not just a smaller version of the E-class two-door. It is mainly a cheaper version. The C coupe costs only about $1500 more than an equivalent C-class sedan, and it shows. The design is less expressive, with simply shaped wheel arches and a rear end that looks very similar to that of the C-class sedan. It’s questionable if anyone will recognize the influence of the SL on the C coupe’s headlight design, or the presence of the BMW Hofmeister kink adjoining the car’s rear side glass. It’s more likely that Americans will instead see shadows of the Honda Accord coupe here.

To differentiate it from the C-class sedan, the new coupe’s roof is 1.5 inches lower. But it’s built on the same 108.7-inch wheelbase and to the same 180.7-inch length and 69.7-inch width. Like the sedan, it has B-pillars, and let’s be honest: A coupe with B-pillars is like Angelina Jolie with braces. (Dental braces, not leg braces. Leg braces would be hot.) And unlike the more expensive E- and CL-class coupes, the C coupe doesn’t have power rear windows or an easy-rear-entry function that pulls the front passenger seat forward. Worst of all, there is no seatbelt-delivery system, as found in your finer two-doors. Instead, the dashboard comes with exclusive design features such as a new infotainment system with silver-colored buttons. The steering wheel looks like the one in the CLS. Indeed, the interior looks great. Mercedes calls it a “lounge atmosphere,” and key C sedan safety features (Attention Assist, nine airbags) are available here.

As Mercedes does with the E-class and S-class coupe, the new C coupe offers an optional—special order, only—sport suspension package called Dynamic Handling. It lowers the body by 0.6 inch and stiffens the springs and dampers. The advantage is agile handling in sport mode, even as the system softens up midflight if it encounters crummy roads; the transition happens in as little as 10 milliseconds. The handling package also includes a stability-control-based torque-vectoring system. In fast corners at the adhesion limit, when the stability-control sensors detect encroaching understeer, the system slows the inside rear wheel in order to assist the yawing moment. As a result, the C coupe turns into corners with precise control and real determination. As in the new Mercedes SLK, the gap between sport and normal driving modes is unusually wide, resulting in two very different driving characteristics. We drove the four-cylinder C250, which follows the downsizing principle: reduced displacement compensated by direct injection and turbocharging. In keeping with Mercedes’ opaque naming conventions, the 250 packs a turbocharged 1.8-liter four-cylinder with 201 horsepower at 5500 rpm. Naturally. Compared with the V-6–powered C350, the turbo four delivers 101 fewer horsepower and 44 pound-feet less torque. But the C250 is no slouch in the torque department: The peak of 229 pound-feet happens between 2200 and 4300 rpm. So the load changes in the most frequently used rpm range seem more spontaneous, and the C250 feels more agile on winding roads than the C350, which offers its maximum 273 pound-feet between 3500 and 5250 rpm. The C250 comes with a seven-speed automatic gearbox. The 1.8-liter turbocharged engine is able to run very efficiently, achieving an observed 30 mpg. Performance is about what you’d expect—we estimate 0 to 60 in 6.7 seconds.

Thanks to various developments, including a new torsional crankshaft damper, the 1.8-liter runs comfortably at low engine speeds. As a result, the C250 turns between 1200 and 2000 rpm in city traffic, improving mileage by about seven percent, according to Mercedes.

But a coupe isn’t developed to save gas. It’s built to shorten breath. This one doesn’t.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

BASE PRICE (EST): $36,300–$42,300

ENGINE TYPE: turbocharged DOHC 16-valve 1.8-liter inline-4, 201 hp, 229 lb-ft; DOHC 24-valve 3.5-liter V-6, 302 hp, 273 lb-ft

TRANSMISSION: 7-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 108.7 in Length: 180.7 in
Width: 69.7 in Height: 54.8 in
Curb weight: 3500–3650 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 5.6–6.7 sec
Zero to 100 mph: 14.9–17.0 sec
Standing ¼-mile: 14.2–15.1
Top speed (governor limited): 130 mph

PROJECTED FUEL ECONOMY (C/D EST):
EPA CITY/HWY: 18–20/27–30 mpg

 
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2012 Honda Civic EX Tested: Comfier, but Disappoints

2012 Honda Civic EX Sedan Road Test – Review – Car and Driver #pallet {margin:0;}#echoice li.category {margin:0;}Car and DriverIntelligence. Independence. Irreverence. VehiclesReviewsNewsFeaturesBuyer's GuideFollow UsSubscribeSearch Car and DriverHome › Reviews › 2012 Honda Civic EX Sedan - Short Take Road Test

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2012 Honda Civic EX Sedan - Short Take Road TestHonda’s new Civic boasts lots of refinements and good fuel economy, but the thrill is gone.BY TONY SWAN, PHOTOGRAPHY BY ROBERT KERIAN AND THE MANUFACTURER
May 2011

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2012 Honda Civic EX Sedan

Photos (19)Highs and Lows

Highs:Exceptionally quiet for this class, improved interior materials, roomier than its predecessor, comfortable.

Lows:Subliminal styling update, lots of body motions, deliberate handling responses, all but devoid of character.

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It’s been a compact-car sales leader for decades, a pace setter in technical innovation since the clever emissions-reducing CVCC (“compound vortex controlled combustion”) engine in 1975, and a car whose fun-to-drive index has almost always ranked at the top of its class. Now here we are with the latest renewal—generation nine—and we confront the inevitable questions: Does the latest Honda Civic carry on the enviable tradition of its honorable ancestors? Is it still transportation for the spirit as well as the body?

Exterior design leader Toshiyuki Okumoto tells us that fun-to-drive is part of the persona. But he says he draws his dynamic inspiration—“energy coming from inside to outside”—through yoga, which may be spiritual but ain’t exactly kinetic.

The Car

An EX sedan with an automatic transmission—the variation tested here—isn’t exactly the most exciting Civic. Invited to help ourselves from the 2012 inventory, we’d go with the sportier and much more powerful Civic Si. But the EX trim level at the upper end of the Civic range gets a lot of the sales action—it’s what they call the “volume car” in the cubicles of marketing departments.

Consistent with previous policy, Honda’s trim levels tend to be complete packages; there are essentially no stand-alone options. The base DX sedan starts at $16,555. For $18,605, the LX trim adds cruise, an upgraded stereo with steering-wheel-mounted controls and a USB input, power windows and locks, and air conditioning. The EX sedan tested here is $21,255 and has a substantial list of standard features: power sunroof, Bluetooth connectivity, tilting-and-telescoping steering column, 16-inch aluminum wheels, and four-wheel disc brakes, to hit the highlights. If you want navigation and satellite radio, add $1500.

All-New?

Like car companies do with every redesign that comes along, Honda calls the latest Civic not merely new, but all-new. Even though the ninth-generation car’s footprint is unchanged from that of gen eight, that statement holds more truth here than in most applications. The wheelbase has shrunk by 1.2 inches to 105.1. (The coupe’s wheelbase diminishes by 1.1 inches to 103.2 inches.) Alterations to the wheelbase entail fundamental changes to a vehicle’s basic architecture—vindication for the “all-new” descriptor.

In the same vein, there’s more room within this similarly sized package. Honda claims an interior-volume increase of almost four cubic feet—now up to 95 cubes—versus the gen-eight sedan. The most readily apparent element of this gain is 1.6 inches of additional rear-seat legroom. Shoulder room has been increased—by three inches in the front and one in the back, according to Honda—interior plastics have lost their hard sheen, and skinnier A-pillars improve forward sightlines.

Déjà Vu?

All the foregoing is tangible, and welcome. Where the all-newness is hard to perceive, though, is from outside the car. Honda redid the Civic’s sheetmetal—it now has a longer hood and revised headlights, as well as other subtle creases and timid sculpting—but unless you see new and old parked cheek by jowl, we bet you’ll be hard pressed to see this car as new.

The previous generation was a bold break with the past and a design that stood out from the herd when it was introduced in 2005. It was refreshingly rare for Honda, but with this new generation, the design department has reverted to form: no risks, no distinction. Still swoopy enough to look interesting—Honda calls it “one motion design”—but not enough to provoke envious glances.

One positive note—although it doesn’t mitigate the cautious styling—is that the redesigned Civic weighs a little less than its predecessor. Depending on model and equipment, it is anywhere from 20 to 55 pounds lighter, according to Honda. That’s not much, but it’s rare for a new car today.

Déjà Vu All Over Again?

Another familiar element of the new Civic line lies under its sloping hood: the 1.8-liter SOHC 16-valve i-VTEC four, bolted to a five-speed automatic transmission. If you want a manual transmission—a five-speed—you have to go for one of the lesser trim levels (the EX was available with a manual last year). Your punishment for making this choice is that you can’t opt for Honda’s nav system, which is limited to the EX and EX-L trim levels. This means you can’t have satellite radio, either—it’s baked into the nav package.

But we digress. Honda made some friction-reducing refinements to the Civic’s mainstream four (there’s also the hybrid’s 1.5-liter version, paired with an electric motor). Output is unchanged—140 hp at 6500 rpm, 128 lb-ft at 4300—although the hp peak now arrives 200 rpm later. Considering its long-stroke design (81.0-mm bore, 87.3-mm stroke), the 6500-rpm power peak is pretty high. But it’s unlikely that owners will get there often, since the transmission wants to upshift as early as possible and doesn’t really invite manual operation.

All the foregoing is about fuel economy, of course, and that’s the good news. Honda dodged the expense of adding direct fuel injection to the 1.8 but still cites EPA ratings of 28 mpg city/39 highway for the 2012 Civic EX, gains of 3 mpg in both categories. We averaged 33 mpg. It’s also interesting to note that EPA highway ratings are 3 mpg higher for the EX than for DX or LX editions equipped with the manual gearbox. The other good news is that ambient noise levels in the new EX are distinctly lower than in the gen-eight model.

The bad news? That would depend on your expectations. The 2012 Civic EX achieves 60 mph in nine seconds flat and drones through the quarter in 17 seconds at 83 mph. If you’re looking for haste, buddy, you’re shopping at the wrong store.

But Does She Dance?

The other top priority in the Civic redesign was refinement—quiet operation, creamy ride quality, cushy comfort. We must admit that Honda accomplished these objectives, but at what cost? The company slowed the ratio of the electric power steering, allegedly to enhance linearity. What we observe is diminished road feel and reduced response. The suspension tuning is noticeably softer, diluting transient response and allowing more-pronounced body motions.

Braking, rarely a strong suit with Civics, is merely adequate—184 feet from 70 to 0 mph. Adequate also applies to grip—0.82 g on the skidpad, delivered here by a set of Continental ContiProContact all-season tires measuring 205/55-16.

On the other side of the ledger, the new Civic sedan isolates its driver and occupants from the outside world in a way its predecessors did not. Assembly and materials are high quality, and for the driver whose requirements are limited to competence and comfort, the 2012 Civic will do very nicely. But another cog in the transmission would make the going even smoother, allowing the engine to spend more time in the comfortable part of its power band. We’re disappointed that the Civic is sticking with a five-speed auto while others (e.g., Hyundai Elantra, Ford Focus) are graduating to six-speeds.

More important, the eager responses that have characterized Civics over almost four decades are missing. For those drivers who seek involvement, the latest Civic will be disappointing. With the exception of the Si, Honda has turned the Civic’s character dial toward bland—turned it almost all the way to the stop.

Specifications

VEHICLE TYPE: front-engine, front-wheel-drive, 4-passenger, 4-door sedan

PRICE AS TESTED: $21,255 (base price: $21,255)

ENGINE TYPE: SOHC 16-valve inline-4, aluminum block and head, port fuel injection

Displacement: 110 cu in, 1798 cc
Power (SAE net): 140 hp @ 6500 rpm
Torque (SAE net): 128 lb-ft @ 4300 rpm

TRANSMISSION: 5-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 105.1 in Length: 177.3 in
Width: 69.0 in Height: 56.5 in
Curb weight: 2751 lb
C/D TEST RESULTS:
Zero to 60 mph: 9.0 sec
Zero to 100 mph: 24.9 sec
Street start, 5–60 mph: 9.3 sec
Standing ¼-mile: 17.0 sec @ 83 mph
Top speed (drag limited): 125 mph
Braking, 70–0 mph: 184 ft
Roadholding, 300-ft-dia skidpad: 0.82 g

FUEL ECONOMY:
EPA city/highway driving: 28/39 mpg
C/D observed: 33 mpg

 
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Wednesday, June 22, 2011

Audi Crams 503 hp into A1 ClubSport Quattro, Sends it to Austria

May 31, 2011 at 1:10pm by Davey G. Johnson

While much has been made about VW’s decontenting efforts to reach its vaunted 800,000-units-shifted-stateside-by-’18 goal, zee Germans have been on a bit of a Rennsport-inspired tear in the rest of the world, unveiling the Polo R WRC car and trotting out an inline-5-powered Golf to compete at the 24 Hours of the Nürburgring in June. But said Polo only offers up 300 hp, and the Golf just 434. When the Austrian Wörtherseetour comes around, that’s simply too meager a dose of lunacy.

Astute readers may remember that in 2007, VW rolled out a 641-horse GTI, powered by the twin-turbo W-12 yanked from the engine bay of a Bentley Continental GT and planted amidships in the hapless Golf. While the turbo I5 in this year’s factory-supported blue-sky hot rod only makes 503 horsepower, it occupies the nose of a tiny Audi A1. The A1 Clubsport Quattro, as Audi’s calling it, is much more a showpiece than an actual rennwagen. And it’s not as light as one might expect. Weighing in at 3064 lb, it’s not exactly a featherweight racer — despite the carbon-fiber roof and omission of the rear seat. The sprint to 62 takes 3.7 seconds, according to Ingolstadt. We recently caned a DSG-equipped Euro-spec TT RS to 60 in 3.6, by dint of the car’s fantastic launch control. We’re assuming that the three-pedal Clubsport is not so equipped, given that, according to Audi, the hot TT weighs nearly 160 lb more and gives up 168 hp.

The event-horizon maw is the little car’s most glaring feature, but we like the subtle box-flare job, a callback to the ur-Quattro that’s somehow more successful than the squishy RS5-derived Quattro-redux. (Check out our feature on those two cars here.) We also dig the outré turbine wheels that recall the BBS units used on the old Audi 80 IMSA cars. Said wheels hide six-piston carbon-ceramic brakes in the front, while the rear makes do with steel discs. And just in case you’re curious as to how Audi envisions the whole package working, it’ll be available in Need For Speed World as a free in-game rental from June 1-4.

Tags: Audi, Audi A1, Audi A1 Clubsport Quattro |


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Tested: The 2011 Kia Sportage SX Turbo is the Quickest Kia Ever

2011 Kia Sportage SX Turbo AWD Road Test - Review - Car and Driver #pallet {margin:0;}#echoice li.category {margin:0;}Car and DriverIntelligence. Independence. Irreverence. VehiclesReviewsNewsFeaturesBuyer's GuideFollow UsSubscribeSearch Car and DriverHome › Reviews › 2011 Kia Sportage SX Turbo AWD - Short Take Road Test

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2011 Kia Sportage SX Turbo AWD - Short Take Road TestEven sportagier.BY DAVID GLUCKMAN, PHOTOGRAPHY BY MARC URBANO
June 2011

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2011 Kia Sportage SX Turbo AWD

Photos (12)Highs and Lows

Highs:Turbocharged performance befitting something with two fewer doors, not-me-too styling.

Lows:Turbo is only available with all the fixin’s; firm suspension, firmer price.

Visit Our Buyer's Guide »Kia Sportage› Overview› Specifications› Price with Options› Photos & 360° View› Get a Free QuoteNews & Reviews2011 Kia Sportage EX FWD - Short Take Road Test2011 Kia Sportage - Short Take Road Test2011 Kia Sportage - Official Photos and InfoKia Sportage EX 4WD - Road TestKia Sportage - Auto ShowsTop CompetitorsHonda CR-VNissan RogueSubaru ForesterSuzuki Grand VitaraToyota RAV4DownloadsTest Sheet

That Kia continues to assemble ever-better-performing, more-competitive, more-attractive products should be news to no one. That a small crossover is the Korean brand’s quickest vehicle might take you by surprise. It did us. But it’s true: Since the 1994 Sephia landed stateside, no Kia has hit 60 mph in fewer ticks of the second hand than this new turbocharged Sportage.

A midyear addition to the lineup, the SX gives the otherwise competent Sportage that which it lacked: haste. Its 260-hp, 2.0-liter direct-injected turbo four is a detuned version of the one available in the Optima. With optional all-wheel drive dispersing 269 pound-feet of torque, the Sportage reaches 60 in 6.1 seconds. It’s quicker to that mark—by 2.8 seconds—than a 170-hp, 2.4-liter Sportage with all-wheel drive. Quicker, by 0.3 second, than the lighter, 274-hp Optima SX sedan.

None of the Kia’s all-wheel-drive little-ute peers is as fleet, including the segment’s former top sprinter, the Toyota RAV4.

All turbocharged Sportages come with a six-speed automatic transmission. Its quick, smooth actions help the crossover live up to the first five letters of its name without sacrificing comfort.

Unfortunately, Kia is making a bad habit of exclusively pairing the engine we prefer with a “sport-tuned” suspension. Even though no stiffening of the already firm setup was ?warranted, Kia tightened the ­calibrations anyway. The SX’s suspension is composed but not compliant.

What you get for $4500 in interior options: nav, upgraded audio, leather, heated seats, a backup warning system, and a giant sunroof.

Dual exhaust outlets, a barely scrutable T-GDI badge—that’s “turbocharged gasoline direct injection,” for the faint of scruting—and a less chrome-y grille are the only turbo identifiers on the exterior. Sportages in SX trim come with everything from the formerly top-spec EX, adding $2500 to the sticker for the stiff ride and the stout engine. At a base price of $27,990 for an AWD version, it’s more than a bit expensive. Our test vehicle arrived loaded with the $1500 Navigation option, which includes an upgraded audio system, and the $3000 Premium package (leather upholstery, heated seats, a backup warning system, a panoramic sunroof, a fan-cooled driver’s seat, and more). Throw in a $75 cargo mat, and pretty soon you’re talking about real money ($32,565, specifically). Expensive, yes, but the SX is sufficiently sportaged.

Just think if Kia were to try its increasingly deft hand at a proper sports car.

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon

PRICE AS TESTED: $32,565 (base price: $27,990)

ENGINE TYPE: turbocharged DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement: 122 cu in, 1998
Power (SAE net): 260 hp @ 6000 rpm
Torque (SAE net): 269 lb-ft @ 1850 rpm

TRANSMISSION: 6-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 103.9 in Length: 175.2 in
Width: 73.0 in Height: 64.4 in
Curb weight: 3642 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.1 sec
Zero to 100 mph: 16.1 sec
Zero to 130 mph: 37.7 sec
Street start, 5–60 mph: 6.6 sec
Standing ¼-mile: 14.7 sec @ 96 mph
Top speed (governor limited): 132 mph
Braking, 70–0 mph: 173 ft
Roadholding, 300-ft-dia skidpad: 0.80 g

FUEL ECONOMY:
EPA city/highway driving: 21/25 mpg
C/D observed: 21 mpg

TEST NOTES: As with the turbo Sonata, a brake-torque launch yields much slower acceleration times. Simply mashing the gas gets quicker numbers.

 
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