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Friday, August 19, 2011

2012 Maserati GranTurismo Convertible Sport First Drive: Beautiful and a Great Set of Pipes

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2012 Maserati GranTurismo Convertible Sport - First Drive ReviewTopping off Maserati's topless lineup with the delightful Sport.BY JENS MEINERS
July 2011

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2012 Maserati GranTurismo Convertible Sport

Photos (44)Visit Our Buyer's Guide »Maserati GranTurismo› Overview› Specifications› Price with Options› Photos & 360° View› Get a Free QuoteNews & Reviews2012 Maserati GranTurismo Convertible Sport Official Photos and Info - Auto Shows2011 Maserati GranTurismo MC Stradale - Auto Shows2011 Maserati GranTurismo Convertible - First Drive Review2010 Maserati GranTurismo Spyder - Spied2009 Maserati GranTurismo S Auto - First Drive Review2010 Maserati GranTurismo Spyder - Car News2010 Maserati GranTurismo MC - Car News2009 Maserati GranTurismo S Automatic - Auto ShowsGentlemen, Start Her Engine! - Car NewsTop CompetitorsAston Martin DBS VolanteAudi R8 SpyderFerrari CaliforniaJaguar XKR convertibleMercedes-Benz SL63 AMG

It was a peaceful and elegant scene, the bright sunlight glinting off the top-down Maserati GranTurismo convertibles parked on the Piazza dell'Unità d'Italia in Trieste. Passersby admired the gorgeous cars, one of Pininfarina’s masterpieces. Then a legion of uprated 4.7-liter V-8s ignited with a snarl, and peace and elegance were the last things on our minds.

About that wonderful engine, fitted in the top-spec GranTurismo Convertible Sport: Purists still lament the fact that Maseratis, which were long defined by powerplants that developed peak power at low rpm, are now equipped with high-revving buzz saws bought from its former arch rival, Ferrari. But the GranTurismo Convertible Sport's 444-hp variation of the 4.7-liter V-8 is sure to create a few converts.

It’s an evolution of the regular GranTurismo convertible’s 433-horse 4.7-liter with less internal friction, thanks to a revised oil sump and slipperier coatings for the valve tappets and cam lobes. This upgraded version also powers the GranTurismo MC Stradale coupe. Compared with its lesser sibling, the droptop Sport exhales through a freer-flowing exhaust, the main purpose of which seems to be to create as much beautiful noise as is legally allowed. It’s aided in that pursuit by active valves that open at 2500 rpm when the transmission is in its automatic-sport mode. We predict the V-8 will haul the 4600-pound droptop to 60 in 4.8 seconds.

Fantastico Automatico

As in the U.S.-market MC Stradale and the Quattroporte Sport GT S, power flows through a six-speed, torque-converter automatic supplied by ZF. But don’t lament the fact that there’s no hard-core gearbox. The automatic has been extensively reworked for duty here and offers normal and manual-sport modes in addition to the aforementioned automatic sport, as well as launch control. Gearshift times are improved by up to 50 percent, it blips the throttle for downshifts, and in manual-sport mode, it doesn’t downshift when you hit the kickdown switch or upshift unless you tell it to. There’s more: You can call for a lower gear if there’s any leeway whatsoever before redline (most transmissions won’t let you downshift unless the resulting engine speed is farther down the tach from redline), and the exhaust flaps are always open in manual sport. This automatic is so good you'll hardly miss a dual-clutch transmission—or the Euro-market MC’s single-clutch automated manual. Of course, you might miss a proper clutch-pedal manual gearbox, but Maserati doesn't offer one anymore.

Chassis Changes, Too

Underneath, the front and rear springs and anti-roll bars are stiffer on this derivative, the dampers are modified, and the ZF Sachs–sourced Skyhook damping system has been retuned. On twisting roads, the Sport handles well and generally does what you ask of it, but there’s simply no masking the car’s two-ton-plus weight or somewhat uncommunicative steering. The body flexes more than it should, too. To be sure, the GranTurismo Convertible Sport is an enjoyable companion in nearly every situation, but it’s less full-bore sporty than its sinister looks and capital-S “Sport” badge might let on. So when a well-driven Audi R8 spyder closes in on you from behind, our advice is to just let it pass. Take solace in the fact that the Audi will never sound as glorious as the Maserati or seat four as comfortably (or at all).

There are a number of competitors: BMW's new 6-series droptop, the soon-to-be-new Mercedes-Benz SL, the Porsche 911 cabriolet, the Audi R8 spyder, and, of course, the Jaguar XK and its distant cousin, the Aston Martin V-8 Vantage roadster. The Maserati acquits itself well by informal comparison. It’s more spacious than most others (even if the trunk is tiny), it’s not outrageously expensive by the standards of the segment, it offers incredibly luxurious accommodations, and it just might have more character than the whole bunch combined. Those qualities ought to satisfy almost anyone—trident purists included.

Specifications

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

BASE PRICE: $146,300

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection

Displacement: 286 cu in, 4691 cc
Power (SAE net): 444 hp @ 7000 rpm
Torque (SAE net): 376 lb-ft @ 4750 rpm

TRANSMISSION: 6-speed automatic

DIMENSIONS:
Wheelbase: 115.8 in Length: 192.2 in
Width: 75.4 in Height: 53.3 in
Curb weight (C/D est): 4600 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 4.8 sec
Standing ¼-mile: 13.4 sec
Top speed (mfr’s claim): 177 mph

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 12/21 mpg

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Thursday, August 18, 2011

2012 Audi A6 Avant First Drive: A Reminder Why Diesel Wagons are So Popular in Europe

2012 Audi A6 Avant 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 Audi A6 Avant TDI Diesel - First Drive Review

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2012 Audi A6 Avant TDI Diesel - First Drive ReviewWe get behind the wheel of Europe’s favorite A6—and are reminded why it’s so popular.BY JENS MEINERS
July 2011

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2012 Audi A6 Avant TDI Diesel

Photos (24)Visit Our Buyer's Guide »Audi A6› Overview› Specifications› Price with Options› Photos & 360° View› Get a Free QuoteNews & Reviews2012 Audi A6 Avant - Car News2012 Audi A6 3.0 TDI - First Drive Review2012 Audi A6 - First Drive Review2012 Audi A6 - Official Photos and Info2012 Audi A6 Spy Photos - Future Cars2012 Audi A6 Rendered - Car News2009 Audi A6 3.0T Quattro - Short Take Road Test2009 Audi A6 - First Drive Review2009 Audi A6 Sedan / A6 Avant / S6 Sedan / RS6 Sedan - Car News

Redesigned for 2012, Audi's A6 lineup is halfway back to full strength with the introduction of the Avant station wagon. The high-powered S6 and RS6 versions still are waiting in the wings—as is a hybrid model designed mostly with our market in mind, even if U.S. availability is as-yet unconfirmed—but already this is an impressive family of vehicles. In Europe, though, where a diesel-powered station wagon is the stereotypical executive car, the Avant is the most critical of all A6s.

Audi just made the executive-wagon segment a lot more interesting, with a twin-turbocharged variation of its 3.0-liter TDI turning out 313 hp and an even more impressive 479 lb-ft of torque. Not only is it a powerful mill, but this diesel has attitude. Many oil-burners are impressive in their power delivery and massive torque, but lack soul. The 3.0-liter TDI, on the other hand, fires up with an impressive growl, and the sound gets better as you push it through the gears. Its voice is reminiscent of an old-fashioned V-8’s, a sound that is clearly audible inside and out. Think we’re crazy? Just wait until you hear how Audi did it: The company stuffed an extremely durable speaker into the exhaust system that allows it to alter the engine note. It can even be adjusted on the move.

Going Right to Ludicrous Speed

Driving the A6 Avant is even better than listening to it. The all-wheel-drive chassis copes well with the TDI's grunt. The rear differential distributes the power for maximum agility, and it takes a heavy misstep to throw the Avant off course. The car should need just 5.5 seconds to accelerate from 0 to 60 mph. Top speed is a governed 155 mph, a speed the Avant reaches with ease. On unlimited stretches of autobahn, the twin-turbo TDI’s sheer grunt at velocities of 130 mph and above is remarkable.

Its torque is so massive that it surpassed the capacity of Audi’s seven-speed dual-clutch transmission and the company had to install an eight-speed torque-converter automatic from ZF. There are three other diesel options in this car—a 177-hp 2.0-liter four and two single-turbo versions of the 3.0-liter V-6 making 204 and 245 hp—but the twin-turbo V-6 is clearly the bad boy of the lineup. Even the most powerful gasoline engine Audi offers, the familiar supercharged 3.0-liter V-6, lacks the brute force of the top TDI. Better yet, the beastly diesel returns 37 mpg on the (hopelessly optimistic) European combined cycle.

Stylistically, the Avant conversion works well on the A6, but it doesn't transform a conservative sedan design into a head-turner. While the previous-generation A6 Avant sported a markedly different rear end, this Avant looks almost identical to the sedan except for the elongated roofline. Even the overbite of the taillights remains. Additionally, the A6 Avant offers virtually all of the sedan's technological features, including a roster of assistance systems that borders on ridiculous, plus WiFi and Google-based telematics, as well as countless options for personalization.

Let Me Get That For You. And That. And That

Of course, the biggest difference between the sedan and the Avant is cargo capacity. There are a lot of practical options, such as a power cargo cover and a power hatch that opens when you wave your foot below the rear bumper—the latter particularly convenient when you have your hands full of groceries and don't want to reach for the trunk latch.

The A6 Avant’s success in Europe is almost assured, but the car is very unlikely to come to the U.S. Audi would like its dealers to instead focus on the A6 sedan and the Q5. Unless station wagons in general experience a sudden and unexpected rebound here, we won't be seeing the Avant on our lots. And while Audi is planning to offer the A6 sedan here with a diesel V-6, it will most likely be a front-wheel-drive single-turbo version with something closer to 250 hp. Pity.

Specifications

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

ESTIMATED BASE PRICE: $58,000

ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve diesel V-6, iron block and aluminum heads, direct fuel injection

Displacement: 181 cu in, 2967 cc
Power (SAE net): 313 hp @ 4250 rpm
Torque (SAE net): 479 lb-ft @ 1450 rpm

TRANSMISSION: 8-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 114.7 in Length: 193.5 in
Width: 73.8 in Height: 57.5 in
Curb weight (C/D est): 4500 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 5.5 sec
Standing ¼-mile: 13.6 sec
Top speed (governed): 155 mph

FUEL ECONOMY (C/D EST):
European combined cycle: 37 mpg

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2012 Audi A6 - First Drive ReviewLighter and prettier than its predecessor, the new Audi A6 is approaching perfection.

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Sunday, August 14, 2011

2012 Scion iQ First Drive: Continuously Clever to a Fault

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2012 Scion iQ - First Drive ReviewContinuously clever to a fault.BY JOHN PEARLEY HUFFMAN
July 2011

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2012 Scion iQ

Photos (25)Visit Our Buyer's Guide »Scion iQ› Overview› Specifications› Price with Options› Photos & 360° View› Get a Free QuoteNews & Reviews2011 Scion iQ - FeatureTop CompetitorsChevrolet Aveo5 5-door hatchbackFord Fiesta hatchbackMazda 2Nissan Versa 5-door hatchbackToyota Yaris 3-door Liftback

Here’s what the new Scion iQ has going for it: It’s tiny outside, but not so small inside. Four people can wedge in when necessary. It’s good-looking, the interior design is about the best of any cheap car, and the seats are comfortable. The suspension is simple, but it works well, and the precise steering and its size make the iQ super easy to park. And although the front-mounted 1.3-liter engine makes 94 hp, the iQ weighs just a cheerleader more than a ton.

Here’s what’s wrong with the new Scion iQ: It’s stuck with a continuously variable transmission that drains the fun out of it. Every. Single. Drop.

The Price Is Certainly “Premium”

Toyota—okay, Scion—describes the iQ as a “premium micro-subcompact” and will sell it as such when it goes on sale in October as a $15,995 single-spec model backed by a dealer-installed accessory catalog. That’s a ton of cash when you consider the plethora of larger and more practical cars available for less money, among them the Honda Fit, Ford Fiesta, Hyundai Accent, and Kia Soul. But, hey, at least the iQ costs less than the mechanically identical Aston Martin Cygnet.

The Scion does, however, look substantial and well detailed for a dink-class runabout. The bumper covers are painted and fit tightly, the headlights are complex units, there are turn-signal lights integrated into the bottom of the side mirrors, and the 175/60-16 tires fill out the wheel wells. Even the wheel covers on the steel wheels almost plausibly pass for metal. Besides its length—120.1 inches, 14.0 longer than a Smart Fortwo but a substantial 26.5 shorter than a Mini Cooper—and 78.7-inch wheelbase, little about the iQ screams “cheap.”

Inside, the driver faces a thick, flat-bottomed, three-spoke steering wheel covered in red-stitched leather and an instrument panel that nestles the tach in the lower right quadrant of the speedometer. And there’s an information screen to the left of those. It’s a compact, logical, and legible arrangement.

The center stack has three simple knobs for controlling the HVAC system and is capped by a pod that contains a double-DIN-size Pioneer audio head unit. If a buyer doesn’t like the standard stereo, Scion will have a dealer-swappable upgraded Pioneer unit and a navigation system available.

The thin-shelled, fabric-covered front seats sort of bend around any awkward body shape. The passenger-side front-seat rails are mounted slightly forward of the driver’s, and the dashboard on that side is slightly forward, too. The arrangement affords a bit more legroom for right-side passengers. A flotsam tray under the passenger seat is particularly useful if that seat’s occupant is a drooler.

Even with the passenger seat thrown forward for ingress, it’s a chore to get to the rear seat. It’s not roomy back there, but that there’s any space at all is a miracle of packaging efficiency and owes something to the engine placement. So the kids feel claustrophobic looking through the pie-slice rear windows? At least there’s an innovative rear-window airbag to protect their heads in a collision.

Damn, Dirty CVT

The 1.3-liter four has a 16-valve DOHC head, variable valve timing, and an aggressive 11.5:1 compression ratio, but it doesn’t have much sporting character and has to be wrung to its 6000-rpm redline to whip up the full 94 horses. The modest 89 lb-ft of torque is available a bit lower peak, at 4400 rpm.

But those pattering pound-feet travel through that cursed CVT. Other markets in which the iQ is sold as a Toyota—or as the shameful Cygnet—are blessed with a manual transmission, but here in North America there’s no choice. So jam a brick on the accelerator, and the iQ’s little engine runs to about four grand and sticks there as the car slowly engineers forward progress with a drone.

Every time the iQ is about to do something entertaining, the CVT intrudes and spoils it. Dive into a corner, the tires bite and…the transmission induces its drone of defeat and the car practically falls on its nose. Scion says the iQ will run from 0 to 60 mph in 11.8 seconds, but a better estimate might be a week.

Scions always seem to promise more fun than they deliver. (We hope the upcoming FR-S–based coupe will prove different.) But tune the iQ’s front struts and rear torsion beam a bit, bolt on some righteous rubber, tweak the engine to about 130 hp, give it a decent transmission, and this car could be a point-and-squirt legend.

Right now, it’s only frustratingly clever.

Specifications

VEHICLE TYPE: front-engine, front-wheel-drive, 4-passenger, 3-door hatchback

BASE PRICE: $15,995

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

Displacement: 81 cu in, 1329 cc
Power (SAE net): 94 hp @ 6000 rpm
Torque (SAE net): 89 lb-ft @ 4400 rpm

TRANSMISSION: continuously variable automatic

DIMENSIONS:
Wheelbase: 78.7 in Length: 120.1 in
Width: 66.1 in Height: 59.1 in
Curb weight (C/D est): 2150 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 11.8 sec
Zero to 100 mph: 50.0 sec
Standing ¼-mile: 18.5 sec
Top speed: 100 mph

FUEL ECONOMY (MFR’S EST):
EPA city/highway: 36/37 mpg

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Thursday, July 14, 2011

2012 Porsche Panamera Turbo S First Drive: Consider Us Duly Impressed

2012 Porsche Panamera Turbo S 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 Porsche Panamera Turbo S - First Drive Review

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2012 Porsche Panamera Turbo S - First Drive ReviewPorsche launches the ultimate Panamera, and we are duly impressed.BY JENS MEINERS
June 2011

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2012 Porsche Panamera Turbo S

Photos (36)Visit Our Buyer's Guide »Porsche Panamera› Overview› Specifications› Price with Options› Photos & 360° View› Get a Free QuoteNews & Reviews2012 Porsche Panamera S Hybrid - First Drive Review2012 Porsche Panamera Turbo S - Auto Shows2012 Porsche Panamera S Hybrid Official Photos and Info - Auto Shows2011 Porsche Panamera 4 - Short Take Road Test2010 Porsche Panamera S - Quick Test2011 Porsche Panamera / Panamera 4 - First Drive Review2011 Porsche Panamera / Panamera 4 - Official Photos and Info2010 Porsche Panamera's Dynamic Rear Wing - Tech Dept.2010 Porsche Panamera Turbo - Road TestTop CompetitorsBMW Alpina B7Bentley Continental Flying Spur SpeedJaguar XJ / XJL Supercharged and XJ / XJL SupersportMercedes-Benz S65 AMG

It's not that any Porsche Panamera lacks power. The 300-hp V-6 is quick, the 380-hp hybrid and the 400-hp V-8 are quicker still, and the 500-hp Turbo—well, let’s just say we’ve squeezed a 3.3-second 0-to-60 run out of that 4400-pound rocket. But this is Porsche, and where a Turbo exists, a Turbo S isn’t far behind. So here is the Panamera Turbo S, more powerful by 50 hp thanks to a modified ECU, and more responsive thanks to modified turbochargers with titanium-aluminum turbine blades. The basic design of the Turbo model’s twin-turbocharged 4.8-liter V-8 remains unchanged.

The difference is not insignificant: While the Panamera Turbo makes 516 lb-ft of torque in regular trim, the Turbo S provides up to 553 lb-ft—or 590 with an overboost function. We estimate a 0-to-60-mph time of three seconds flat, while Porsche’s stated top speed rises by two mph to 190. There is just one transmission: the excellent PDK, a ZF-sourced seven-speed dual-clutch automatic. It routes power to all four wheels, with a noticeable bias towards the rearmost pair.

Germans Have All the Fun

Few Panamera owners are as fortunate as those on its German home turf, where it is legal to take it up to its top speed, so, unless you like jail—and what Porsche owner with 175 large lying around doesn’t—you’ll have to take our word for the ultra-high-speed performance of this car. At virtually any velocity, this quickest of the four-door Porsches will charge forward with a menacing growl. It’s unlike, say, the Mercedes-Benz S600 or the BMW 760i, in which speed builds in surreal silence, and it doesn't take a very long stretch of road to max it out. That’s not to say it’s a white-knuckle affair; the Panamera Turbo S masks actual speed very well, and 120 mph feels like 70. Remarkably, however, the Panamera might be even more efficient at killing speed than building it up, especially when equipped with the optional carbon-ceramic brakes, which bite instantly and aggressively.

Still, by definition and by its somewhat clumsy styling, the Panamera is not a sports car, and this four-door hatchback sedan tips the scales at well over two tons. Thankfully, the chassis does a far better job of masking the Panamera's size and mass than does its chubby sheetmetal. The hydraulic steering is nicely weighted and provides linear feedback. Among luxury liners, the Panamera is clearly the best-handling, with impeccable stability and precise turn-in despite having to swing around the heavy V-8 and its turbo accouterments. The torque-vectoring system included with the standard Porsche Dynamic Chassis Control basically forces the Panamera into corners, and makes it virtually impossible to throw the car off course with anything less than wildly exaggerated inputs and insane entry speeds. The car is ever-vigilant for that stuff, though: It’s impossible to turn off the stability-control system entirely, even if the button labeled “off” suggests otherwise. If the car is out of sorts and you tap the brakes, the system always kicks in.

Beautiful Inside, At Least

As in other Panameras, the Turbo S’s front- and rear-seat room is adequate for its class of short-wheelbase luxury cars, and the tall center console front and rear is nicely styled and looks expensive and tasteful. Being sealed inside would be a flawless experience if not for the occasional creak and a few joints and seams that aren’t up to, say, Audi standards.

Even though it includes many of the $136K Turbo’s performance options as standard, at $174,175, the Panamera Turbo S doesn’t exactly represent a great value. Plus, the non-S Turbo can be upgraded to 540 hp and the same 553 lb-ft of torque with a $21,730 power package that includes the modified turbos. But the less-expensive car doesn't have the Turbo S’s available exclusive color schemes and other cosmetic goodies—the most notable, of course, being the badge.

Specifications

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

BASE PRICE: $174,175

ENGINE TYPE: twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 293 cu in, 4806 cc
Power (SAE net): 550 hp @ 6000 rpm
Torque (SAE net): 590 lb-ft @ 2250 rpm

TRANSMISSION: 7-speed dual-clutch automatic

DIMENSIONS:
Wheelbase: 115.0 in Length: 195.7 in
Width: 76.0 in Height: 54.8 in
Curb weight (C/D est): 4450 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 3.0 sec
Standing ¼-mile: 11.4 sec
Top speed (mfr’s claim): 190 mph

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 15/23 mpg

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