That the Renault/Dacia Duster has reached the Indian market may be news for the Indian automotive scene, but is hardly of consequence to American readers, or really to anyone outside of India. What is of more international importance, however, is what was previewed at the Duster’s unveiling in New Dehli.

While local journos were admiring the budget crossover, Renault gave a sneak peek at the upcoming facelifted Koleos.

The original Koleos – also known as the QM5 – was designed by Renault, engineered by Nissan and produced by Renault Samsung in South Korea. The new model features what looks like significantly revised sheetmetal, and will reportedly be launched in India before the rest of the world, as a Samsung in Korea and as a Renault everywhere else. Underpinned by the same platform as the Nissan Qashqai, Rogue and X-Trail, the Koleos offers a range of two-liter fours burning either gasoline or diesel.

While Jaguar readies a slate of new vehicles to broaden its product portfolio, it’s doing a Bentley-esque job of making the most of the vehicles it currently has. If there’s any surprise in the XK getting more new outfits than a Ken doll, it’s that we didn’t realize there was so much that could be done with it.

Donning its latest new costume, the XK is transformed – via the XKR – into the XKR-S. The fastest and most powerful U.S. legal road car Jaguar has ever made, the brief was to create a coupe that could be hellacious around a track yet remain gracious around town. Our question was whether the XK’s six-year-old underpinnings could carry that kind of load, or whether the platform is approaching a point at which cracks would begin to show? It was to the bright white daylight of Portugal for the Autódromo Internacional do Algarve and the roads around Portimao and Faro that we went for our answer…

A word of clarification: This is actually the second go-round for the XKR-S; in 2008 a Europe-only XKR-S was introduced with 410 horsepower, limited to a run of 200. At the time it was touted as “the fastest production XK to date, [delivering] a combination of high speed performance, dynamic excellence and crafted luxury that is unique to Jaguar.” It went from naught-to-sixty in 4.9 seconds, had a top speed of 174 miles per hour, had an active exhaust, quiet styling tweaks, and its go-fast manners tamed by Jaguar’s CATS – Computer Active Technology Suspension.

Sharing that template, this XKR-S heads down that same road but goes quite a bit further. And faster, and louder, and… umm… aggressive-r.

You needed to know what to look for to pick out that first XKR-S from its stablemates, just like you need to have an eye for knowing the current XKR from the XK. Not so at all with the 2011 XKR-S – there will be no confusion about it, which is down to more than just its paint (this is the only car that The Leaping Cat offers in French Racing Blue).

While we admit that the exterior design can come off as a tad over-the-top from a few angles in photos, in person, it’s of-a-piece. The larger grille opening sits above a lower nacelle that’s supported by a carbon fiber splitter, and outboard, two intakes channel air down the sides of the car past wider sills than on the XKR. At the rear is a new apron, topped by a separate wing with a carbon fiber center section. If you’re keeping tabs, this marks the first time the XK’s decklid has been fitted with a separate aerodynamic device. The entire car is lowered by 10 millimeters compared to the XK, and while its coefficient of drag is .35 – a point higher than the XKR Coupe – aero lift is reduced by 33 percent in front and 14 percent in the rear for a total reduction of 26 percent overall.

No matter which of the five available body colors you select, exterior trim will be finished in gloss black, a tone rather close to that of the 20-inch Vulcan wheels at each corner. Forged, lightweight alloys, the Vulcans and the Pirelli P Zeroes shed a combined ten pounds of unsprung mass versus their XKR counterparts, even though they’re an inch larger, a half-inch wider in front (nine inches), and an inch wider in back (10.5 inches). Behind them, the Jaguar High Performance Braking System wears Jaguar-branded monobloc calipers that clamp down on huge, vented discs.

Inside, the XKR-S doesn’t shock, bearing the updated 2012 XK interior with its new steering wheel, gloss-black center console and ebony soft-feel paint on the switches. The dash of whipped cream and the cherry are the winged sport seats that are are all-day comfy, with memory, heating and 16 adjustments that include trimmable bolsters to grip backsides of all sizes. The XKR-S will also be the sole trim in the range to offer a Dark Linear Aluminum finish instead of wood veneers.

Under the skin, the revisions are thorough and numerous enough to qualify as profound, but come primarily in the third evolution of the all-aluminum, 5.0-liter AJ-V8. Aided by a twin-vortex Roots-type supercharger buried in the vee and two intercoolers, revised fuel mapping and spark plugs and an increased compression ratio, it churns out 550 horsepower and 502 pound-feet of torque. That’s eight more horsepower and 36 more pound-feet than put out by the Tom-Walkinshaw developed 3.6-liter, twin-turbo V6 the XJ220 from 1992. It also gives the XKR-S a top speed of 300 kilometers per hour – 186 mph – which is a nice club to be in if your bar braggadocio is conducted in European units. Better yet, even though peak hp doesn’t clock in until 6,500 rpm, nearly all of the torque and more than 50 percent of the horsepower is served up from 2,500 rpm, and all of the torque is online by 3,500 rpm.

The Jag’s active exhaust also contributes to the horsepower bump, the crossflow pipes bisected by an ‘X’ in their center section reducing back pressure and, when the pneumatic valves open, providing a roar that wouldn’t be out of place on a Swaziland savanna.

The transmission continues as a six-speed unit with a torque converter, but it has also been upgraded with items like new damper springs and soldered turbine plates.

Skipping to the bottom line reveals a coupe that has more a lot more going on than the 510-hp XKR but weighs the same 3,865 pounds, enabling it to make the run to 60 in 4.2 seconds, shaving 0.4 seconds off its sibling’s time. For comparison, that’s just 0.1 second slower than the slightly lighter, slightly less powerful Aston Martin V12 Vantage (a car we looooooooove, by the way), about 0.3 faster than the slightly less powerful, slightly more convertible Mercedes SL63 AMG (another car we have serious, long-term feelings for).

A more startling figure might be this: the XKR-S reaches 60 mph only 0.5 seconds more quickly than the 4,306-pound, 510-hp 2012 XFR sedan. We would not have complained about more daylight between the two, but we soon forgot what the word “complaint” meant when we hit the roads and the track in the XKR-S. It was then that the phrase “4.2 seconds” fell into the shadows of the mountain of capability Jaguar has extracted from the chassis. Getting to 60 mph is fine and all… but getting to use all of 186 mph – confidently – now you’re singing a sweet, sweet tune.

We were based at the Autódromo Internacional do Algarve, and while others exercised the coupes on the track, we headed for the roads. As far as we could tell, the track has little in the way of neighbors other than roundabouts and high rolling hills topped by brown grass. The only living creature we saw was a dog that may or may not have belonged to the a hillside shack that may or may not have been abandoned.

There were no speed limit signs, but the XKR-S practically begged us to run at speeds that are illegal almost everywhere on Earth. We could hold temptation in check knowing that a wide-open racing circuit awaited, but we had to hold fast to the Cat’s leash. If you put the XKR-S in Sport, it will hold gears until redline and tighten up the throttle response, but we were chuffed to discover that even in Drive, if the XKR-S realizes you want to rest your cheeks against the limit, it will behave almost as if it’s in Sport, holding gears up to damn near 7,000 rpm. It’s almost like a real cat but in reverse: it knows what you want and so it gives it to you.

Portugal has surprisingly enjoyable roads for a country that hasn’t seen economic glory for some generations now. Even where they’ve been repaired or aren’t at their best, they’re still better than a lot of the tarmac we claim in Los Angeles, but at those spots, the surface includes high-speed, varying undulations that will unsettle a sports car whose suspension and damping hasn’t been properly sorted.

Such a car is not the Jaguar. Its high-speed performance is what the English might call “cracking” – which, contrary to how that might sound, is very well put together indeed.

The mechanical bits themselves have been beefed up, with a bit of cribbing taken from the Nissan GT-R’s playbook to help out the front suspension knuckle specifically. The aluminum unit is thicker yet 39 percent lighter than that on the XKR; in total, the full corner assembly is 4 percent lighter but 18 percent stiffer than on the XKR. Along with new rear geometry and a slightly wider track in back, spring rates that are 28 percent stiffer in front and 32 percent stiffer in the back, and there’s an in-house-developed adaptive damping system to monitor and adjusts the stiffer dampers 100 times per second.

It is not enough to say that the XKR-S suspension is firm yet keeps you isolated from the vicissitudes of the road surface. It is far better than that. When you watch a National Geographic documentary on cheetahs and they show you the big cat’s run in slow motion, you can see the line from the cheetah’s nose to the end of its tail remaining practically flat, always on target, no matter how it turns or how its feet have to adjust for the ground rolling and breaking beneath it.

The XKR-S is like that. A cheetah. That you can ride into battle. With performance seats. And navigation. It’s excellent.

Back at the track, we discovered the Dynamic Mode and “Trac DSC,” at the same time we discovered that Jaguar had put a complete coupe together, not just a sportster with individually capable systems. Press and hold the stability control button for three seconds and then the checkered flag button beneath it, to get into Trac DSC and open up a suite of system programming allied to an electronic active differential that lets you kick the tail out but keep from chucking yourself into the tire barrier. Suspension adjustments improve turn-in, the fast-acting eDiff aids mid-turn cornering when you’re really hard on it, and the torque map is changed to give provide more exit thrust so you can smoke the tires and gracefully hold four-wheel drifts out of corners as you arc your way to the far kerbing.

The Algarve track is challenging – this driver would need more than twelve laps to be able to fully unlock it – but in that time, it was crystal clear that the XKR-S hasn’t blunted the Jaguar’s civic manners in return for nerves of steel on the track. Around town, in fact, from home to Whole Foods to Neiman (or their Portuguese equivalents, at least), the XKR-S is an XK: relaxing, gracious, plenty of space in the boot and almost none in the back seats, a wince-worthy navigation system and a glorious stereo. And lots and lots of people staring at you.

Which is the point. Jaguar touts this XKR-S as “The ultimate expression of Jaguar’s sports car strategy; offering intelligent performance with everyday driveability.” As far as we’re concerned, it’s even more than that: for the enthusiast, it might just be the best thing in the modern era – perhaps even including the 217-mph XJ220 – to wear a Jaguar badge.

[source: autoblog]

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Regardless of the frequency, our pulse still races every time we fire up a ten-cylinder engine. It’s not just the unique sound or the warbled vibration that gets the blood flowing – it’s the anticipation. Whether the badge says Gallardo, Viper or M5, a V10 under the hood promises intoxicating power and frenzied excitement.

The new Audi R8 GT packs just such an engine – a 5.2-liter V10. Mid-mounted in an aluminum and magnesium monocoque chassis, the powerplant is rated at 560 horsepower. With all-wheel drive and a sequential gearbox, the coupe rockets to 60 mph in 3.6 seconds before hitting an aerodynamic wall just shy of 200 miles per hour. It is, notes Audi, the lightest, fastest and most powerful supercar in its lineup.

Constructing the R8 GT was hardly a mild undertaking. Audi first put the R8 on a diet, shedding 180 pounds. They then turned their attention to the powerplant, where engineers were able to coax the 5.2-liter V10 into delivering another 35 hp. The suspension, brakes and underpinnings were upgraded, while the automatic gearbox and all-wheel-drive system received their own new set of commands. Lastly, unique cosmetic touches were applied that not only improved the R8’s appearance, but boosted performance.

As Audi has limited production of the R8 GT to just 333 copies worldwide (with only 90 examples falling into very lucky hands within the United States), we consider ourselves fortunate to be one of just a handful of journalists at Sonoma, California’s Infineon Raceway to put the world’s newest exotic through its paces on a race circuit.

The Audi R8 road car, not to be confused with the automaker’s winning R8 Le Mans Prototype racer, first arrived in the States for the 2008 model year. Sharing underpinnings with the Lamborghini Gallardo, the two-seat exotic debuted as the German automaker’s flagship and most expensive offering. With Audi Space Frame (ASF) technology keeping weight relatively low and Quattro all-wheel drive for grip, performance was impressive even though it was a bit shy in the power department – standard fitment was a 4.2-liter V8 rated at 425 horsepower. Soon afterward, a more powerful 5.2-liter V10 arrived. It added a bit of weight, but the newfound performance bumped the R8 into supercar territory. The coupe’s top came off in 2009, when the R8 Spyder variant debuted at the Frankfurt Motor Show.

Last spring, as Audi’s flagship sports car entered its fourth year, the German automaker announced a new R8 was under development. By “adding lightness,” boosting power and thoroughly reworking the suspension and brakes, the company promised to inject new levels of performance into the R8 – a vehicle not scheduled for replacement until 2014.

Officially introduced at the 2010 Paris Motor Show, the 2012 Audi R8 GT will land on U.S. soil with a base price of $196,800 (excluding $1,250 in destination charges). That makes it about $87,000 more than the entry-level R8 4.2 FSI with a six-speed manual transmission and about $39,000 more than the standard R8 5.2 FSI coupe with an R-Tronic transmission. In addition to a very short options list that includes carbon fiber-reinforced ceramic brakes with anodized red calipers, audio upgrades and a choice of forged wheels, Audi will offer the R8 GT in four “Exclusive” colors (Suzuka Gray, Samoa Orange, Ice Silver and Phantom Black).

As mentioned, Audi will only build 333 examples of the R8 GT. Interestingly enough, the automaker says that particular number carries no significance whatsoever, but it does mean the Audi R8 GT will have a lower production volume than the Bugatti Veyron. Put down your phone, as all of the coupes have already been spoken for (get in line for the R8 GT Spyder today). As is often the case with rare exotics, there is no surplus inventory to drop one into the press fleet, so we are at the mercy of the automaker for some seat time. Thankfully, Audi was thinking of us. Last week, they flew over a couple Euro-spec prototypes and offered us a full day at the track.

Located just northeast of San Francisco Bay in Sonoma wine country, Infineon Raceway (formerly Sears Point) is famed for its road course NASCAR event each year. More important to our German hosts is that the track is also home to the Audi Sportscar Experience, where civilians put Audi’s various performance models through their paces on the site’s 2.52-mile road circuit. We drove from Los Angeles to Infineon in standard R8 models, spending the night in Yountville, before heading to the track where we found two matte-finish Suzuka Gray R8 GTs waiting patiently for us.

If you are familiar with the Audi R8, distinguishing the GT variant from the 4.2 or 5.2 won’t be very difficult. Most obvious is the fixed carbon-fiber rear wing, which replaces the motorized pop-up unit on the trailing edge of the engine cover (neatly saving a few pounds in the process). The R8’s now trademark side blade elements, protruding outward to mimic the standard 5.2 design, are standard lightweight matte carbon fiber, as is the front lower double splitter, front bumper winglets, mirror covers, rear bumper and lower diffuser. The rear bumper is accented in Titanium Gray with fewer horizontal slats. Full LED headlights are standard, and the rear taillamp reflectors feature a unique blacked-out appearance. The exhaust outlets, a quad system on the R8 4.2 and twin ovals on the R8 5.2, are twin oversized perfectly round circles with a dark gray finish on the limited edition GT model. Look through the forged wheels and you may also notice a set of optional red anodized calipers, distinguishing our tester’s carbon-ceramic brake upgrade.

As we are driving a European model, there are some differences to point out. Slightly altered on our domestic arrivals, thanks to the U.S. Department of Transportation (DOT), will be the front and rear fascias and the rear window. The DOT requires orange side marker reflectors on the front bumpers and the removal of the brake light below the rear valance. They have also pulled the plug on the polycarbonate rear window and external ignition kill switch located at the base of the driver’s windshield.

The R8 GT’s interior is every bit as unique as its exterior. The cabin has been enhanced with lightweight Alcantara throughout. The pseudo-suede covers the seats, headliner, steering wheel, roof posts, knee pads and handbrake lever. Full leather is optional, but we prefer the grippy fabric over smooth natural hides. Carbon fiber accents the cockpit on the doors, dashboard, and numbered R-Tronic shifter (our pre-production vehicles both wore the coveted “000/333″ designation). While the Sparco bucket seats, four-point racing harness, red roll cage and ignition kill switch replacing one of the cup holders certainly look trick, they sadly won’t be fitted to the 90 vehicles earmarked for U.S. customers – blame the DOT, again.

According to the company, all of the enhancements are functional – whether they serve to reduce weight or improve aerodynamics. All told, Audi shaved about 180 pounds off the weight of the standard 5.2 Coupe. The savings come from all over. Here are just a few of the specifics: battery (cutting 20.7 pounds), carpeting (17.4 pounds), rear hatch (12.8 pounds), rear bumper (17.6 pounds), hood (5.3 pounds), side blades (3.3 pounds) and a fixed rear spoiler (3.3 pounds). The drag coefficient of the R8 GT (.36) isn’t very impressive, but it is identical to the standard 5.2 model while delivering more than twice the downforce.

At the heart of the R8 GT is its mid-mounted, direct-injected 5.2-liter V10. Sitting in plain view under a transparent hood, the all-aluminum engine is nearly identical to the unit fitted to the standard R8 5.2 FSI. However, to prepare it for a more challenging role, Audi’s engineering team made a few tweaks to squeeze a few more horses from the 90-degree dry sump powerplant. The result is 560 horsepower at 8,000 rpm and 398 pound-feet of torque at 6,500 rpm (redline is a stratospheric 8,700 rpm). While the standard R8 5.2 is offered with a choice between a traditional gated six-speed manual and the automaker’s R-Tronic six-speed single-clutch sequential automatic, there is no such option on the R8 GT. All are fitted with a specially-calibrated R-Tronic transmission as standard equipment. That decision may frustrate purists, including ourselves, but the automated gearbox arrives with steering wheel-mounted paddle shifters and electronic launch control in an effort to appease the masses. Officially, Audi says the new R8 GT will hit 62 mph in 3.6 seconds with a top speed aerodynamically limited to 199 mph.

Part of the impressive acceleration is credited to Audi’s full-time Quattro all-wheel-drive system. It’s standard fitment on all R8 models, including the GT. The system has been engineered with a dry torque split of 15/85 (percent front/rear). However, if wheel slippage is noted by the electronics, up to 30 percent of the engine’s torque may be sent to the front wheels. Aiding grip is a standard mechanical locking rear differential that provides 25-percent lockup under acceleration and 40 percent on the overrun. Putting the power to the pavement are unique 19-inch forged alloy wheels, wrapped in sticky Pirelli P Zero Corsa tires (235/35R19 front, 295/30R19 rear). Significantly, Audi’s renowned Magnetic Ride suspension is not used on the R8 GT. Instead, the adaptive electronic suspension has been replaced with standard Bilstein coilovers. Fully adjustable and race-bred, they allow custom settings for ride height and tuning.

Unlike many gussied-up exotics that become rather inhospitable when the weight-savings team starts swinging the axe (we need only point our fingers at the hard carbon-fiber door panels of the Lamborghini Gallardo LP-570-4 Superleggera), the R8 GT is very comfortable inside. Although outfitted with a serious level of performance equipment, its cockpit easily swallows our six-foot two-inch helmeted frame with room to spare and plenty of padding. There is generous shoulder, elbow and leg room complete with a tilt-and-telescope steering wheel to bring everything in alignment. Materials, fit and finish are all near-flawless and the color scheme with contrasting red splashed throughout looks classy and timeless. Complaints about Audi interiors are rare, and the GT continues the R8’s tradition of setting a high bar in the supercar world.

From the driver’s seat, forward visibility is excellent, but the view out the rear window in this Euro-spec model is blocked by a bright-red diagonal roll bar. Beyond that, the carbon-fiber wing bisects the horizon right at the traffic line, just like the rear wing does in a Porsche 911 GT3.

The 5.2-liter V10 spins to life with a simple twist of the key. In addition to the ECU tuning, the R8 GT is fitted with custom exhaust headers and new mufflers. The sound is throaty from inside the cabin, much louder than the stock exhaust on the 5.2 model, without being overly obnoxious. Audi says there is less sound insulation in the GT’s firewall, which only serves to amplify the aggressive exhaust note.

Infineon Raceway is chock full of twisty climbs and curving descents, so we chose to keep the gearbox in manual mode. Before our arrival, Audi engineers had locked-out the stability-control defeat button (auto journalists are a crazy bunch), so we had no choice but to leave it on. Gratefully, its limits have been re-calibrated for the GT’s higher performance. Instructed to follow a school instructor in an R8 4.2, we released the brake and pulled the GT on to the circuit.

Then something very unique happened – all credited directly to the competency of Audi’s newest flagship.

Full disclosure reveals that we are not only new to the R8 GT, but it is our first time driving at Infineon. In most cases, this requires a dozen orientation laps learning corners and turn-in points while simultaneously attempting to get accustomed to how a vehicle handles. Not so with the Audi R8 GT. The learning curve drops off a cliff. Within three laps, we are chasing the instructor with the gusto of a hungry cheetah trailing a fleeing gazelle.

The GT is absurdly easy to drive at the limit, thanks to its mid-engine balance, accurate steering, excellent throttle response and tenacious all-wheel-drive grip. After just moments behind the wheel, we find ourselves completely at ease driving eight-tenths. By our second and third stint in the driver’s seat, there is nothing holding us back from driving full tilt. While lighter than its siblings, the GT is still no featherweight when compared to some of its rivals – evident with some understeer on the sharpest corners. Regardless, the new R8 approaches tossable now. Stability control doesn’t allow us to rotate the vehicle mid-corner, but it doesn’t seem to mind when we clip the apex in a four-wheel power slide.

[Note: When viewing the video, notice how little input is required on the shift paddles on the back of the steering spokes to change gears and how abrupt the full-throttle shifts are – that's a characteristic of the single-clutch transmission. To get a good sense of the g-forces, keep your eyes on the leather keychain hanging from the ignition switch.]

While the additional engine power is welcomed and noticed, we are most impressed with the brakes. The ceramics are a huge upgrade over the iron units, both at reducing unsprung weight and absorbing gobs of heat (it seems the tires will melt off their wheels before the brakes fade). At the other end of that scale, giving us heartburn each time it actuates, is the R-Tronic gearbox. We try hard to like it, but it simply operates with a clumsiness that isn’t acceptable these days. A dual-clutch would shave tenths off the acceleration time (and we’d give up half-a-second for a proper gated manual).

Enthusiasts will undoubtedly need to size up the R8 GT against a Lamborghini Gallardo LP 570-4, Porsche GT2, Ferrari 458 Italia and McLaren MP4-12C. We’ll save you some time by telling you that each of those fierce competitors arrives to the fight with a better power-to-weight ratio, much firmer suspension tuning and an aggressive attitude that honestly isn’t felt while sitting behind the wheel of the Audi. Not to infer that the R8 GT isn’t a bona fide supercar – it is by all standards of measurement.

From our perspective, it seems that Audi wasn’t aiming at those targets. Compared to that rowdy clan, the R8 GT is too civil, far too poised and much too amicable. While the others will quickly bite if allowed the opportunity, Audi’s perfectly-tame supercar could be your best friend for life.

The more we got to know the Audi, and the more thought we put into it, the automaker’s new flagship started to remind us of the Aston Martin V12 Vantage. That low-volume Brit, itself a thoroughly-enhanced variant of the VH platform, stole our hearts with its uniqueness and personality. As we said in our review, the V12 Vantage wasn’t designed to set records; it was engineered for the pleasure of driving.

Audi’s new flagship probably won’t set any track records either, but we don’t doubt it will make its handful of owners very, very pleased. Not only is it the ultimate performance adaptation of the remarkable R8 platform, but its uniqueness and low production volume will make today’s ten-cylinder Audi R8 GT a very coveted prize in the future. Yes, it is simply that good.

[source: autoblog]

Hyundai isn’t interested in knocking shields with the likes of the BMW M guard, the Audi S line or even the Mercedes-Benz AMG legion with its 2012 Genesis 5.0 R-Spec. Instead, the newest addition to the Genesis line is out to offer buyers an extra helping of power and slightly sharper dynamics without all the motorsports pretense of its haughty German rivals. With 23 straight months of sales increases and 29,122 units sold last year, there doesn’t seem to be much of an argument for varying the luxury sedan’s recipe.

Even so, Hyundai has been quick to update its mid-luxury creation. Despite having arrived in 2008 as a 2009 model, the Genesis received a mild refresh in 2010, and 2012 brings a range of improvements across the line. Those include more power and fuel efficiency for the entry-level 3.8-liter V6 engine, aesthetic tweaks and the arrival of this range-topping Genesis 5.0 R-Spec. We were able to spend some time behind the wheel of the new five-liter four-door just outside of Las Vegas, but is the new bruiser worth its $47,350 price tag?

Outside, the entire 2012 Genesis line wears a few subtle aesthetic updates. The redesigned front fascia is trimmed in reworked chrome accents at the corners and a new grille is flanked on either side by headlights with LED daytime running lights. Down the vehicle’s side, revised rocker panels and new matte chrome window trim are joined by redesigned 17-inch wheels. Toward the rear, new tail lamps and a slightly revamped rear fascia with integrated exhaust outlets tie up the changes. Meanwhile, 5.0 R-Spec trim adds in larger 19-inch wheels, dark-trimmed headlights and special badging.

Indoors, Hyundai is offering buyers a new rash of interior colors and trims, but the cabin has otherwise been left untouched. Rear passengers can now enjoy heated seats while the driver is met with a new lane departure warning system and glare-resistant TFT LCD screen mounted in the center of the gauge cluster.

When it comes to the 5.0-liter R-Spec, we would have liked a little more differentiation applied to the sedan’s cabin. In fact, a set of embroidered floor mats are the only indicator that you’re commanding anything other than a 3.8-liter model. Whereas competitors are happy to slather their go-fast monograms over unique steering wheels, high-bolstered seats and premium shift knobs, Hyundai has opted to make use of the same kit as the base vehicle.

While the Korean manufacturer implemented conservative updates to the sedan’s cabin and exterior, the automaker’s engineers were given free rein when it came time to pop the hood. The car’s base 3.8-liter V6 now packs a galloping 43 more horsepower than the outgoing six-cylinder thanks to the addition of a direct-injection system. In fact, the company says that the engine is all-new from the cylinder heads up thanks to the addition of dual continuously variable valve timing, a variable intake system and what Hyundai calls a maintenance-free timing chain. All told, the 3.8-liter GDI V6 is good for 333 horsepower at 6,400 rpm and 291 pound-feet of torque at 5,100 rpm, up from 290 horsepower and 264 lb-ft of torque in the last-generation. Even with all that additional grunt on hand, fuel economy has increased to 19 mpg city and 29 mpg highway – a jump of one mpg city and two mpg highway over the 2011 Genesis 3.8.

Interestingly enough, the old 4.6-liter V8 is still on the option sheet for 2012, though the engine remains unchanged for the new model year.

Meanwhile, the biggest news in the engine bay comes from the arrival of a new 5.0-liter direct-injection V8 based on the same architecture as the old 4.6-liter lump. Hyundai has brought all of the lessons learned from engineering the company’s turbocharged 2.0-liter four-cylinder engine to bear on the larger-displacement eight-cylinder to both increase power and deliver decent fuel economy. The cylinder sleeves now wear the same counter-spiny liner as the forced-induction four-cylinder for more efficient cooling, and the company’s engineers implemented chromium-coated piston rings to decrease internal friction losses. A lightweight clamshell exhaust manifold, tuned intake system and dual continuously variable valve timing all help bump the final power numbers up to 429 horsepower at 6,400 rpm and 376 lb-ft of torque at 5,000 rpm. Despite the increase in grunt, fuel economy sits at 16 mpg city and 25 mpg highway.

For reference, the old 4.6-liter V8 churns out 385 horsepower and 333 lb-feet of torque while netting just one mpg better than the new 5.0-liter in both city and highway driving.

Hyundai chose to pair each of its engines with the company’s new in-house eight-speed automatic transmission. The gearbox rocks over 130 patents and features a wide gear span with skip-shift capability and direct-control solenoid valves for smoother shifts. By designing and building the transmission itself, Hyundai was able to implement a few weight-saving measures as well, including the use of an aluminum carrier and a plastic oil pan with an integrated filter.

Suspension-wise, the base 3.8-liter Genesis and the mid-range 4.6-liter Genesis still ride on the same mechanicals as last year, though the 5.0-liter R-Spec has received a number of updates designed to give the vehicle more sporting characteristics. A lightweight, hollow 19 mm rear stabilizer bar works in conjunction with higher front and rear spring rates for what Hyundai hopes is a more planted feel once the tarmac goes twisty. In addition, Sachs ASD shocks serve up 25-30 percent higher damping rates to help keep everything under control, and optional Bridgestone Potenza S-04 summer tires serve up extra grip in warmer months.

The combined effect isn’t so much the difference between an M5 and a 550i as it is the shift from 535i to 550i. During our brief stint behind the wheel, we were only made aware of the stiffer suspension when the road turned rough, though the stickier Bridgestone rubber made a noticeable difference in the amount of available grip in mid-to-high speed cornering. The Genesis 5.0-liter R-Spec feels more confident than its 4.6-liter and 3.8-liter counterparts, but only in situations that most Hyundai buyers will never find themselves in. Otherwise, the suspension merely comes across as needlessly harsh.

What’s more, the R-Spec uses the same steering rack and brakes as its more plebian siblings, so don’t expect any miracles at the turn-in or stopping. And what of the new horsepower? Hyundai claims the R-Spec can click off a 60 mph run from a dead stop in 5.1 seconds, which should tell you all you need to know about how the vehicle accelerates. The strange thing is that the big sedan doesn’t feel that fast. You know you’re gaining speed because the speedometer scoots skyward with only the slightest provocation, but there’s no throaty exhaust note to announce your intention. With 429 horsepower on tap, we want the sound of a chorus of aching angels to mourn our wayward ways every time our right foot finds the carpet.

After a couple of hours with the big-horsepower Genesis, we were left a little mixed on the sedan. Yes, it’s powerful, and yes, it delivers decent fuel economy, but the vehicle lacked any sense of occasion. We were never under the impression that we were driving anything other than a slightly more potent version of the base sedan, and that’s a problem. While the 2012 Hyundai Genesis equipped with the direct-injection V6 engine is an absolute steal at $34,200 plus an $850 freight charge, the automaker politely asks for $46,500 plus the same freight fee for the privilege of calling the 5.0 R-Spec your own.

That’s still a far cry cheaper than competitors like the Infiniti M56 at $59,995 (including destination), the BMW 550i at $61,075 or even the Lexus GS460 at $56,245. In fact, there are few vehicles out there that can compete with the R-Spec on price and content. Just don’t expect world-class performance or panache.

In the automotive alphabet, the letter “R” has always stood for performance. By branding the company’s new top-of-the-line Genesis with the sports-oriented letter, Hyundai may have set buyers up for disappointment. While the R-Spec is an impressive vehicle in its own right, the four-door is far from a legitimate sports sedan. As a faster alternative to the 4.6-liter V8 vehicle, the 5.0 R-Spec shines as brightly as the company’s engineers and designers could have hoped.

Unfortunately, with 43 more horsepower than the outgoing V6 and improved fuel economy, the base 3.8-liter Genesis is more appealing than ever. With a snappier final drive ratio than its V8 brethren, the V6 even feels pretty quick off the line, making the extra coin for the 5.0 R-Spec even more difficult to justify. If you’re signing on the dotted line for a Genesis, stick with the base model and use some of the cash you saved to pick up a set of the Bridgestone rubber available on the big R for a little more grip. You’ll be happier in the long run.

[source: autoblog]

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• genesis 2012 drive rough

Mini is a brand that’s all about having fun. The people that drive them tend to prize motoring enjoyment and the company’s cheeky styling, and now they’ll have a new model that might just twist their fun dial to 11. We present to you the 2012 Mini Cooper Coupe, which is the automaker’s first production two-passenger automobile and also the fastest box-stock Mini ever.

The exterior of the Coupe is undeniably Mini, yet very new at the same time. This is the first Mini to be built with a “three-box” design concept, which means the body, wraparound glass and roof are three boxes built upon a horizontal plane. The face is familiar, and looks aggressive in John Cooper Works guise (shown here) thanks to the chin spoiler that flows into the large fenders. The posterior, along with its bubbled-up roof, are where the spots where observers will quickly tell Coupe from standard Cooper. The stepped rear end hides a bit of active aero in the form of a wing that automatically deploys at 50 miles per hour. The spoiler goes back into hiding when speeds dips below 37 mph, and the technology is not just a first for Mini, but for the BMW family as a whole.

Mini will offer the 2012 Cooper Coupe in three flavors; base Cooper Coupe, Cooper S Coupe and the John Cooper Works Coupe. All three employ a 1.6-liter four-cylinder engine, and come paired with a six-speed manual transmission. A six-speed automatic is also available for the Cooper S Coupe and Cooper Coupe. The entry-level mill produces 121 horsepower at 6,000 rpm and 118 pound-feet of torque at 4,250 rpm, which helps it run from 0-60 miles per hour in 8.3 seconds, and on to a top speed of 127 mph. The EU standard lists fuel economy at 5.4 liters per 100 kilometers, which translates to nearly 44 miles per gallon, but official U.S. EPA estimates are not yet available.

The two spicier variants, the S Coupe and JCW Coupe, add a twin-scroll turbocharger and direct-injection to the 1.6-liter four-pot. Power for the S is rated at 181 horsepower at 5,500 rpm and 177 pound-feet of torque at 1,600 rpm through 5,000 rpm. A temporary overboost function allows for a jump to 192 pound-feet from 1,700 rpm through 4,500 rpm. In JCW trim, the Coupe takes advantage of 208 horsepower at 6,000 rpm and 192 pound-feet of torque from 1,850 rpm to 5,600 rpm. Overboost is also available here, and pushes torque to 207 lb-ft from 1,700 through 4,500 rpm. The S coupe runs from 0-60 miles per hour in 6.5 seconds, and the JCW Coupe needs just 6.1 seconds for the same trip. Each will crest 140 miles per hour, with the S Coupe capable of 142 and the JCW able to nick 149 mph.

It’s been a busy two years in the subcompact world. Newcomers like the Ford Fiesta and Mazda2 have made it clear they intend to give models like the Honda Fit, Toyota Yaris and segment volume leader Nissan Versa a run for their small-displacement money. Even General Motors is getting into the fray with the upcoming 2012 Chevrolet Sonic after years of trying to pass off the Aveo as legitimate transportation. So when Hyundai announced it was taking the knife to its Accent, we knew to expect good things.

The Korean automaker hasn’t been one to mess around lately, and vehicles like the all-new Elantra and redesigned Sonata have helped push the manufacturer to the highest market share in the company’s history – 5.6 percent in May. With the segment’s first direct-injection four-cylinder engine, the buyer’s choice of a six-speed manual or automatic transmission, an impossibly low MSRP and 40 mpg highway from every model, it’s clear that the 2012 Hyundai Accent is intent on eclipsing the competition.

Hyundai has wrapped the 2012 Accent in the company’s fluidic design styling, and while some feel the language can be a bit overwrought on models like the Sonata, it looks right at home on a canvas this small. Up front, designers have paired the corporate hexagonal grille with aggressive headlights and stylized fog lamps set low in the front fascia for an expressive face that flows easily into the hatchback’s side. Lines pull from the headlights into the hood and up the A-pillar for a cohesive look. Similarly, an athletic crease originates at the front fog lights and runs upward all the way to the vehicle’s tail lamps for a sense of motion.

A small up-kick in the C-pillar and a sloping roof line protect the five-door from looking overly boxy or cumbersome, and our tester came with attractive 16-inch alloy wheels shod in low-rolling resistance rubber. The rear of the vehicle offers a large, attractive valance with inset reflective markers, while tall taillamps skirt a narrow-ish hatch. The back glass has been kept somewhat small for our tastes, though a roof-mounted spoiler is standard on all models. The design is clean and well-executed on the whole, though the center-mounted latch handle looks like an afterthought.

Hyundai offers the 2012 Accent with three interior colors – beige, gray and black. Our tester came in the darkest of that trio, though we’d pick the two-tone beige option if it were our name on the dotted line. Regardless of color, the upper dash is drawn with sweeping lines that flow downward toward the thin center stack and shift lever. It’s a good look that strikes us as more mature (if traditional) than competitors like the upcoming Sonic or even the Fiesta. Hyundai hasn’t shied away from using hard plastics on the dash and waterfall, though the pieces don’t feel cheap or easily-scratched. Instead of lacing the pieces in a faux-leather grain, the automaker opted for an attractive raised check pattern. We like it.

Controls for the stereo, heating and cooling are second-nature and easy to navigate without relying on an overly complicated array of buttons. We’re looking at you, Ford. Behind the rear hatch, the 2012 Accent delivers 21.2 cubic feet of cargo room with the rear seats up, which is more space than significantly larger and more expensive vehicles. For reference, the 2011 Subaru Impreza hatch and 2011 Mitsubishi Lancer Sportback serve up 19 and 13.8 cubic feet of cargo area, respectively, while the 2011 Toyota Matrix lands at 19.8 cubic feet. Fold the Hyundai’s seats down and you’ll be met with an even more impressive 47.5 cubic feet of room.

Buyers will be able to choose from three trim levels on the Accent. Four-door models are relegated to GLS spec, while the five-door hatch can only be had in slightly better equipped GS and SE guises. Our chariot came swaddled in the latter, which includes a rash of equipment. A six-speaker sound system with XM satellite radio, MP3 capability and iPod connectivity are standard as are USB and auxiliary jacks as well as Bluetooth hands-free calling. Power windows, doors and locks are part of the recipe, as is a leather-wrapped, multi-function steering wheel and a matching shift knob.

Hyundai has also included the kind of safety tech we’ve come to expect from every automaker, including active front headrests and enough airbags to raise the Bismarck. Front, front side impact and side curtain supplemental restraints are all standard along with traction control and electronic stability control.

Under the hood, the 2012 Accent rocks a direct-injection 1.6-liter four-cylinder engine good for 138 horsepower at 6,300 rpm and 123 pound-feet of torque at 4,850 rpm, while delivering 30 miles per gallon in the city and 40 mpg on the highway in every configuration. For the record, that’s 18 more horsepower than the Fiesta. In fact, the Accent will be the most powerful vehicle in its class until the 2012 Chevrolet Sonic touches down later this year. (The Bowtie hatch packs the same horsepower when equipped with an optional turbocharged four-cylinder engine, but 25 more lb-ft of torque.)

Even so, the Accent holds an impressive fuel economy advantage over its rivals, besting the Honda Fit, Mazda2 and Toyota Yaris by seven, five and four mpg highway, respectively, when equipped with a manual transmission. That gap narrows somewhat when the Fiesta is optioned with its six-speed dual-clutch transmission. In that configuration, the Fiesta only falls to the Accent by two mpg highway.

Hyundai has pulled no engineering punches when it came to fuel economy on the Accent, starting with its engine. Engineers translated many of the lessons gleaned from the development of the company’s turbocharged 2.0-liter and naturally-aspirated 2.4-liter four-cylinder powerplants. Along with direct-injection, the tiny four-pot boasts dual continuous variable valve timing, an offset crankshaft to decrease friction losses, a variable intake system and electronic throttle control.

The Accent also makes use of a slew of other fuel-saving technologies, including electric power steering, an alternator management system and low-rolling resistance tires. All told, the 2012 Accent is a whopping 18.1-percent more fuel efficient than its manual transmission-equipped predecessor.

Given the Accent’s focus on fuel economy, we expected a somewhat limp driving experience, and while this isn’t the sportiest vehicle in the segment (hello, Mazda), we weren’t disappointed by the hatchback’s acceleration, handling or on-road manners. With a MacPherson strut suspension up front and a torsion-beam rear, the five-door delivers a comfortable ride both in city driving and on the highway. The environment behind the wheel is quiet and stable without the jitteriness of most short-wheelbase subcompacts, and the six-speed manual transmission of our tester was easy to row. The clutch is a bit light and vague, but it provides a progressive release that makes for an easy commuter.

While full power comes on fairly high in the rev range, this isn’t a vehicle that enjoys a flogging. The 1.6-liter four-cylinder isn’t a particularly quick-revving mill, and its mpg-minded rubber doesn’t provide enough grip for any serious corner carving. On the plus side of the ledger, with a curb weight of 2,430 pounds and one of the best power-to-weight ratios in the class, the Accent made sure we never felt like we were going to be run down by traffic – jumping up to highway speed from an on-ramp takes little effort.

The Accent is also the only car in the subcompact segment to boast disc brakes at all four corners as standard equipment, and as a result, Hyundai says it only takes around 138 feet to stop from 60 miles per hour. The Ford Fiesta, meanwhile, soaks up around 159 feet of asphalt before coming to a stop. We imagine that the Hyundai would fair even better with some stickier rubber.

The 2012 Accent five-door equipped with a six-speed manual transmission will hit your wallet for $12,445 plus a $760 freight charge when it hits dealer lots by July. That’s $1,290 less than the equivalent 2012 Chevrolet Sonic and $795 less than the 2011 Ford Fiesta while offering better fuel economy and more power than both base models. Hyundai says that the most expensive buildable Accent will carry a price of $16,795, and our well-equipped tester tipped the scales at $15,830 including destination charge.

So where does the Accent fit in the increasingly crowded subcompact spectrum? Based on this first drive, the new Korean hatch has all the makings of one of the best all-around vehicles in the segment. With plenty of power, space and fuel efficiency in a low-cost package, Hyundai has hit all the right notes. Now, about a sporty version…

What price the sun? That’s the question Fiat is asking potential buyers of its new 500C. All else remaining (mostly) equal, would $4,000 come between you and the chance to have bright, unfiltered Helios riding shotgun? Or, using forty Benjamins to mark your steps, would you gladly throw the money down and do a Tarantella from the $15,500 Fiat 500 to the $19,500 Fiat 500C?

While logic doesn’t own a car in this segment, we can say this: Having spent an afternoon whooping it up in the 500C through the winding lanes of upstate New York, wallet aside, when compared to the hardtop model, the 500C is all gain and just a pinprick of pain.

Let’s set the scene by returning to that statement about logic. Specifically, its absence. Trawling the comment sections of various web sites, it’s common to find people deprecating the 500C’s price. And to some extent, that surprises. The $19,500 Fiat 500C has two additional seats and a whole lot more cargo room than the $23,110 Mazda MX-5 Miata, and the primary complaint about the Miata is that it’s “gotten so big.” Think on that for a moment. The “largest” issue about a ladybug-sized two-seater is that it’s grown (marginally, at best), but for some reason, the $3,610-less-expensive 500C – which gets better gas mileage – has been priced by rogues and blackguards. The Mini Cooper Convertible is $6,055 more than the Fiat. The Fiat is a smaller car and feels smaller inside than the Mini, but in a number of metrics, it actually has more interior space. Yet the Mini is most often dinged not for its price, but… for not having enough space.

The runabouts in this segment have little overt interest in logic, so they don’t take straight shots at the price line. Nevertheless, the segment works, so it’s in Fiat’s favor to portray the 500C as an unqualified bargain.

It is true, though, that the 500C is not exactly a convertible – the firm gave the 500 hatch a
reverse mohawk (Nohawk? Hawkmo?), making it more than a targa, less than a full-on droptop. Instead of calling it the 500 Cabrio, it should really be called the 500 Sunshine.

There are 53 pounds separating the Cabrio from the hatch, due to the top mechanism, bracing in the new windshield header and brackets between the rear wheel housings and underbody, along with thicker C-pillars and a spar under the parcel shelf. Yet because it’s more like an altered 500 than a topless Cinquecento, the 500C doesn’t take an axe to the body of qualities we like about the hatch. You can truly use the hardtop as a base for figuring out if you want to spend the extra money. Until you put the top down, the 500C barely looks any different than its sibling from the outside, and even inside, the two-layer top, which isn’t trussed-up with external ribs or bracing, doesn’t distort the experience.

Press the ‘open sesame’ button once and the top slides back to the Spoiler position, gathered at the top of the C-pillar. A wind deflector stands at raked attention from within the trough of the windshield surround, projecting beyond and eliminating buffeting. Push the button again and the top slides all the way open, gathering in folds above the rear parcel shelf. You can then pull the wind deflector down and latch it in place with a plastic slider. Even with air flowing all the way through the cabin, the two front seats remain serene enough for conversational tones and phone calls. Rear visibility, on the other hand, does take a hit thanks to the top stack: You can make out the color of the roof of the car behind you, but not much else. It’s not bad at all, though. You can see there are cars behind and the two-piece driver’s side mirror has an acutely convex outer unit for additional blind spot visibility.

The sliding top also gets major points for functionality. You can open it all the way up while driving at speeds up to 50 mph, and if you just want to get to Spoiler, you have that power up to 60 mph. You can stop it at any point along the track by pressing the ‘open’ button again. If you want to access the 5.3 cubic feet of trunk space when the top is all the way open, tap the trunk release and the top slides up to the spoiler position, then the trunk unlatches. You have to press the ‘open’ button again to get the top back down. Closing is a two-touch affair, with the top stopping automatically a few inches from complete closure so that you can get your – or your child’s – fingers out of the way. (Scroll down and watch the Short Cut video below to see how it all works).

The minuscule weight increase allows the manual-transmission-equipped 500C to remain in the same test weight class as the hatch, maintaining the same fuel economy ratings of 30 miles per gallon in the city, 38 on the highway and 33 combined. The automatic transmission moves up a class, so while the auto-equipped hatchback is rated 27 city, 34 highway, the Cabrio is rated 27 city, 32 highway and 29 combined.

We’re only guessing, but it’s possible that the 500C’s sliding roof arrangement has been used not only to evoke the 1957 Cinquecento, but to keep from burying the efforts of the 1.4-liter MultiAir Turbo under the additional stiffening a traditional convertible would need. You get 101 ponies and 98 pound-feet to pull 2,416 pounds (that’s the manual – the automatic is 2,486 pounds), and they work hard – and you will, too – to do it. Peak horsepower doesn’t arrive until you’re 400 revs shy of the 6,900-rpm redline, while peak torque shows up at a much-more-decent 4,000 rpm. Keep matters above 3,500 rpm if you want to feel the spirit, and even on the highway, you’ll need to drop down to third, not fourth, for any menacing incline.

On the other hand, the driving experience is unchanged, and the best way to describe it is “Weeeeeee!” That was the punctuation used by my co-driver – twice – when making passing maneuvers on the George Washington Bridge, and the utterance is perfectly applied. In a rare case of the U.S. getting a sportier suspension than our Euro brethren, the independent Machperson struts with a stabilizer bar up front and twist beam, coil-spring rear suspension give the 500C a surprisingly supple ride. After bouncing around in a minivan over New York City’s Cambodian roads, the 500C’s manners were comparatively gracious and forgiving. And not only does it smooth out even sharp, nasty bumps, but when the curves come a-callin’ it settles in gamely for vigorous vectoring. The Sport button makes a noticeable difference in throttle response and steering, but when you’re at eight-tenths in standard mode, going to 8.4-tenths is a difference in degree, not kind.

That brings us back to the competition. Fiat brought a Mini Cooper S Convertible for some back-to-back action, and when it comes to NVH, ride and handling the 500C takes the Mini to the woodshed, gives it a pasting and steals its lunch money. And its girlfriend.

Fiat says the 500C “delivers leading interior sound quality (quietest at 45 mph, 70 mph and lowest powertrain noise).” We can’t verify the exact numbers, but driving both cars (equipped with auto ‘boxes) on the same stretch of road, it’s immediately and achingly apparent which one is superior; the Fiat made more engine noise under acceleration, but once at cruise was hushed. The Mini’s exhaust droned into the cabin when at constant speed, and even with the top up the rear danced around like the latter half of one of those two-man horse costumes. Traversing an ill-paved expansion joint that had turned into an expansion canyon, the Mini crashed over it while the 500C produced a muted ‘thump-thump.’ Let’s be honest, though – the Mini pays a price for being a true convertible and nearly 400 pounds heavier. But if you want to talk about ride, the conversation is already scripted.

The only misgiving we had about the 500C was the interior on the Pop trim (the entry-level spec), and in case you forgot, it’s $6,055 less dear than the Mini. It isn’t that the Mini is less plasticky, it just does much better things with plastic, which we’d expect. The bigger issue is that other cars costing $19,500, or less, also do much better things than the 500C. The interior looks great in photos and from ten feet away, but to sit in it is to experience the least cute thing about the car. Still, it’s the same interior as in the hatch, so if you like that then you’ll like this.

Later in the day, we spent an hour in the top-tier Lounge trim – the Cabrio doesn’t offer the hatchback’s Sport trim – and although it appeared that Kanye West got hold of the Ivory dash palette of the $26,050 tester, its embellishments raise the bar nicely. The big seats aren’t hugely bolstered, but have just the right firmness for long-term comfort; they’re the same units as in the Pop, but trimmed in leather (a cost option) they look properly stylish. In addition to the extra gear that comes standard on the Lounge, like climate control and the Bose premium sound system, it just looks like we’d want this car to look. If you can find the extra $4,000 to spend, you should spend it here.

Speaking of options, we didn’t keep track of how many times we heard or read the word “personalization,” but it got thrown around like AR-15 rounds on ‘free fire.’ Offering 14 exterior colors, three cloth top colors, 12 interior options, 21 graphics packages and 50 accessories, there are 500,000 unique possibilities for your 500C. That’s one of the things buyers in the segment have come to expect, but it’s also a lure for those who are still wary of a new brand with a new car in a new land. Fiat sweetens the bait with its Forward Care program that provides a four-year/50,000-mile bumper-to-bumper warranty, four years of unlimited roadside assistance, and a three-year/36,000-mile maintenance program that includes wear-and-tear items and trip-interruption reimbursement. That’s a long-winded English translation of Fiat trying to say, “You can’t lose.”

The Fiat 500 has that whole ‘cute’ thing positively nailed. The 500C holds on to the best of the hatch, and in making the sun god your co-pilot, it swings another impossibly cute hammer at another impossibly cute nail. The long-term prospects will be for time to decide, but our quick assessment is that Fiat’s pretty close. As far as we can tell, the only thing you have to lose is your toupee.

[source: autoblog]

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Volkswagen has officially announced pricing for the company’s 2012 Passat. Buyers will be able to jump into the mid-size sedan for as little as $19,995 (*plus $770 in destination charges). At that price, you can expect to be met with a 170-horsepower, 2.5-liter four-cylinder engine and a five-speed manual transmission riding on 16-inch steelies. Dual-zone climate control, Bluetooth connectivity and a host of other gadgets are standard equipment on the base model, though customers can step up to SE trim for $23,725 plus delivery. The extra coin will net buyers an eight-way power adjustable seat, flashy 17-inch alloys and a leather-wrapped steering wheel, among other kit.

But here’s the only number we want to know: VW will politely ask for $25,995 plus delivery for the Passat TDI, complete with its 2.0-liter, turbocharged four-cylinder engine and up to 43 mpg highway. That’s just $200 more than the Hyundai Sonata Hybrid.

Finally, 3.6-liter V6-equipped vehicles will start at $28,995. There are just 16 buildable configurations for the Passat, and each engine choice is available in three trim levels: S, SE and SEL.

PRESS RELEASE:

ALL-NEW 2012 VOLKSWAGEN PASSAT STARTS AT LESS THAN $20,000

Model
Price
Features
2.5L – S (man)
2.5L – S w Appearance
(auto)
$19,995
$22,690
16″ steel wheels, six-speed manual transmission, Automatic dual-zone climate control, power locks & windows, body color mirror and door handles, Bluetooth connectivity, steering wheel audio controls, 8-way manual driver seat, center armrest w/integrated storage box
+ Six-speed automatic transmission, 16″ alloy wheels, rear center armrest w/storage
2.5L – SE (man)
2.5L – SE (auto)
2.5L – SE w Sunroof
2.5L – SE w Sunroof/Navi
$23,725
$24,825
$25,625
$26,795
17″ alloy wheels, V-Tex leatherette, 8-way power driver seat, heated front seats, touchscreen Premium VIII radio, Multi-Function leather-wrapped steering wheel, aluminum trim dash and middle console, exterior chrome window trim, sliding front center armrest
+ Six-speed automatic transmission
+ Sunroof
+ RNS 315 Navigation with Mobile Device Interface (MDI)
2.5L – SEL
2.5L – SEL Premium
$28,395
$29,895
+RNS 510 Navigation, Fender Premium Audio System, Homelink, comfort sport seats, interior chrome accents, wood grain interior décor, exterior chrome accents
+ leather seating surfaces, keyless access and remote start, fog lights, driver seat memory, 8-way power passenger seat
TDI – SE
$25,995
17″ alloy wheels, V-Tex leatherette seating, 8-way power driver seat, heated front seats, touchscreen Premium VIII radio, Multi-Function leather-wrapped steering wheel, aluminum trim dash and middle console, exterior chrome window trim, sliding front center armrest.

The 2012 Hyundai Genesis sedan is hitting dealer lots as you read this, and pricing has officially been set at $34,200, not including $850 for destination and delivery. The facelifted Genesis four-door was unveiled at the 2011 Chicago Auto Show, and though it received a minor facelift and some other small interior changes, the big news for the 2012 model year is what’s under the hood.

That $34,200 price point corresponds to the base Genesis 3.8 sedan, which now uses a direct-injected 3.8-liter V6, rated at 333 horsepower and 291 pound-feet of torque – gains of 43 and 27, respectively, versus the 2011 model. A new eight-speed automatic transmission is also on tap, meaning the Genesis 3.8 will achieve up to 29 miles per gallon on the highway.

Moving up in the range, the Genesis 4.6 – $44,500 – also gets an eight-speed automatic transmission, though its V8 engine remains largely unchanged. Power ratings carry over from 2011 – 385 hp and 333 lb-ft of torque.

The 4.6 used to be the range-topping Genesis, but for 2012, Hyundai has introduced the new 5.0 R-Spec model, which, as its name suggests, is fitted with the automaker’s brand new 5.0-liter direct-injected V8. Paired with an eight-speed automatic transmission, the Tau 5.0 is good for 429 hp and 376 lb-ft of torque, while still returning 16/25 mpg city/highway. The R-Spec model also features unique 19-inch wheels, sportier suspension tuning and more aggressive appearance updates. The top-shelf Genesis retails for $46,500.

PRESS RELEASE:

The 2012 Volkswagen Passat is facing a kind of perfect storm of skepticism from long-time fans of the brand. Volkswagen has wasted no chance to tell the world that the company’s newest sedan will be custom-tailored to the American market, with styling and packaging tweaks designed to set the vehicle apart from its European counterpart. If that weren’t enough, the new North American Passat will also carry the distinction of being the first VW product to be built at the automaker’s brand-new assembly plant in Chattanooga, Tennessee.

VW fans have always embraced the German flavor of their vehicles, but as the company pushes toward its (massively ambitious) goal of selling 800,000 units per year by 2018, we can expect to see more market-specific products in our neck of the woods. That trend kicked off with the 2011 Jetta – a vehicle that sacrificed interior materials and suspension refinement to meet a lower price point while growing larger to accommodate American tastes.

Does the Passat share a similar fate? When the sedan first debuted at this year’s Detroit Auto Show, it came packing a host of styling cues lifted directly from the smaller Jetta. That lead many onlookers (ourselves included) to conclude that in creating its new mid-sized sedan, Volkswagen had simply supersized the Jetta.

There’s no denying that the 2012 Passat is cut from the same design cloth as the 2011 Jetta. In fact, when the two vehicles are parked next to one another, it takes a keen eye to distinguish between the two. That’s thanks in no small part to the fact that Volkswagen has slathered its new familial nose over the fascia, hood and fenders of both vehicles. The look is right at home on the larger Passat, with its slightly aggressive headlights, three-bar grille and scowling hood. Along the sides of the vehicle, a new crease runs from stem to stern just below the window sills.

The rear of the vehicle is adorned with taillamps that do a smart job of integrating both that crease and additional body lines. While the overall aesthetics of the Passat’s exterior is conservative compared to offerings like the Hyundai Sonata and Kia Optima, the overall effect is incredibly cohesive. Nothing seems tacked on. Instead, the exterior seems to be the product of a singular vision with a focus on getting the details right. No matter where your eyes rest, they’re bound to fall on a line that runs nearly uninterrupted around the entire vehicle. It may not raise anyone’s pulse, but in the flesh, the four-door carries itself well.

Base models wear 16-inch steel wheels with plastic covers, though 16-, 17- and 18-inch alloy rollers are also available depending on the trim specification. The options are somewhat smallish by today’s standards, but larger sizes look sharp enough rolling down the road.

Indoors, we were happy (relieved?) to find a cabin that has lost very little of its German flavor on its way to the States. While the Jetta swapped most of its softer dash and trim components for well-grained but cheap-feeling plastics, the Passat has held onto higher-quality materials, at least in the places that matter most. The upper portion of the dash is clad in soft-touch goodness, though everything below the copious amounts of faux wood-grain trim is treated to the harder stuff. Still, touches like a leather-wrapped steering wheel in higher trims and excellent seating surfaces go a long way toward making the cabin feel like a quality space. Volkswagen said that it specifically wanted to focus on the vehicle’s touch points – that is, where your body actually makes contact with the cabin – and that work has paid off.

For 2012, Volkswagen has built almost four additional inches into the Passat, and most of that length has found its way into the rear foot well. Rear passengers are now treated to 39.1 inches of legroom, which is nearly a full inch more than the Toyota Camry and almost two inches more than the Honda Accord. For drivers with kids, that translates into miles of motoring bliss without feeling Junior kicking you in the back from his car seat. It also means that even the jolliest of green giants can fit in the back without feeling cramped.

One of the biggest highlights of the 2012 Passat interior is its sound system. Volkswagen teamed up with Fender to create a nine-speaker audio system that pushes 400 watts of power. We aren’t certified audiophiles, but to our ears, the stereo is capable of besting anything else in the segment. While an integrated subwoofer is part of the kit, the bass is never overbearing. Instead, deeper tones are nearly seamlessly integrated into the music. The system is standard on SEL models and optional on both S and SE trims.

Volkswagen has worked to slim its option sheet to just 16 buildable combinations down from 128 possibilities, and as a result, long-time Passat fans will find a few notable omissions. Buyers will no longer be able to enjoy a wagon version of the vehicle. Likewise, 4Motion all-wheel drive is nowhere to be found. Volkswagen admits it deleted those options to make ordering easier on both dealers and buyers and to focus its products where American shoppers spend the most money. Additionally, the 2012 Passat is only available with three engines. Those include a 2.5-liter gasoline five-cylinder with 170 horsepower and 177 pound-feet of torque as well as a 3.6-liter gasoline V6 with 280 horsepower and 258 lb-ft of twist.

The Passat will also be available with a 2.0-liter turbocharged diesel four-cylinder with 140 horsepower and 236 pound-feet of torque. That means this four-door is the only sedan in the mid-sized segment available with an oil-burning engine under its hood, a move that wins it all sorts of points in our book.

The smaller of the gasoline engine options will be available with either a six-speed automatic transmission or a five-speed manual gearbox, while the larger V6 can only be had with the dual-clutch cog-swapper. We’re happy to report that Volkswagen has left some quirkiness in the Passat line by offering the 2.0 TDI engine with both the DSG and a six-speed manual option.

You can probably guess which we’d opt for.

We were able to spend time in both a 2.5-liter, automatic-equipped Passat and its 2.0-TDI, DSG counterpart in mixed driving. Though the big German sedan weighs in between 3,300 and 3,400 pounds depending on engine and transmission choices, neither engine has a particularly hard time moving the Passat in any conditions. The five-cylinder gasoline engine offers similar power to four-cylinder options in both the Camry and Accord, and as such, there’s enough grunt on hand to keep the vehicle on pace with the rest of traffic. The six-speed dual-clutch transmission offers quick, smooth shifts with excellent logic for choosing the right gear at the right time, though expect to downshift a gear or two for long grades or quick acceleration.

VW says that while the EPA hasn’t finished its fuel economy evaluation for the Passat, the company expects the 2.5-liter powered sedan to see 21 miles per gallon in the city and 32 mpg on the highway in manual guise and 22 mpg city and 31 mpg highway with the autobox of our tester. Those numbers put the base entry around three mpg behind the Hyundai Sonata on the combined scale and 1.5 mpg behind a comparably equipped Honda Accord.

Of course, if fuel economy is your concern, the 2.0-liter TDI is the engine to have. While down on horsepower compared to the larger-displacement gasoline engine, the four-cylinder lump kicks out a walloping 59 more pound-feet of torque. As a result, the TDI-equipped Passat feels and drives like a sedan you want to spend time in. The 2.5-liter plays Justin Bieber to the diesel four-door’s Barry White – both are plenty successful, but after a while, you only really want to listen to one of the two.

As in other applications, all that torque comes on at a low 1,750 rpm, which means you’re rewarded with an addictive amount of low-end grunt that pulls with a vengeance. As in the Jetta TDI, the 2.0-liter engine is quiet both inside and out, producing marginally more engine noise than its petrol counterparts. If this is beginning to read like a love letter to the little oil-sucker, it’s not by mistake. All told, VW expects to see 31 mpg city and 43 mpg highway for a total of 37 mpg combined. Remarkably, those are all better numbers than the official ones for the smaller 2011 Jetta TDI, which scores 30/42/34 mpg from the EPA. We encountered just over 40 mpg combined during our time behind the wheel of the Passat TDI.

If there’s a downside to going diesel, it lies in the fact that the Passat requires a urea exhaust additive to combat particulate emissions. The automaker says that the special tank only needs to be filled every 10,000 miles, even though the vehicle can theoretically make it 50,000 miles before running dry.

Unlike the Jetta, the Passat still comes with a four-link independent suspension out back, which, while more expensive to manufacture, makes for an incredibly solid-feeling vehicle no matter the condition of the pavement. Volkswagen turned us loose on a lengthy jaunt through Tennessee that covered everything from highway stints to twisting mountain passes and small-town traffic, and the suspension nearly delivered the coveted Goldilocks sweet spot of not-too-harsh, not-too-soft driving. Pavement imperfections were dispatched with just a little more float than we’d like, though understeer and body roll were both kept to a minimum in more athletic circumstances. This is a family sedan, after all.

Volkswagen hasn’t announced pricing for the 2012 Passat just yet, but the company says that it’s aiming for a price point in the low-$20K range with topped-out models landing in the lower- to mid-$30K range. Those numbers would be in line with the Honda Accord, which starts at $21,180 without destination, though they sit a good bit north of metal like the Toyota Camry at $19,820 and Hyundai Sonata at $19,395. The last Passat carried a base MSRP of $26,995 in 2010, though given the German automaker’s recent insistence on being price competitive, we wouldn’t be surprised to see the 2012 model land well below that figure.

Exactly where the company plans to price its newest sedan will play heavily on how successful it manages to be in a segment that’s fiercely competitive. Thanks to reworked machines from Korean and domestic manufacturers, big players from Nissan, Honda and Toyota have found themselves defending their respective thrones in America. The 2012 Passat underscores the fact that Volkswagen plans to be a legitimate player in this fray for the first time in the nameplate’s history – even if not every brand purist chooses to go along for the ride.

[source: autoblog]

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