Jalopnik: 2010

BMW, Toyota Don't Make IIHS 2010 Top Safety List

Matt Hardigree — Wed, 18 Nov 2009 00:00:01 EST

This year, people aren't thinking about buying a car the IIHS considers one of the 27 safest for 2010. They're thinking about pink slips, erectile dysfunction, and suicide. According to the IIHS, these people should buy Toyotas and BMWs.

Though BMW and Toyota aren't the only major automaker to not make the list of 27 vehicles, they're the most notable considering Chrysler managed to get four vehicles on the list and Volvo managed the same despite having belts on their XC60 disengage in a side-crash.

Click on the thumbs in this gallery and you can see the full list of IIHS-ordained cars in each category. For the most part, it's a sign of the cars you're least likely to want to drive. For instance, they explicitly exclude the WRX and SI versions of the Impreza and Civic.

27 winners of 2010 TOP SAFETY PICK award; new requirement to win is good rating for protection in rollovers 
ARLINGTON, VA - Nineteen cars and 8 SUVs earn the Insurance Institute for Highway Safety's TOP SAFETY PICK award for 2010 For the first time, good performance in a roof strength test to measure protection in a rollover is required to win. TOP SAFETY PICK recognizes vehicles that do the best job of protecting people in front, side, rear, and now rollover crashes based on good ratings in Institute tests. Winners also must have electronic stability control, which research shows significantly reduces crash risk. This is the second time the Institute has tightened criteria since announcing the first recipients in 2005.
Subaru is the only manufacturer with a winner in all 4 vehicle classes in which it competes. This automaker earns 5 awards for 2010. Ford and subsidiary Volvo have 6 winners, and Volkswagen/Audi has 5. Chrysler earns 4 awards, continuing a recent trend of improving the crashworthiness of its vehicles. Two new small cars, the Nissan Cube and Kia Soul, join the TOP SAFETY PICK list for 2010.
"With the addition of our new roof strength evaluation, our crash test results now cover all 4 of the most common kinds of crashes," says Institute president Adrian Lund. "Consumers can use this list to zero in on the vehicles that are on the top rung for safety."
Good rollover ratings: A new requirement for strong roofs winnows the list of TOP SAFETY PICK winners from a record 94 in 2009. The addition of this criterion recognizes manufacturers with vehicles that provide good protection in rollovers, which kill more than 9,000 people in passenger vehicles each year. The first rollover ratings were released in March. Vehicles rated good have roofs more than twice as strong as the current federal standard requires. The Institute estimates that such roofs reduce the risk of serious and fatal injury in single-vehicle rollovers by about 50 percent compared with roofs meeting the minimum requirement.
"Cars and SUVs that win TOP SAFETY PICK are designs that go far beyond minimum federal safety standards," Lund points out.
Missing the mark: Not a single model from the world's biggest automaker by sales is represented among this year's winners. Toyota and its Lexus and Scion subsidiaries had a strong showing in 2009 with 11 winners but were shut out for 2010. Four other manufacturers whose vehicles have earned TOP SAFETY PICK in the past didn't have a qualifying vehicle for 2010: BMW, Mazda, Mitsubishi, and Saab. The Honda Accord picked up the award the past 2 years, but the 2010 didn't earn the required good roof strength rating to qualify (the roof is rated acceptable). The Ford Fusion is another midsize car that dropped off the list for the same reason.
"Honda and Ford would have to make only minor changes to achieve good ratings for roof strength, as the Accord and Fusion just missed the mark," Lund explains.
The midsize Toyota Camry would have qualified with good ratings, except for its rear crash evaluation. This car's seats and head restraints are rated marginal for protection against whiplash injury. A change to good would have earned the Camry a TOP SAFETY PICK for 2010. Other automakers have improved head restraints to win. For example, inadequate head restraints kept earlier Chrysler models from earning awards, but in 2010 the Chrysler Sebring, Dodge Avenger and Journey, and Jeep Patriot all earn good ratings and TOP SAFETY PICK. Likewise, General Motors upgraded the seats and head restraints in the Chevrolet Malibu to win.
Volvo glitch: The Institute identified a problem with the Volvo XC60 in the side test. A piece of plastic trim on the driver seat pushed against a service release button for the safety belt, which then detached from its anchor during the test.
"This would be a serious issue if it happened in a real crash, but it's not likely to happen and it's fixable," Lund explains. "Still, belts shouldn't come loose in a crash test. Volvo is fixing the problem so it won't be an issue with XC60 models produced after November 2009. TOP SAFETY PICK applies only to these modified XC60s."
Consumers who own 2010 XC60s already on the road should see their Volvo dealer for repairs, Lund advises.
Improved protection: Front and side impacts and rollovers killed 24,056 passenger vehicle occupants in 2008. Rear-end crashes usually aren't fatal but result in a large proportion of crash injuries. Neck sprain or strain is the most commonly reported injury in two-thirds of insurance claims for injuries in all kinds of crashes.
"In safety terms, we've come very far, very fast in just the past decade," Lund says. "When the Institute began conducting frontal tests for consumer information in 1995, few vehicles earned top ratings. Now almost all do. Most cars failed the side tests we added in 2003. Test results in that initial round were so bad we nearly broke our budget for repairing the crash test dummy, but now most vehicles ace the side test thanks to side airbags and stronger side structures. Factor in improved head restraints to protect against whiplash and electronic stability control to prevent crashes, and consumers are the clear winners."
Safety equipment is increasingly standard. Ninety-two percent of 2010 model cars, 99 percent of SUVs, and 66 percent of pickup trucks have standard side airbags with head protection. Electronic stability control is standard on 85 percent of cars, 100 percent of SUVs, and 62 percent of pickups.
"Now that roof strength is a priority, we think manufacturers will move quickly to bolster roofs to do well in our roof strength test. This means consumers likely will have more TOP SAFETY PICK choices for 2011," Lund predicts.
Keep in mind vehicle size and weight, he adds, because larger, heavier vehicles generally afford better protection in serious crashes than smaller, lighter ones. Even with a TOP SAFETY PICK, a small car isn't as crashworthy as a bigger one.
The Institute awarded the first TOP SAFETY PICK winners to 2006 models and then raised the bar the next year by requiring good rear test results and electronic stability control as either standard or optional equipment. Early this year the Institute alerted auto manufacturers to the new criteria for roof crush and asked them to nominate candidates for testing.
How vehicles are evaluated: The Institute's frontal crashworthiness evaluations are based on results of 40 mph frontal offset crash tests. Each vehicle's overall evaluation is based on measurements of intrusion into the occupant compartment, injury measures recorded on a Hybrid III dummy in the driver seat, and analysis of slow-motion film to assess how well the restraint system controlled dummy movement during the test.
Side evaluations are based on performance in a crash test in which the side of a vehicle is struck by a barrier moving at 31 mph. The barrier represents the front end of a pickup or SUV. Ratings reflect injury measures recorded on 2 instrumented SID-IIs dummies representing a 5th percentile woman, assessment of head protection countermeasures, and the vehicle's structural performance during the impact.
Rear crash protection is rated according to a two-step procedure. Starting points for the ratings are measurements of head restraint geometry - the height of a restraint and its horizontal distance behind the back of the head of an average-size man. Seat/head restraints with good or acceptable geometry are tested dynamically using a dummy that measures forces on the neck. This test simulates a collision in which a stationary vehicle is struck in the rear at 20 mph. Seats without good or acceptable geometry are rated poor overall because they can't be positioned to protect many people.
In the roof strength test, a metal plate is pushed against 1 side of a roof at a constant speed. To earn a good rating for rollover protection, the roof must withstand a force of 4 times the vehicle's weight before reaching 5 inches of crush. This is called a strength-to-weight ratio. For an acceptable rating, the minimum required strength-to-weight ratio is 3.25. A marginal rating value is 2.5. Anything lower than that is rated poor.

Large Cars:
Buick LaCrosse
Ford Taurus
Lincoln MKS
Volvo S80

Midsize Cars:
Audi A3
Chevrolet Malibu built after October 2009
Chrysler Sebring 4-door with optional electronic stability control
Dodge Avenger with optional electronic stability control
Mercedes C class
Subaru Legacy
Subaru Outback
Volkswagen Jetta sedan
Volkswagen Passat sedan
Volvo C30

Small Cars
Honda Civic 4-door models (except Si) with optional electronic stability control
Kia Soul
Nissan Cube
Subaru Impreza except WRX
Volkswagen Golf 4-door

Midsize SUVs
Dodge Journey
Subaru Tribeca
Volvo XC60
Volvo XC90

Small SUVs
Honda Element
Jeep Patriot with optional side torso airbags
Subaru Forester
Volkswagen Tiguan

Motor Trend Car Of The Year: 2010 Ford Fusion

Ray Wert — Tue, 17 Nov 2009 13:40:00 EST

The newly-refreshed 2010 Ford Fusion was just named MotorTrend's Car Of The Year for 2010. Not a bad choice in our opinion as Ford's got the most money to spend on marketing. Also, the car's damn good.

The Other Ford SEMA Show Cars

Ben Wojdyla — Mon, 26 Oct 2009 17:15:00 EDT

Just because there'll be a slew of custom 2010 Ford Mustangs at SEMA doesn't mean the rest of Ford's lineup won't be represented. Some custom Taurus SHOs, Transit Connects, Fusions and Foci will also get the tuner-car treatment.

2010 Ford Taurus by Tommy Z Design
The Ford Taurus lends itself quite easily to the Superlux Youthful Styling and yet it remains sophisticated. Tommy Z embellished this great vehicle with his own classic VIP luxury style and components.

2010 Ford Taurus SHO by Mobsteel
The Ford Taurus SHO and Mobsteel are both committed to being anything but ordinary. So it's no surprise that the Taurus SHO by Mobsteel is one extraordinary vehicle. The trademark black-on-black Mobsteel paint job, custom fascias, and a host of trim touches and details give this 2010 Taurus SHO a tough menacing look, whether coming or going. And that's just the beginning, as this SHO has the goods both inside and out.

The bad boy rides on massive 22-inch Mobsteel forged two-piece wheels and super-low-profile Pirelli PZero Nero tires. A completely customized chassis with Air Runner front struts and Mobsteel adjustable rear air ride provide attitude to the max. The Magnaflow Performance cat-back exhaust and JL Audio equipment make this Taurus SHO sound as tough as it looks. (Ed. - We're actually really looking forward to this one and might try a visit to Mobsteel to take a spin.)

2010 Ford Taurus "Best of SHO" by MRT-Direct
MRT-Direct gives its signature classy touches to this Taurus SHO by adding subtle ground effect treatment, and a black cherry roof and custom vented hood. Increased performance is achieved through turbo system efficiencies, an exhaust upgrade, and wheel, tire and suspension modifications. The cabin is designed to be sporty and comfortable, while a Kicker sound system delivers the final beat.

2010 Ford Fusion Sport by Aaron Vaccar Signature Series
Young custom car designer Aaron Vaccar, most noted for his work with modern and sport compact vehicles, has taken his knowledge of next-generation styling and applied it to the new Ford Fusion Sport. Speed, style and sound – quite simply, this Fusion reveals that such a balance does exist in a sport-tuned street car. Upgraded with the thrills of a turbocharged motor, this Fusion now packs even more power to back up its stunning looks.

Noting that function needs to meet form, the entire audio and trunk enclosures have been designed to seamlessly integrate into the vehicle's styling and practicality. Tastefully mix the right combination of modifications, a bit of unique style combined with an already impressive platform, and what you get is this Aaron Vaccar Signature Series Fusion Sport.

2010 Ford Fusion Hybrid by M&J Enterprises
This Ford Fusion Hybrid by M&J Enterprises showcases a variety of eco-friendly accessories and aerodynamic parts. These range from air splitters to heat-reflective paint, window film and a vehicle data display. All items are either lighter in weight than the factory items, increase fuel economy or eliminate petroleum-based products. The data display helps increase the consumer's environmental awareness. The whole package delivers a desirable, eco-friendly Ford Fusion aimed at consumers who like to customize their vehicles and are concerned with environmental issues.

2010 Ford Fusion "T4" by MRT
This custom version of the fun, sporty, fuel-efficient Ford Fusion successfully combines the best of all worlds. MRT started with clever but subtle appearance changes to the exterior trim and paint. Next, they brought the same sport feel and style to the interior with revised seating and interior trim accents. The fun-to-drive factor is kicked up a notch with a single intercooled turbocharger and Street Performance coil-over suspension. To unleash the full potential of the awesome turbocharged powerplant, MRT skillfully exhaust-balanced the system with a high-performance stainless-steel Max-Flow™ h-pipe and back half exhaust system using the finest CNC Mandrel bend tube and high-flow components. The result is a system that delivers enhanced power and truly satisfying performance-car sound. Twenty-inch wheels and tires add a final touch to set off the look and give this Fusion an even smarter, sportier stance. On the inside, a kickin' audio system from Kicker provides the perfect balance of amped-up entertainment.

2010 Ford Transit Connect by Azentek and Grant Products
Azentek and Grant Products teamed up to build this unique "Travel Inn" Ford Transit Connect van. Designed for people who are always on the go, it comes complete with the Azentek in-vehicle computing and navigation radio, and a Concept DVD for watching movies. You can cook while tailgating with your mini pull-out kitchen and even sleep in complete comfort in the upper bunk bed. You also will drive in style with the Grant Products body kit, race-inspired steering wheel and GAC interior. The vehicle features 18-inch BBS wheels with a Winona PVD chrome finish and Bridgestone Firestone tires.

2010 Ford Transit Connect by Ford Vehicle Personalization
This 2010 Transit Connect was developed by the Ford Vehicle Personalization team and it features Genuine Ford Accessories, Ford Licensed Accessories and various personalization concepts. Inspired by West Coast beaches, the vehicle is presented in a soft anodized Metallic Gold exterior paint with a large energetic side graphic depicting young people playing sports and having fun on the beach. Various racks and carriers on the exterior secure your favorite outdoor gear.

The interior is the main focus of this custom Transit Connect, showcasing the flexibility of space in the cargo area and the ability to create a realm of personal use around this vehicle rather than strictly commercial/business usage. Shown with two seats, the cargo area will house an audio wall with a custom audio/video system, a skateboard rack displaying four skateboards and a rear-mounted LCD flip-out flat-screen monitor with video game console.

2010 Ford Edge "RallyE" by Santini Paint
Santini Paint, combined with the talent of Steve Stanford Design, has taken the Ford Edge crossover to a level of design utilizing influence from the old-school British racing era, tuner cars and a little rally car, so that this "soccer mom" grocery-getter becomes the "cool" car for the family. With a few inches out of the suspension, the big wheel and tire combination, 3dCarbon body kit, British Racing Green color and an asymmetrical competition stripe paint scheme with some interior accents added in, Santini's Ford Edge becomes a "Coolover."

2009 Ford Focus by FSWerks
In its constant search for more power, the FSWerks crew has taken a 2009 Ford Focus Coupe and pushed it to the edge. Utilizing many years of racing, fabricating and powertrain experience, this transformed Ford Focus is now pushing more than 500 horsepower, making it one serious track Focus.

2009 Ford Focus by Creations n' Chrome
Creations n' Chrome has taken green technology to the extreme with its 2009 Ford Focus. The exterior starts with an outrageous green chrome finish using Cosmichrome water-based spray-on plating technology, 3dCarbon Euro Series six-piece body kit and lightweight Work Emotion wheels. To increase engine efficiency and aerodynamics, an FSWerks turbo kit and H&R coil-over suspension are added. The interior was custom refinished from top to bottom with House of Color paint and custom Katzkin leather.

2010 Ford Flex by Falken Tire
Breaking the mold of cookie-cutter project vehicles on oversized chrome rims, Falken Tire has envisioned the perfect blend of traditional "lowrider" styling and a 2010 platform while utilizing today's finest full-size CUV, the Ford Flex. Rolling on 22-inch Falken S/TZ04 tires and wire- spoke Dayton wheels, this ride will surely earn the respect of everyone from old-school purists to new-age tuners. Break the mold and Flex Your Style.

New Body Kit Makes Your New Prius Look Nothing Like A Prius

Matt Hardigree — Tue, 29 Sep 2009 14:30:00 EDT

Did you buy a 2010 Toyota Prius and instantly realized it didn't look as much like a HSV GTS as you hoped? Japanese car tuner Tommy Kaira has the solution for you.

These are proposed tuning packages, though the quad exhaust is already available in Japan. The new trim will also include your choice of 18-inch wheels and, of course, a lowering kit. While being closer to the ground might actually reduce drag, we're not sure if the "aero" kits will actually be more aerodynamic than the stock setup.

[Tommy Kaira via Carscoop]

2010 GMC Terrain: First Drive

Ben Wojdyla — Fri, 18 Sep 2009 12:00:00 EDT

We were quite impressed with the 2010 Chevy Equinox on our first drive, but what about its platform-mate, the controversially-styled 2010 GMC Terrain? It's both more butch and expensive, but does it offer any substance over the Chevy? Not really.

Let's get the lingering question out of the way: Is there any difference mechanically? In a word, no. The only difference as far as the vehicle is concerned is the suspension tuning required for the 19 inch wheels not available on the Equinox. Other than that the Equinox and Terrain are identical. Same engine packages: 2.4-liter four-cylinder engine with 182 HP mated to a six speed auto with an electric power steering rack and shockingly achievable 32 MPG; same 3.0 liter DI V6 good for 264 HP and mated to a six speed transmission, etc. The same all-wheel-drive system as the Equinox can be had with both engines.
The options list includes leather, navigation, dual pop-up rear-seat DVD players, power programmable lift-gate, sunroof, a 40 gig hard drive, iPod integration, and 17, 18, or 19 inch wheels, based on trim level.

Those big wheels are at the root of one of the only dynamic differences in the vehicle as well. Like the Equinox, the Terrain is competent over all road surfaces and handles well on corners of all shapes and sizes. Understeer is moderate when you overcook a corner, but if you're so inclined you can induce oversteer by lightening up the rear end with the brakes. Of course there won't be a lot of soccer moms hitting the track with this car, but in daily use it's just a little stiffer over bumps with the big wheels than the Equinox. Acceleration is the same; the 2.4 liter can squeal the tires off the line but loses pep through the mid range, though it's adequate for the vast majority of appliance drivers. The V6 does offer some decent grunt, but we'd be lying if we didn't want to see the 2.0 liter turbo Ecotec dropped in that engine bay. Since this is a GMC, we'd be remiss in leaving out the tow ratings of 1500 lbs and 3500 lbs for the I4 and V6, respectively fine for most weekend jobs, but bigger loads will require bigger trucks.

Feeling the deja vu? You should. There's no equipment you can get on the Terrain that you can't get on the Equinox. What the Terrain offers has more to do with its personality. First and foremost is that exterior-that massive grille is the first full implementation of the new GMC face, first seen on the GMC Denali XT concept at last year's Chicago Auto Show. It's certainly polarizing, drawing equal parts love and hate, but it's definitely distinctive. The controversial styling extends down the sides as well, with extremely squared off wheel-well arches and pronounced, almost cartoonish fender flares. However, the side glass is something we think everyone can get behind, with sharp chrome surrounds giving the glass a clean, defined look. We have to admit to liking it when done up in the black with the 18 inch polished wheels, but the chrome wheels are a little much.

Inside there's not much in the way of unique styling. The dash gets considerably higher-quality soft-touch material that's stitched together with nice contrasting red thread, complimented by the red accent and interior lighting, all differentiated from the blue of the Equinox. Seats are shared between both models, with the excellent mid-level cloth seats again taking the cake for comfort, grip, and styling. Rear seat passengers enjoy limo-like leg room with the sliding rear seat in he back position, and the bench is plenty comfortable for even the longest trips. There is a bit of news, as GM representatives let us know there was a Denali version coming along, so expect a garish front grille, a significantly upgraded interior with wood and aluminum trim, and unique wheels and exterior trim pieces.

And that's kind of the modus operandi of the Terrain: appealing to a different buyer than the Equinox. Where the Chevy is sort of soft-looking and inoffensive, the Terrain is a louder, more look-at-me vehicle. It can be had with more chrome than any GM vehicle in recent memory, and decked out in a suit of black, it looks pretty dang sharp. Just because it might not be our flavor doesn't mean it won't find a strong audience of buyers. Add that it's base price is only $1800 higher than that of the Equinox primarily due to standard backup camera, floor mats, tint, fog lights, and USB integration, it's not that bad of a deal either. If this product came out first, we'd be shouting its merits as we did with the Equinox, but while it has everything which makes that product so good, it's only claim to fame is styling and a softer dash. The value proposition is still there, but the necessity is hard to argue. It's a great compact SUV, no question there. It's just not any greater than the Equinox.

800 HP Brabus E V12: Lord Vader, Your Clichéd Headline Is Ready

Wes Siler — Tue, 15 Sep 2009 06:15:00 EDT

This twin-turbo Brabus E V12 uses 800 HP, 1047 Lb-Ft and 230 MPH to justify a wild bodykit, faired rear wheels and a clear hood. We bet it'd kick a CTS-V's ass around Laguna.

All that, especially the clear hood, makes the E V12 the fastest production sedan in the world. Damn, we wish this had bee around when we threw down our challenge to Bob Lutz last week.

Well, we use the term "production" lightly. While Brabus is an officially certified vehicle manufacturer and this is categorized as a unique model (despite being based on the non-AMG 2010 Mercedes E-Class), there'll only be 10 of these ever made. Still, we bet it'd spank a CTS-V around Laguna.

Press release:

BRABUS E V12 "one of ten"

The World's Most Powerful High-Performance Sedan

800 hp (788 bhp) / 588 kW, 1,420 Nm (1,047 lb-ft) and a Top Speed Over 370 km/h (230 mph)

BRABUS E V12 - The fourth E V12 generation based on the latest Mercedes E-Class once again sets new standards as the world's most powerful high-performance sedan. At the heart of this exclusive small-series-production car is the newly developed BRABUS SV12 R Biturbo 800 twelve-cylinder displacement engine.

With a rated power output of 800 hp (788 bhp) / 588 kW and a peak torque of 1,420 Nm (1,047 lb-ft) this engine catapults the four-door car from rest to 100 km/h (62 mph) in just 3.7 seconds on its way to a top speed of over 370 km/h (230 mph). The exclusively appointed BRABUS E V12 is built in a limited "one of ten" edition and starts at 498,000 Euros MSRP.

BRABUS, recognized by the German Federal Vehicle Registration Agency (Kraftfahrtbundesamt) as a vehicle manufacturer, builds the new E V12 "one of ten" based on the reinforced body of the latest Mercedes E-Class.

The next evolutionary stage of the proven BRABUS SV 12 Biturbo displacement engine is called SV12 R Biturbo 800 and was developed specifically for this vehicle. The engine is implanted into the modified engine bay of the E-Class with almost surgical precision.

Displacement of the twelve-cylinder engine that usually powers the latest Mercedes 600 models is increased from standard 5.5 to 6.3 liters (336 to 384 cu. in.). The increase is affected with a special crankshaft with longer stroke, precision-balanced pistons rods and pistons with a larger diameter and an increased cylinder bore. The inner workings of the BRABUS engine are further modified with special sport camshafts and cylinder heads optimized for mixture flow.

Both the air intake and the BRABUS twin-turbo system were newly developed for this car. The latter features two custom manifolds with integrated high-performance turbochargers and four water-to-air intercoolers. The combustion air is provided by a carbon-fiber RAM-air intake system in the hood. In addition a high-performance exhaust system with free-flow metal catalysts was custom-developed for the platform of the new E-Class.

New engine electronics with specially programmed mapping for injection and ignition ensure not only exemplary power yield but also compliance with the strict EURO IV emission limits. The high-tech lubricants for the entire drivetrain are supplied by technology partner ARAL.

With these modifications the engine of the BRABUS E V12 "one of ten" produces an enormous power output of 800 hp (788 bhp) / 588 kW at 5,500 rpm and an even more impressive peak torque of 1,420 Nm (1,047 lb-ft), available at a low 2,100 rpm. In the car peak torque is limited electronically to 1,100 Nm (811 lb-ft).

Power is transferred to the rear wheels via a reinforced five-speed automatic transmission and a BRABUS high-performance limited-slip differential with a locking rate of 40 percent. The BRABUS E V12 comes standard with state-of-the-art driving stability programs that can be deactivated at the push of a button.

Following the tradition of the first three BRABUS E V12 sedans the 2010 edition once again delivers driving performance normally reserved for only a very few select super sports cars. The sedan, which weighs in at 1,980 kilograms (4,365 lbs), sprints from rest to 100 km/h (62 mph) in just 3.7 seconds. After just 9.9 seconds the four-door car reaches a speed of 200 km/h (124 mph). The 300-km/h (186-mph) mark is reached after just 23.9 seconds. Top speed is more than 370 km/h (230 mph) but is limited electronically for reasons of tire safety to 350 km/h (217 mph).

This extreme performance also places highest demands on the vehicle's aerodynamic properties. The BRABUS designers went into the wind tunnel to develop a body conversion kit made from high-strength yet especially lightweight carbon fiber. It not only adds 36 millimeters (1.4 inches) to the width of the E-Class and gives it an even more striking appearance; it also minimizes aerodynamic lift on front and rear axle.

The BRABUS front was designed to replace the original apron and provides radiators and front brakes with an optimal supply of cooling air. At the same time the sophisticated shape notably reduces aerodynamic lift on the front axle.

Air vents located behind the wheel arches were integrated into the front fenders. They are also vital to the thermal health of all components in the engine bay and help vent the front wheel houses to reduce lift on the front axle.

The rocker panels route the air stream to the rear wheel arches with minimum turbulence. The rear wheel arches of the "one in ten " edition feature special cowlings called 'Speed Spads.'

The striking rear of the new BRABUS E V12 sets itself apart with the four characteristic tailpipes of the BRABUS high-performance exhaust system. Also part of the sophisticated aerodynamic-enhancement concept is the rear wing on the trunk lid and the diffuser integrated into the rear apron.

A wider track means better directional stability at high speeds. The widened fenders front and back make room for BRABUS Monoblock Q wheels in size 9.5Jx19. The high-performance tires so essential for these extreme speeds are supplied by technology partners Pirelli and YOKOHAMA. They are mounted on the front axle in size 255/35 ZR 19 and in size 285/30 ZR 19 in back.

The height-adjustable BRABUS coil-over suspension was also custom-developed for the E V12. The ride height of the suspension can be adjusted to the owner's individual preferences. But that's not all: Compression and rebound rates of the front and rear dampers can be adjusted in ten steps between very comfortable and extremely firm for use on the racetrack. Sport sway bars reduce body roll in fast corners.

The enormous performance of the BRABUS E V12 also places highest demands on the brakes. The high-performance sedan is equipped with 12-piston aluminum fixed calipers and vented and grooved steel brake discs measuring 380 x 37 millimeters (15.0 x 1.5 inches) on the front axle. The rear axle stops on six-piston aluminum fixed calipers gripping discs measuring 360 x 28 millimeters (14.2 x 1.1 inches). The BRABUS high-performance brake system incorporates all functions of the standard Brake Assist system of the Mercedes E-Class.

The interior of the car exudes a feeling of true exclusive luxury. The sporty-contoured custom front seats and the two rear individual seats are covered with a combination of Alcantara and black leather, smooth or perforated, as are dashboard, door trim and headliner. The entire vehicle floor is covered with square-patterned leather. It alone uses several miles of the finest thread, every inch of it sewn with utmost precision.

The ensemble is completed with matte-black carbon-fiber components for dashboard, center console and door panels. The BRABUS E V12 "one of ten" can be optionally equipped with a cell phone from premium manufacturer Vertu. This exclusive cell phone from the "Vertu Ascent Ti Carbon Fibre" limited edition of 1,500 phones features a titanium housing with the sides clad in black carbon fiber. This especially exclusive phone features 3G and quad-band technology as well as an integrated hands-free option, and represents state-of-the-art communication technology.

Only ten BRABUS E V12 sedans of the "one of ten" edition will be built by hand in a small-series production run. Alternatively the BRABUS E V12 is also offered in a version with 750 hp / 552 kW and a pointedly subtle bodywork without cowlings and rear wing.

BRABUS E V12 "one of ten" - Technical Data

Body

4-door sedan based on Mercedes-Benz E-Class, model series W 212.

Unibody, with BRABUS fender flares and steel body widened by 36 millimeters (1.4 inches). BRABUS E V12 "one of ten" carbon-fiber aerodynamic-enhancement kit with front apron, air vents in front fenders, 'speed spads' wheel-house cowlings, rear spoiler lip and rear diffuser. BRABUS hood with integrated RAM-air system.

Dimensions:

Wheelbase 2,760 mm - 108.7 in.

Length 4.891 mm - 192.6 in.

Width 1.908 mm - 75.1 in.

Height 1.422 mm - 56.0 in.

Curb weight 1.980 kg - 4,365 lbs.

Gross vehicle weight 2.390 kg - 5,269 lbs.

Fuel tank/reserve 80 l / 9.0 l - 21.1 gal. / 2.4 gal.

Engine

BRABUS SV12 R Biturbo 800 displacement engine based on Mercedes 600.

V12-cylinder 3-valvel light-alloy engine with two turbochargers

Displacement 6,233 cm³

Compression ratio 9.0 : 1

Rated power output 800 hp (788 bhp) / 588 kW at 5,500 rpm

Torque 1,420 Nm (1,047 lb-ft) from 2,100 rpm (electronically limited to

1,100 Nm / 811 lb-ft)

Fuel Super plus (98 ROZ) / Premium gasoline 98 octane

Motor oil: ARAL

BRABUS SV12 R Biturbo 800 engine conversion consists of:

Displacement increase to 6.3 liters with special crankshaft with longer stroke and larger cylinder bore and corresponding pistons. Inlet and outlet ports of both cylinder heads optimized for mixture flow including installation of special camshafts. BRABUS SV12 R Biturbo 800 system with two high-performance turbochargers and special exhaust manifolds with integrated turbine housings, four water-to-air intercoolers and special air intake tract. BRABUS stainless-steel high-performance exhaust system with free-flow metal catalysts. Newly programmed mapping for engine electronics and on-board diagnostics.

Powertrain

RWD, ESP

Reinforced five-speed automatic transmission

Gear ratios

1st gear 3.59

2nd gear 2.19

3rd gear 1.41

4th gear 1.00

5th gear 0.83

Reverse gear 3.16

BRABUS limited-slip differential with locking rate of 40 percent

Final drive ratio either 2.65 : 1 (V/max 315 km/h / 196 mph) or 2.24 : 1 (V/max more than 370 km/h / 230 mph), electronically limited for use on public roads to 350 km/h / 217 mph).

Suspension

Independent suspension front and back with height-adjustable BRABUS coil-over sport suspension.

Front axle:

Three-link axle, anti-dive geometry. Height-adjustable BRABUS struts with coil springs and gas-pressure shocks with ten selectable settings for compression and rebound, BRABUS sport sway bars.

Rear axle:

Multi-link suspension. Anti-squat and anti-dive geometry. Height-adjustable BRABUS struts with coil springs and gas-pressure shocks with ten selectable settings for compression and rebound, BRABUS sport sway bars.

Wheels:

BRABUS Monoblock Q light-alloy wheels with Pirelli or YOKOHAMA high-performance tires.

Front: 9.5J x 19 H2 with size 255/35 ZR 19 tires

Rear: 9.5J x 19 H2 with size 285/30 ZR 19 tires

Brake system

Dual-circuit brake system with Brake Assist and BRABUS high-performance brakes

Front: BRABUS 12-piston aluminum fixed calipers and vented and grooved steel discs measuring 380 x 37 mm (15.0 x 1.5 inches)

Rear: BRABUS six-piston aluminum fixed calipers with vented and grooved steel discs measuring 360 x 28 mm (14.2 x 1.1 inches)

Performance

0 - 100 km/h (62 mph): 3.7 sec.

0 - 200 km/h (124 mph): 9.9 sec.

0 - 300 km/h (186 mph): 23.9 sec.

Top speed: More than 370 km/h / 230 mph (for tire safety reasons limited electronically for use on public roads to 350 km/h / 217 mph)

2010 Corvette Grand Sport: First Drive

Ben Wojdyla — Thu, 20 Aug 2009 12:00:00 EDT

The 2010 Corvette Grand Sport accelerates a touch faster than a normal 'Vette, handles and stops a little better than a regular Corvette, but GM's thinking 50% of sales will be the GS. Why? It's all about the parts list.

Think of the latest incarnation of the Grand Sport as the Z06 light, for about $55k you get a lot of the goodies in the Z06 but at a $20,000 discount. It's not so much of a kidney-pounding, mean and nasty brute, but it'll hang on the track all day and do it reliably, because it's built to a higher spec than the normal LS3-equipped Vettes.

So, what do we have then? Well for starters, the Grand Sport rides on the steel frame of the base Corvette but wears the bodywork and dimensions of the Z06 all around, modified with a set of gill slits in the coves as well as a slightly taller spoiler. This will be the first time the more aggressive Zed's style will be available with an open top, so that's potentially where a lot of sales will originate. It also gets unique wheels in Z06 dimensions all around which come in either chrome, silver painted, or our preference the Competition Gray, hot. Those wheels wrap around bigger brakes shared with the Z06, 14" up front and 13.4" rear, with six-piston and four-piston calipers, respectively. It really announces its presence when optioned with the telltale hash marks sprouting from the wheel wells. Unlike the original 1963 race spec Grand Sport or the 1996 limited run GS, this one has matching stripes on driver and passenger side — a little spit in the eye of tradition, but unless you're a stickler, it's pretty neat, especially when you notice the Corvette crossed-flags emblem in the corner of the leading stripe.

That's all well and good, but we suspect the part that'll get Corvette owners talking is the engine. It's an LS3, yes, but with some very tasty upgrades. All Grand Sports get a forged steel crankshaft instead of the standard cast iron piece which can withstand higher loads for longer times as wells as tri-metal main bearings that'll take a whole lot more abuse than standard ones. On the manual transmission cars, you get a dry-sump oil system standard, with a higher flow and higher pressure oil pump and a 10.5-quart capacity, that dry sump occupies the same space as the battery normally gets, so it's moved to the rear as a result. Because of the dry sump complexity, the engine is being built by hand right alongside the LS7 and LS9. That means you get a properly balanced engine and a reinforced bottom end for the price of admission on the "cheap" Grand Sport model. Add to that the differential cooler at the rear and you have exactly what you need for a solid track day. Sounds pretty good to us.

As with all Corvettes, you can hand it off to Grandma to go pick up groceries and she'll only complain about sitting so gosh-darn low. However, she'll also be able to turn around and rip off 3.95 second 0-to-60 times all day thanks to the addition of launch control, which GM cheekily assured us would never void the warranty, not only that but it works pretty well too (sadly we only had time to test it on the also-equipped ZR1, which was in no way more exciting than sex on a roller coaster, turning in 0-to-60's in a plodding 3.48 seconds). You'll note that 3.95s time puts the GS 0.35 seconds faster than the standard Vette, due to improved traction, transmission gearing and final drive. On the track, unsurprisingly, the Grand Sport reminds us of a Z06 missing about 70 HP, which is actually more manageable than the 7.0-liter brute. 436 HP with the valved exhaust is more than enough to get you rocketing to delirious speeds in no time, and the big brakes haul you down even faster. You can throw every mistake in the book at the car and it's almost too easy to drive at speed, easy to catch when you push too hard, and riotously fun when you do everything right. The upgraded brakes and anti-roll bars really make a difference when late-braking for corners and diving through chicanes as accurate turn-in and quick transitions are incredibly rewarding.

GM's thinking the Grand Sport might top 50% of total Corvette sales at least in the short term, and there's good reason to believe it might. On the one hand, it offers the boulevardier Corvette owners the enticing pitch of the Z06 body with the convertible top, upgraded suspension, unique looks and a reasonably good automatic transmission (really, in manual mode, it's pretty respectable). On the other hand, the base Grand Sport coupe with a manual gives you a lot of the Z06 goodies with a hand-built engine equipped with a dry-sump and upgraded internals for $20,000 less. And here we thought it was just a stickers and wheels package.

Next Chevy Malibu To Drop In 2011 As 2012 Model

Wes Siler — Tue, 11 Aug 2009 09:53:01 EDT

According to Ray, the 2012 Chevy Malibu "looks very BMW-ish, even down to the Bangle-butt." Expect to see it some time next year. [Follow @RayWert on Twitter for more live updates from GM's product sneak preview.]

Chevy Camaro Scores Four-Star Crash Rating Instead Of Five

Matt Hardigree — Thu, 06 Aug 2009 13:00:00 EDT

It was expected the 2010 Chevy Camaro would get all-around five-star crash ratings in government tests. It didn't. The Camaro scored five-star ratings in side and rollover, but only four-star for driver and passenger frontal crash tests.

After recent Camaro accidents, we wondered what the new crash test ratings would look like. Now we have an answer. The Camaro scored a five-star rating in both side impact and rollover tests but only a four in frontal passenger and driver crash tests.

Of course, it's not like anyone will drive a Camaro recklessly. (Hat tip to Frank!)

[Safercar.gov via Camaro5]

2010 VW Jetta Specs Up Interior

Wes Siler — Mon, 27 Jul 2009 15:00:00 EDT

This is supposed to be the interior of the 2010 VW Jetta. Note the plusher seats, the standard multifunction display for non-Nav equipped MK6s and, most importantly, the larger sunglasses holder. [VWVortex]

2010 Audi A5 Sportback: Five Doors, Six Engines

Matt Hardigree — Wed, 15 Jul 2009 19:50:00 EDT

The 2010 Audi A5 Sportback is officially the newest A5 family member and the 800th vehicle with more than two doors to call itself a coupe — but we'd rather complain about it not coming here.

Yes, as attractive as the prospect of a sleek Audi hatch is, there's no word yet on it making it to the U.S. The "five-door" coupe, which is as ridiculous to write as it is to read, will come with three gas engines and three turbodiesels. On the gas side, the 3.2-liter V6 tops the line with 276 HP. On the TDI side, Audi's 240 HP 3.0 TDI will carry the flagship status.

For those interested in space, as well as power, the nearly 17 cubic-feet of storage space is on par with the Audi A4 Avant and is accessible with a German-sized hatch.

The Audi A5 Sportback – the best of three worlds
Audi is presenting a new vehicle concept – the Audi A5 Sportback. The five-door model with the long, flowing rear end unites the best of various vehicle genres: the emotion and elegance of a coupe, the comfort of a sedan and the practicality of a station wagon. The Sportback joins the Coupé and Cabriolet as the third member of the A5 model family.

The A5 Sportback will be rolling into Audi dealerships in September featuring an emotion-packed design, high everyday practicality, a sporty character and engines that are as efficient as they are powerful. Sales have already begun, with prices starting at 33,650 euros. A further, specially-priced model to follow in 2010 will make the A5 Sportback the entry-level model in the A5 model series.

Audi, the inventor of the Avant, is setting new trends in design with the A5 Sportback. The five-door coupe is defined by elegant lines. It is 36 millimeters (1.42 in) lower than the A4 Sedan; with its short front overhang, long wheelbase, wide track and the four frameless doors with their slender window lines, it is the very picture of sporty elegance.

The interior is spacious, offering uncompromising comfort in all four seats. The large luggage compartment hatch is harmoniously integrated into the long, tapered tail end with the flat C pillars; the spoiler lip underscores the tension-filled character. The luggage compartment volume of 480 liters (16.95 cu ft) nearly matches that of the A4 Avant and increases to 980 liters (34.61 cu ft) with the rear seats folded down.

The A5 Sportback follows the consistent path of innovative technologies at Audi when it comes to the drivetrain. All of the engines are highly-efficient direct injection models – TDI for the cultivated diesels, FSI for the gasoline engines – and all comply with the Euro 5 emissions standard.

All models are equipped with a recuperation system that recovers energy during braking and deceleration and stores it temporarily in the battery.

Audi is initially offering three gasoline and three TDI engines, with three more engines to follow by mid-2010. The gasoline engines – the two-liter TFSI with 132 kW (180 hp) or 155 kW (211 hp) and the 3.2-liter V6 with 195 kW (265 hp) – are equipped with the Audi valvelift system for variable control of valvelift. The intelligent technology boosts performance while simultaneously reducing fuel consumption.

The 2.0 TDI produces 125 kW (170 hp) and consumes on average a frugal 5.2 liters of fuel per 100 km (45.23 US mpg). It is coupled with the start-stop system, which further enhances fuel efficiency in city traffic. The 140 kW (190 hp) 2.7-liter TDI offers even more power. The 3.0 TDI, which also features the S tronic, puts out an impressive 176 kW (240 hp).

Like the three gasoline engines, the top diesel engine delivers its power to the quattro permanent all-wheel drive system. The two most powerful engines are optionally available with the newly developed sport differential, which variably distributes power between the rear wheels and provides even greater dynamics, driving pleasure and safety. The two TDI models with front-wheel drive – the 2.0 TDI and 2.7 TDI – and the 2.0 TFSI (132 kW / 180 hp) benefit from another Audi innovation: The ESP stabilization program with electronic front differential lock increases agility and prevents understeer.

The perfect complement is the Audi drive select vehicle dynamics system, which enables the driver to freely vary the throttle response characteristic, the shifting points of the seven-speed S tronic, and the boost provided by the servotronic steering system, which comes standard (from power outputs of 140 kW (190 hp) upwards). The system is offered as a modular package with at least one of the following three options: sport differential, adaptive shock absorber control or dynamic steering with variable boost.

The equipment, specifications, and prices stated herein refer to the model line offered for sale in Germany. Subject to change without notice; errors and omissions excepted.
At a glance

Engines

* Six engines from 125 kW (170 hp) to 195 kW (265 hp) at launch; three additional engines by the middle of next year
* Direct fuel injection for all engines
* Exceptional performance with exemplary efficience
* All engines with recuperation system
* 2.0 TDI and 2.0 TFSI with start-stop system

Drivetrain

* Depending on the engine: manual, multitronic or seven-speed S tronic
* quattro all-wheel drive in the top models; sport differential for variable distribution of power to the rear wheels as an option from 176 kW (240 hp)

Chassis

* Balanced axle load distribution, lightweight construction suspension
* 17-inch aluminum wheels standard, with options up to 20 inches
* ESP stabilization system with new electronic front differential lock standard on front-wheel drive models
* Optional Audi drive select dynamic control system, adaptive shock absorber control, dynamic steering and sport differential available as options

Body

* Sporty, elegant design with flowing, stretched lines
* Large luggage compartment hatch with two-piece cover
* 480 to 980 liters of luggage space (16.95 to 34.61 cu ft)
* Generously spacious interior with easy entry

Equipment and trim

* Comprehensive and comfortable standard equipment with luxurious options
* State-of-the art assistance systems available as options
* Two powerful MMI navigation systems available

The equipment, specifications, and prices stated herein refer to the model line offered for sale in Germany. Subject to change without notice; errors and omissions excepted.

2010 Jaguar XJ: A Controversially Redesigned Pussycat

The Auto Insider — Tue, 14 Jul 2009 12:00:00 EDT

There's no questioning the 2010 Jaguar XJ is controversial in its design. We've compiled a gallery of 68 images to help set the record straight. Pussycat! Faster, Kill!

Most will recognize the new XJ as a member of the post modern leaping cat fleet, borrowing heavily from the smaller XF sedan in front view, but the rear design and the strange black-out panels on the C-pillar is what's caused the most controversy. Some have made reference to the Citroen C6, but is that comparison truly fair?

With an interior chock full of luxurious appointments, a tasty rotary gear selector and a trick full-digital cluster, the XJ brings a new level of class to the Jaguar range and might just make up for the somewhat strange exterior appearance.

But did Ian Callum monumentally fail or will the 2010 XJ eventually grow on us like so many other controversial designs? We invite you to form your own judgment by studying the follow 68 detailed images and leave us your comments below.

2010 Jaguar XJ