The details, in case you missed 'em earlier:

Yesterday, a high price and a peek under the skirt that resulted in some disappointment resulted in the Prince becoming a pauper as 62% of you told us twenty large was too much for a single-cam wannabe. Today's contender is the real deal, and it has but a single cam as well, however it keeps it on the down-low.

Upon the transfer of ownership of Auto Union from Mercedes Benz to Volkswagen, development of new Audi cars was halted. But much like a German Unibomber, Ludwig Kraus continued in secret to advance the progress of the C1 platform- to be known as the 100. VW leadership gave the car a green light for production having been impressed by a fully realized prototype, as well as some unflattering photos of them that Kraus claimed to possess. Well, that last part may or may not be true.

The 100ls arrived in 1968 and came to the U.S. the following year as a four-door sedan and two-door coupe. Handsome and conservative, the 100 looked like the form a front-drive Mercedes might take, and with good reason as the car is filled with elements of MB ownership. The 1.8-litre four cylinder is similar to the Benz fours of the time- although the Audi four is canted over at 40 degrees. Even its numerical nomenclature is Benz-ish.

The 100 did reasonably well here in the U.S., paired in dealerships with the much pricier Porsches, but durability issues and unfavorable exchange rates eventually drove down sales. That's unfortunate, because, had it been more popular, perhaps Audi could have been persuaded to bring over the lovely fastback version- the coupé S, an example of which is our subject today.

The Coupé S received a bored 1.9-litre version of the 100's four, bumping power to 113-bhp from the 1.8's 100 and making for acceleration that still belied the car's bodystyle as a fastback. The seller of this clean 1971 edition claims it to be one of only two in the States, and that may be the case as I've never seen one here, and I've lived here all my life. Also noted is the replacement of the Solex carbs with more modern Webers, but that the originals will come with the purchase. Unspoken, but obvious in the pictures, is that the seller is not an ace photographer. Still, he does have a taste for obscure and interesting cars, of which the Coupé S is in spades. In the car's favor is that, while extremely rare, parts shouldn't be, other than internals for the 1.9.

There's no Buy It Now option, so rabid Audi fanatics (you know who you are) will need to do the bid-wait two step on this auction, and while the starting point is $15,000, that doesn't meet the reserve, which remains a mystery. But lets use fifteen large as our baseline today, because this is too interesting a car to leave un-ruminated upon.

So, what do you say, are you willing to plunk down $15,000, plus whatever, for as rare an Audi as you are likely to find here in the states? Or, does that price make this an Auto Union that'll have to be without you?

You decide!

eBay or go here if the ad disappears. This week we are thankful for camp6ell for the tip

Help me out with NPOCP. Click here to send a me a tip, and remember to include your commenter handle.

Better even than the pics, or the fact that this guy fled, is the article from a local Seattle affiliate that describes this as a $117K Gran Turismo. Clearly, it's a significantly less valuable Maserati Coupe. Whatever it is, we doubt it's worth the charge of "fleeing the scene." [KIRO-TV]

The 2011 Subaru Coupe is the fruit of cooperation between Toyota Motor Company and Subaru, and as such will wear a common chassis and some degree of engine commonality, at the least a 2.0 liter, four cylinder boxer engine dubbed the "C-45 Boxer" and making between 200 and 250 HP will power the rear wheels through a manual six speed transmission.

Perhaps most telling are the car's overall dimensions. At 163.7 inches long, 69.3 inches, a wheelbase of 101.2 inches, and 49.6 inches high, it's thankfully compact, smaller in length, width and height than the Nissan 370Z, and slightly longer in wheelbase. [via Speedlux]

[via BMW Blog]

All pretenses of a rear seat are gone with the Coupé Concept and the two-seater's designed to accommodate even the most powerful engine currently available in the MINI –- and with the 1.6-litre twin-scroll turbocharged power unit carried over from the MINI John Cooper Works, the MINI Coupé Concept offers truly outstanding performance. Maximum output is 211 HP, with peak torque of 192 lb-ft increasing through the Overboost function to an even more substantially front wheel-squealing 206 lb-ft. Full press release below ahead of us seeing it live in the two-door flesh in Frankfurt.

Concentrated Driving Pleasure: The MINI Coupé Concept.

MINI is celebrating a great birthday: Exactly fifty years ago, on 26 August 1959, the classic Mini was presented to the public for the first time, a unique story of success starting out and today giving MINI the perfect opportunity to look ahead without losing sight of the brand's great tradition.

The MINI Coupé Concept is an expression of MINI design and the great ability of the brand's designers to fill the elementary values of the brand with new life, using the options of modern drivetrain and suspension technology, and developing fascinating perspectives for the future of the brand on this basis.

Presenting the concept of an uncompromisingly sporting two-seater to be seen for the first time at the Frankfurt Motor Show (17–27 September 2009), MINI is unveiling an unusually attractive vision of how the model family may well develop in future. The source of inspiration is once again the fundamental motive so characteristic of every MINI: driving pleasure. The MINI Coupé Concept therefore represents the ideal of a car destined in every respect to offer a thrilling experience and make every journey a truly unique thrill.

The MINI Coupé Concept brings together a wide range of features for a truly sporting and ambitious style of motoring. Limited to two seats and following a philosophy of consistent lightweight construction, the car clearly meets all the requirements made of a particularly active and dynamic coupé. Compact dimensions, perfect axle load distribution and a low centre of gravity offer ideal conditions for enhancing the agility typical of MINI to a level never seen before.

Through its design alone, the MINI Coupé Concept brings out all the thrill of individual mobility and the focus on pure driving pleasure. Powerful proportions and dynamic design language evoke a sense of desire and strong appeal, the MINI Coupé Concept offering a particularly undiluted expression of the brand through its sporting and unconventional stance on the road.

The MINI Coupé Concept: an invitation to enjoy spontaneous mobility.

With the growing model portfolio, the popularity of the MINI brand has also grown consistently in recent years. The MINI has moved beyond the restraints of urban mobility, opening up additional options and winning over new target groups. And MINI allows you to enjoy spontaneous mobility, sporting and agile handling and unmistakable style on virtually every occasion.

The current models in the range already meet the most varied demands. As individual characters in their own right, the MINI, MINI Clubman and MINI Convertible all offer a unique rendition of the driving experience so typical of the brand. And now the MINI Coupé Concept brings out driving pleasure in its most concentrated form, extreme lightweight technology making this two-seater particularly agile and unusually efficient. At the same time the low roofline, the precisely defined spoiler edge at the rear and other aerodynamic features enhance the car's performance to an even higher standard. So that in its design and in the use of high-performance drivetrain technology, the MINI Coupé Concept offers ideal conditions as a compact sports car in the premium segment.

This two-seater is designed to accommodate even the most powerful engine currently available in the MINI – and with the 1.6-litre twin-scroll turbocharged power unit carried over from the MINI John Cooper Works, the MINI Coupé Concept offers truly outstanding performance. Maximum output is 155 kW/211 hp, peak torque 260 Newton-metres/192 lb-ft increasing through the Overboost function for a short while to an even more substantial 280 Newton-metres/206 lb-ft. And now the MINI Coupé Concept offers everything it takes to exceed even the supreme performance of the MINI John Cooper Works with this unique power unit.

At the same time this concept car clearly follows the BMW Group's EfficientDynamics development strategy. More driving pleasure, lower emissions – the MINI Coupé Concept lives out this philosophy expressed by MINI as MINIMALISM in a particularly attractive manner.

Fifty years of MINI: a vision of tomorrow marking an anniversary of today.

Fifty years after the launch of the classic Mini, the appeal of the brand is greater than ever before, with the model range exuding sheer fascination wherever you go. And now, in the anniversary year of the brand, MINI is bringing together this unique tradition and the successful model range offered today with even greater creativity and technical innovation for a truly promising future.

The MINI Coupé Concept is a further milestone in this ongoing development of the brand. The car takes up elementary strengths of the MINI and, through its modern technology and an innovative body concept, offers new standards and characteristics never seen before. So that the MINI Coupé Concept offers many new highlights in adding yet a further character to the existing model range.

Exterior design: the look typical of MINI but with individual character.

The body design of the MINI Coupé Concept also bridges the gap from the earliest days of the Mini's history all the way to the more distant future of the brand, emphasising the unique nature of the concept as well as its full membership in the MINI family. At the same time the individual and emotional design language arouses the expectation of a particularly thrilling experience on the road.

Especially at the front end of the car a number of icons typical of the brand, as well as the design style so characteristic of MINI, all come together to create a strong family resemblance. In addition, the individual look of the MINI Coupé Concept comes out also in the side view of the car as well as in the design of the rear end.

This unique new two-seater measures 3,714 millimetres (146.2") in length and 1,683 millimetres (66.3") in width. Height is 1,356 millimetres (53.4"). Through these dimensions and its athletic proportions alone, the MINI Coupé Concept stands out from the beginning as a compact and muscular sports machine.

The typical MINI look in particularly sporting style.

The new concept car carries over the unmistakable front end look from the four-seater MINI. Smoothly balanced contours on the engine lid characterised by wide and sweeping radii, the large headlights, the homogenous shape of the radiator grille and the wide lower air intake give each model that unique look, openness and charm so typical of the brand. Through the greater rake of the windscreen on the MINI Coupé Concept, the car looks even more striking and dynamic, the low and streamlined body proving clearly that the MINI Coupé Concept is a particularly outstanding performer.

The hexagon radiator grille and the large round headlights are unmistakable design features re-interpreting the front view of the classic Mini in particularly modern style. The direction indicators are integrated in the headlights, just above the innovative three-dimensional surrounds for the positioning lights and the foglamps. The entire front air dam has been adjusted to the sporting look of the car, standing out even wider and more striking than before.

The chrome radiator grille on the MINI Coupé Concept is the same as on the MINI Cooper S. The inner section in the grille is however finished with bars in body colour creating a clear sign of distinction at very first sight from the other members of the MINI family. The bonnet stripes also extend into the radiator grille to provide an even more sporting and dynamic touch.

With its very dynamic curvature and the stylised opening, bearing testimony to the power of the engine lurking within, the front lid likewise comes in the same look as on the particularly powerful versions of the MINI.

Individual roofline as a sign of sporting presence.

The side view of the MINI Coupé Concept also brings together features typical of the MINI family and new highlights in design to form a fascinating whole. The front side panels, for example, come straight from the MINI Convertible. The body joint forming the diagonal line characteristic of every MINI along the front lid and the surrounds on the front side indicators bearing out the style of the MINI Cooper S again provide an unmistakable sign of distinction with historic roots – here the classic Mini had a visible welding seam along the body.

The familiarity in design resulting from these features forms an attractive contrast to the far greater rake of the A-pillars leading into the brand-new, sweeping line of the roof.

Large wheels and a high waistline already give the MINI, the MINI Clubman and the MINI Convertible a particularly powerful and sporting look, with the black strip around the lower section of the body underlining this compact appearance and short body overhangs front and rear emphasising the athletic stature of the car and bearing testimony to that typical go-kart feeling at very first sight.

All this now comes out even more convincingly in the MINI Coupé Concept, also through the unique flow of the roofline. The glazed section of the passenger cell referred to as the greenhouse, for example, is much lower and even more dynamic than on the brand's "regular" models.

Another feature of the MINI Coupé Concept is the strongly inclined windscreen merging gently into the roof. At the rear the roofline initially moving straight back above the heads of the driver and front passenger flows on into the sturdy C-pillar. The entire roof with all its contours thus comes in a bridge shape quite unmistakable and featured for the first time on the MINI, made up of a strong rear cornerstone formed by the C-pillar and the almost filigree structure above the passenger cell.

The C-pillar is a strong visual expression of the particularly solid and torsionally rigid body structure providing not only superior occupant safety, but also the agility typical of MINI in fast manoeuvres. The C-pillar very powerful in design serves at the same time to guide your perspective towards the rear end of the car, while the side view of the MINI Coupè Concept forms a very strong and convincing wedge shape created by the roofline tapering out to the rear and the waistline rising up slightly in typical MINI style.

All this gives the MINI Coupé Concept a forward-moving impression right from the start, the car clearly expressing its power and muscle even at a standstill. Through its design alone, therefore, the MINI Coupé Concept authentically visualises sporting qualities of the highest standard.

Striking contours and smooth flow of air ensured by the roof spoiler and the rear spoiler edge.

The rear-end design of the MINI Coupé Concept consistently follows the need to optimise the flow of air in the interest of both driving dynamics and efficiency. The principle of "form follows function" so essential to MINI, the look and design of various body elements, fully reflects the characteristic features and qualities of the car. Through its design alone, therefore, the MINI Coupé Concept clearly confirms its sporting potential in a particularly credible and convincing manner.

The rear spoiler with its wing profile at the same level as the C-pillar also makes a particularly effective contribution in guiding the air along the rear end of the MINI Coupé Concept. This large air guidance element spans the entire width of the roof, increasing aerodynamic downforce on the rear axle.

Tapering down elegantly, the rear window on this unique two-seater merges into a short and low rear end with staged contours in typical coupé design. Again, this follows the overriding objective to ensure an optimum flow of air without any turbulence harming the car's aerodynamics – which is also why the air spoiler on the rear panel is appropriately sharp and clear in its profile.

Beneath the air spoiler at the rear the overall look and design of the MINI Coupé Concept follows the typical philosophy of the brand. Horizontal lines running parallel to one another emphasise the wide track of the car, the body growing wider from top to bottom in cascading style highlighting the muscular stance of the car resting on its wheels in that characteristic style.

The rear light clusters in upright arrangement and surrounded by a wide chrome frame are also typical of the brand. The rear air dam on the MINI Coupé Concept, in turn, comes with a diffuser split up into two sections and ensuring a smooth, swirl-free flow of air beneath the car.

Impressively functional: wide-opening tailgate,
generous luggage space.

The tailgate on the MINI Coupé Concept is yet another highlight of the car. Deliberately foregoing the rear seat bench, this unique two-seater offers lots of additional space for taking along all kinds of luggage.

Luggage capacity is 250 litres or 8.8 cu ft. To use this space most conveniently, the rear end of the MINI Coupé Concept comes with a large and wide-opening tailgate. Hinged above the roof spoiler, the entire tailgate including the rear window swings up gracefully, offering convenient access to the generous luggage space behind the rear seats of the car. And thanks to the low loading sill, accessing the luggage compartment with even heavy and bulky objects is significantly easier.

The complete design of the rear end with its large tailgate is yet another example of the functional design so typical of MINI. All options offered through the concept of the car are optimised to the highest standard through carefully thought-out solutions and a good overall balance. Indeed, this principle already to be admired on the brand's existing models, for example through the easy-load function on the MINI Convertible, makes a significant contribution to the overall substance of the car. The result is a wide range of innovative solutions quite unique in the market, emphasising the premium character of the MINI brand.

On the MINI Coupé Concept this philosophy is borne out by yet another distinctive feature providing extra space and practical value: The bulkhead between the passenger and the luggage compartments comes with a lockable opening. The through-loading provided in this way, quite unusual on a two-seater coupe, gives the driver and passenger direct access even while driving to travel items they are taking along in the luggage compartment. So that bags with, say, beverages, a music CD or maps are stowed away safely but always within easy reach.

Interior: sports car ambience with an exclusive range of colours and materials.

The MINI Coupé Concept combines the vision of a compact sports car with thrilling agility, on the one hand, and the individual flair and style of the MINI, on the other. Through its entire concept, the car is perfectly designed to offer concentrated driving pleasure of the highest standard. This is borne out not only through the extroverted exterior in its fascinating, sporting look, but also through the interior conceived from the start for active motoring.

Wide-opening doors give the driver and passenger convenient access to the interior, where they enjoy sports seats with strongly contoured side supports for a secure seating position even in particularly fast bends. A three-spoke leather sports steering wheel with multifunction buttons enables the driver to steer precisely into bends and control the audio or communication functions with maximum ease. All other control units, in turn, are arranged ergonomically on the dashboard, taking their frequency of use into account.

The breakdown of the cockpit, the dashboard and centre console again follows that special interior design so typical of MINI. Horizontal lines and air vents placed far to the outside emphasise the sheer width of the instrument panel and, at the same time, the generous style of the interior, the slender centre console giving the driver and passenger maximum legroom. The structure of the door linings so typical of the brand, finally, has also been re-interpreted, with the elliptic main element now completely closed in.

The MINI Coupé Concept also comes with a large rev counter directly behind the steering wheel, while the speedometer is part of the central instrument in the upper section of the dashboard. This circular instrument well known as the Center Speedo also houses the audio system as well as the optional entertainment and navigation functions.

Two Chronoswiss clocks to the right and left of the rev counter provide a close link to earlier concept cars by MINI, bridging the gap between the analogue age of the classic Mini and the digital age of the MINI. One clock is a purpose-built stopwatch for taking lap times, the second clock shows the time in classic style.

The colours and materials featured inside the MINI Coupé Concept symbolise the classic sportiness of the car. Like the dashboard, the roof lining of this unprecedented two-seater comes in black providing a calm atmosphere just right for concentrating on driving conditions and essential requirements. Black trim bars combined with a carbon interior trim strip, finally, further enhance this purist look.

Lightweight construction and modern suspension technology
providing a new feeling of go-kart driving.

The MINI Coupé Concept is definitely a MINI and definitely a sports car. The particular charm of this combination results from both the drivetrain and the suspension technology already featured in the current production models, as well as the special highlights of this two-seater concept car.

Over and above their body design, the MINI, MINI Clubman and MINI Convertible already set the standard today for agility and driving pleasure in their respective segments. Powerful engines and suspension technology quite superior in the small car segment then ensure a truly unique driving experience. Front-wheel drive, powerful disc brakes on all four wheels, the front axle with McPherson spring struts and a centrally guided rear axle with aluminium longitudinal arms and anti-roll bars set the foundation for uniquely safe and agile handling.

EPS Electronic Power Steering with speed-related power assistance, finally, ensures precise manoeuvring round bends and gives the driver exact feedback at all times on road and driving conditions. At the same time on-demand management of steering assistance serves to maximise the car's efficiency.

The MINI Coupé Concept offers ideal conditions for raising the go-kart feeling created by the car's drivetrain and suspension technology to an even higher standard. Its entire construction is based on a lightweight concept reducing weight particularly where it really counts for even greater agility. As an example, this two-seater comes with an aluminium roof not only optimising the overall weight of the car, but also lowering the car's centre of gravity for a significant reduction of body movement and optimised driving behaviour.

Since lower weight also means greater efficiency, the MINI Coupé Concept again offers the option to combine even greater driving pleasure with fuel consumption and CO2 emissions reduced to a minimum as an important sign of our times.

Traditional values, modern quality, progressive concept.

Sporting success and agile handling of the highest standard are significant highlights in the history of MINI now going back five decades – and both factors have made a fundamental contribution to the ongoing popularity of this small premium car.

Three overall wins in the Monte Carlo Rally and the concept of driving pleasure expressed so clearly by the car's go-kart feeling definitely confirm the sporting potential of this small compact both back then and today. The anniversary year is therefore the ideal time to present the MINI Coupé Concept as the vision of an uncompromisingly active sports car.

Another concept car presented even before the re-launch of the MINI brand proves that this philosophy has always fuelled the creativity of the MINI's designers: The MINI Concept Monte Carlo presented in 1997 was a two-seater with a 160-hp mid-mounted engine. Through its design alone, this concept car already came with a wide range of features destined to be taken up again by the first MINI, short body overhangs front and rear, round headlights and the re-interpretation of the hexagon radiator grille providing an outlook at important styling elements on the production model to follow later. With its extremely powerful body and direct references to motorsport, the MINI Concept Monte Carlo also made a clear pledge to the rally history of the brand.

Now the MINI Coupé Concept, through its unique look, takes up the almost aggressive and extroverted appearance of that former concept car, at the same time providing a new link between the history, the present and the future of the brand. It takes up traditional values of the MINI brand and combines them with the most advanced technologies to offer a fascinating vision of how the MINI model family may continue.

Once again, therefore, MINI is following the needs and wishes of new target groups fully appreciative of the individual style of the brand and associating this character with clearly defined product features. The MINI Coupé Concept addresses the motorist thrilled by that unique combination of driving pleasure, lifestyle, and premium quality so typical of MINI and, at the same time, looking for sporting driving qualities of an even higher standard.

Mr. Siler better get his box of superlatives out, because the new CTS-V coupe is shaping up to be one sexy beast. This well-developed mule is sporting all kinds of upgraded goodies, most noticeable are the bulging hood and wider fenders holding some fat low profile tires, the mesh grille each V-entry gets, taped-over badging on the doors and apparently around back there's a set of center exit exhaust tips poking out. We expect no less than the rip-roaring 6.2 liter supercharged, 556 HP V8 from the CTS-V sedan, and apparently function has won out over form, with the brake rotors going to a solid design rather than the flashy but lower performance cross-drilled rotors. We can't wait to see this thing in action. [Detroit News]

We spoke with Mark Templin, group VP and general manager of Toyota's Lexus division, and asked him: "Since all the hard work of getting a two-door form factor has been done with the IS convertible, is there a possibility of an IS coupe in the future?" With a sly look around the room, Templin responded:

Obviously, we're making no announcements today, but it's certainly something we should study carefully."

Considering Lexus is aiming its sights directly at the top-selling 3-series in the sporting luxury segment and the lone remaining hole in their lineup is a car to compete against the excellent 3-series coupes, we're taking this non-answer as a definite maybe.

The thinking behind the name change is that the Mercedes range has simply grown too diverse, bewildering suburbanites from New Jersey and Florida who, inexplicably, can afford to shop in a Mercedes dealership despite lacking the mental acuity to understand the naming convention of what they're buying. The original CLK name was meant to reference the fancy CL coupe, just like the SLK was a small, cheaper, more permed take on the SL roadster. Mercedes wanted to make sure buyers are able to comprehend that this new car uses more E- than C-Class components, hence the E-Class Coupe designation.

Mercedes says the ratio of E-Class parts to "other Mercedes-Benz products" in the Coupe is about 60:40. They're happy to detail which parts are shared with E — the suspension, engines, looks and all the advanced safety features — but don't want to say where the other 40% comes from. Since the E-Class Coupe shares the C-Class's 108.7-inch wheelbase and minor interior parts, we're going to go out on a limb and say that's where the 40% originates.

That's kind of a shame, because the E-Class Coupe is noticeably less engaging to drive than the 2010 Mercedes E-Class Sedan. That's not to say it isn't competent, it's much more so than the old CLK and even the twistiest of mountain roads above Las Vegas fail to fluster it. Corners are taken with virtually no body roll, steered into with accuracy and exited with plenty of thrust from either the 268 HP 3.5-liter V6 or 382 HP 5.5-liter V8. It also hits the 130 MPH speed limiter in a picture of composure, it'd be happy there all day. It's just that none of those activities are in any way fun. You kind of get the feeling that if you're lulled into sleep by the coffin-quiet interior, the Attention Assist will conspire with the adaptive shocks, Distronic Plus with Pre-Safe Brake radar cruise control and Parktronic with Parking Guidance automatic parallel parking system to drive you home and tuck you into bed.

Of course this E-Class Coupe wasn't designed for irresponsible young hoons like me, but rather the irritatingly useless real housewives of a reality show near you. They'll go gaga over the seriously handsome new looks, including the Mercedes SLS-like grille and, since their husbands will almost certainly spec the upmarket interior, the nice pleated leather door and contrast-stitched leather seats too. They'll also love the new brushed aluminum and wood trim, the heavily contoured buckets front and rear and the very fashion conscious choice of chocolate brown plastic on the dash. In fact, they'll be so busy focusing on the bling - chromed seat handles and door jambs, pillarless windows - that they won't notice the distinctly C-Class plastics employed on the air vents, button surrounds and center console.

Constantly running late to hair appointments and charity galas, they'll prefer the V8's 391 Lb-Ft of torque that's delivered instantly anywhere in the rev range, but not the less imposing 258 Lb-Ft of the V6 since they'd have to work that engine using the manual override paddles located on the steering wheel. Doing that would likely require far too much attention, something that's reserved for cell phone conversations and molly coddling small animals, not for driving. The V8's 5.0 second 0-60 time will come in handy fleeing imagined paparazzi much better than the V6's 6.2 seconds.

It's unlikely that it'll ever be used, but the E550 also incorporates Dynamic Handling Suspension as standard. Click a cheapish button on the dash marked "Sport" and the suspension firms up noticeably, throttle response sharpens and revs are held longer. Revving the V8 results in a delightfully antisocial exhaust note from the squared off pipes.

Husbands that live by the motto, "Happy wife, happy life," will also like the new E-Class Coupe. The E350 starts at $48,050, $50 cheaper than the CLK350, while it gains a host of standard features: full-length sunroof, Comand display, driver knee airbag, pelvic airbags, Bluetooth, Agility Control and Attention Assist. The E550 starts at $54,650.

Unlike the E-Class Sedan, there's no plans to offer either a diesel or AMG version. That lack of an E63 AMG Coupe is perhaps most damning. Asked why, a Mercedes engineer responded, "Drive the V8 and tell us if you think there's a need for the AMG." Well, we've driven it and we don't think the E-Class Coupe merits a performance version. It's a very nice luxury car and a quite a looker, just not a driver's car.

Full Disclosure: Hyundai wanted me to drive the new Genesis Coupe so badly they flew me out and put me up in a Casino to make sure I wrote about it. Also, they fed me sliders. I'm more of a vegetables kind of guy.

Late last summer I drove a Hyundai Sonata and couldn't have been more horrified with the experience. It didn't so much accelerate as whine about being asked to do so, corners were best avoided and the thing was straight nasty inside in the way we've come to expect cars from Korea to be.

The Genesis Coupe couldn't be any more different.

Down into second and the rear wheels squeal as they lose traction, the rear end getting loose as I turn into the 180-degree right-hander. Floor the throttle before the apex, lift a bit to slow the rotation, counter steer to the left and the Coupe is drifting across the track, making full use of the width added by the pit exit. Straighten things up, into third gear and then floor the throttle. Straight over a crest as the wheels temporarily lose purchase, then keep that throttle pinned through an off-camber sweeper. This isn't a Sonata.

A glance at the spec sheet and you know this is going to be an impressive car. There's two engines: a 3.8-liter V6 with 306 HP and 266 Lb-Ft of torque or a 2.0 turbo with 210 HP and 223 Lb-Ft. The 3.8 will run 0-to-60 MPH in 5.5 seconds and top out at 149 MPH. The 2.0T takes 6.8 seconds to reach 60 and tops out at 137 MPH. It's lighter than an E46 BMW M3 (3,294 Lbs for the 2.0T, 3,389 for the 3.8; the M3 is 3,415 Lbs), yet its chassis is 24% stiffer. Suspension is MacPherson front, five-link rear. Roll bars are 24mm front, 19mm rear. At 2.7 turns lock-to-lock the rack-and-pinion is quick and accurate.

So many other cars have taken similar or better numbers and turned them into a lackluster driving experience. Does the Genesis Coupe make the same mistake? No. This Hyundai is more about experience than it is about numbers.

Pitting it against a similarly equipped (but $2,320 more expensive) Mazda RX-8 (provided by Hyundai) around an autocross course, the Hyundai demonstrated a near total aversion to understeer. In comparison, the RX-8's front washed wide under power around the 1st and 2nd gear 90-degree corners, those same corners had us taking advantage of the Coupe's comparatively prodigious mid-range and considerably greater front-wheel grip to slide the rear around. Back on the racetrack an Infiniti G37S — much more expensive, but nevertheless close in spec, it's also a 5-seat RWD coupe with a 300+ HP V6 — was noticeably harder to read, displayed considerably more body roll and had a tendency to enter into near-uncontrollable slides when it wasn't understeering. It was also much slower.

The best thing about the Genesis Coupe is the chassis. Equipped with the Track pack — larger Brembo brakes, thicker anti-roll bars, 19" wheels, summer tires, stiffer suspension, a limited-slip differential on the 2.0T (standard on the 3.8) — it's a near-ideal budget trackday car that you could also drive everyday on the road. There's no body roll; the brakes are powerful and don't fade; there's plenty of feel through the cheapo steering wheel and there's a wonderful neutrality between under and oversteer. Enter a corner too fast and the front will eventually push - the actual limit being surprisingly high - but crack open or lift off the throttle and the rear will rotate in a completely controllable manner. It's the kind of car that rewards good driving, but would also help relatively novice drivers learn to drive fast in a real sports car safely.

That's not to say the Genesis Coupe is without flaws, they just don't come from the chassis. The 6-speed manual is notchy; a flaw that particularly becomes apparent while shifting down from 3rd to 2nd. Try to rush that shift and you'll encounter something akin to a false gear to the left of 2nd. The 2.0T also leaves us a bit cold. It's actually the engine we were most looking forward to trying - at $22,000 it offers a uniquely appealing rear-wheel-drive performance proposition - but while the actual performance level is reasonable, the power delivery is completely flat (an optimist would call it seamless), which isn't what we've come to expect or like from a turbocharged engine. A greater sense of drama would make it more exciting. On the track, the handling is simply so competent that it overwhelms the engine's performance meaning turning in fast times becomes more about momentum preservation than it does playing with the rear tires.

Other niggles include the interior quality. The cloth seats on the 2.0T and standard leather items on the 3.8 are surprisingly nice and supportive, so we're guessing Hyundai was able to afford them by skimping on the dash and door covers, which look like a Sonata's and the steering wheel, which is some sort of leather that feels just like cheap plastic. Its only the latter that we're really concerned about with such a low starting price. There was room for two helmeted six-footers in the rear seats, but we didn't want to stay there very long.

In contrast to the 2.0T the 3.8 V6 is very exciting to use. On the road there's plenty of low- and mid-range torque, while on the track it becomes more about wringing out every last RPM, peak power arrives at 6,300 RPM. It's not that the engine is lacking power, but more that there's just the right amount, meaning most drivers will be able to wring its neck when they're really trying - something we find incredibly rewarding - but, if they're in the right gear, won't want for any more. That V6 also delivers a raucous noise, combining well with the stiff ride and immediate responses; you'll never forget that you're driving a sports car.

While the 2.0T starts at $22,000, you'll need to spend $4,750 more for the Track model. That brings it above the $25,000 base of the 3.8, the Track version of that goes for $29,500 and there's also a bells-and-whistles Grand Touring for $27,500. The price of those options packages — we'd treat the Track as a necessity for the more discriminating enthusiast drivers — brings the Genesis Coupe dangerously close to more established competitors like the 2010 Ford Mustang GT. The ‘Stang's 4.0 V6 model performs similarly in a straight line to the 2.0T Genesis, yet starts at $20,995. A V8-engined Mustang GT, which accelerates a little faster than the 3.8 Genesis, starts at $27,995, but like the Hyundai the Ford really needs the optional Track pack, bringing the total price to $30,190 (the $1,500 Track pack requires the $695 19" wheels). The thing is, Hyundai is preparing bare bones R-Spec versions of the Coupe that'll feature all of the Track performance upgrades, but none of the interior or exterior add-ons that add money. The Hyundai Genesis Coupe 2.0T R-Spec will cost just $23,750 when it goes on sale in the fall. Make sure you check out the rest of the numbers on both version of the Genesis Coupe, and how they compare to key rivals on key stats like fuel economy, in our 2010 Chevy Camaro Numbers Comparison.

If you'd asked us a year ago if we'd ever consider purchasing a Hyundai, we'd have laughed in your face. But now, with the Genesis Coupe, Hyundai makes an honest-to-god sports car and we find ourselves wanting a 3.8 Track. This is an incredibly impressive first effort at a sports car from a company that, before the Genesis Sedan, and now the Coupe made nothing but mind-numbingly boring econoboxes. We can't wait to see what Hyundai does next.

Yo-Yo Ma Rules!

While flipping through the seemingly endless pages of GM's corporate restructuring (all 117 to be exact) we found something a little interesting, a single photo of the production 2010 Cadillac CTS Coupe that will be built Lansing, Michigan and feature a 3.6L V6 mated to a 6-speed auto transmission. So GM, you're telling us it's basically like the CTS sport sedan, but with two fewer doors? Awesome. It looks like the SORP (Start Of Regular Production) is set for June of 2010 with an estimated on sale date in the Fall. Thanks GM!

[via GM, FastLaneDaily (Not really, but it makes them feel better)]

Rafael set out to recreate the contemporary Viper Coupe and did so by reinterpreting many of its features as they would have been designed back in the 60's (we'll ignore the actual Cobra from the 1960s it was based on). He started out with research boards depicting classic muscle and sports cars of the late '60s and started sketching around the current Viper chassis, integrating classic design trends with the primitive (yet durable) construction techniques of the era.

Rafael says of his design:

"The design of the Viper Concept 1967 came from the idea of how the car would had been if it had appeared in the 60's to compete with the Corvette of the time."

We see a lot of Corvette in his design, but also a lot of the current Viper styling cues such as the modest double bubble roof, angular headlamps, engine compartment heat vents, and curvaceous rear haunches. It could have been full of win, but Rafael decided to leave out the large displacement V10 that is synonymous with the Viper and instead replaced it with the 440-Magnum that was used in the Challenger R/T. His decision was based on what would have been practical for the time, we say he wimped out.

Rafael estimates his 1967 Dodge Viper would sell for around $4,110, making it a worthy competitor to the Chevrolet Corvette. Although we'll never see this thing on the road, we can image what it would have been like and this makes us happy. Somebody who makes video games should by this design off of Raveal.

[via carbodydesign via Autoblog]

(Hat Tip To Mark!)

The RWD 2010 Hyundai Genesis Coupe is such a sexy ride we decided to remind you in our full gallery below.

BUILDING THE RHYS MILLEN RACING HYUNDAI GENESIS COUPE

LAS VEGAS, Nov. 4, 2008 – In February, Rhys Millen Racing (RMR) approached Hyundai Motor America with a unique concept to introduce the all-new 2010 Hyundai Genesis Coupe to the aftermarket and racing enthusiasts prior to its spring 2009 on-sale date. The RMR-designed "Art of Speed" Genesis Coupe called for a vehicle with the visual impact to win awards at the 2008 Specialty Equipment Market Association (SEMA) Show while boasting sufficient performance to put the driver in the winner's circle the following weekend. Backed by Rhys Millen's reputation both on the track and in the aftermarket, Hyundai delivered its first prototype Genesis Coupe 2.0T to the RMR shop on August 8, allowing just 12 weeks of build time before the doors opened at SEMA in Las Vegas on November 4.

A crew of six RMR employees promptly stripped the car to bare metal. At the same time, the crew began custom-fabricating new aftermarket parts and accessories for the Genesis Coupe which are certain to be among the first available in the aftermarket once Hyundai's newest addition takes to the streets next year.

In the weeks that followed, RMR developed a machine that retains the distinct, bold look of the Genesis Coupe, but adds flair with custom components on the exterior, a radically altered racing-spec interior and serious performance enhancements from under the hood all the way to the pavement.

INTERIOR
The interior of the "Art of Speed" Genesis Coupe is unrecognizable from its origins as a well-appointed 2+2 coupe designed with everyday driving in mind. All comfort and convenience features are removed to make way for a custom-fabricated eight-point safety cage and firewall which reinforce the Genesis Coupe's already stiff chassis. By removing the roof, the RMR fabricators welded every aspect of the safety cage to the frame of the car. The braces on the A and B pillars also tie into the strength of the body. The safety cage is required for racing and a single Sparco racing seat further protects the driver in the overhauled cockpit.

CARBON FIBER BODY PANELS

Millen quickly decided to take the already light weight Genesis Coupe and make it even lighter. A second Genesis Coupe was used to construct molds which allowed body panels to be replicated out of carbon fiber. The carbon fiber panels range from 50 percent to 80 percent lighter than the sheet metal they replaced. This weight-saving approach is carried throughout the car without compromising its powerful curves, surface detail and "Z" bodyside line. The hood, deck lid, roof, doors, fenders, front fascia and side skirts are all built out of carbon fiber. For example, a factory Hyundai Genesis Coupe door weighs 68 pounds but modifications made by RMR reduce the door weight to just 8.5 pounds.

The side skirts have functional flat rocker panels with ducts to pull air out from underneath car. A functional splitter on the front fascia and a built-in diffuser create pressure without drag. A rear diffuser with long tunnels keeps the air moving underneath the car. Downforce has been further increased by an APR GTC-500 rear wing that is fully adjustable and was designed using Computational Fluid Dynamics (CFD) analysis. The hood is vented to dissipate heat and Aerocatch hood latches are used for safety.

The rear widebody fenders are made out of fiberglass and blend seamlessly into the vehicle design with a creative painting concept.

SUSPENSION

The RMR Genesis Coupe utilizes a KW coilover suspension with two-way adjustable damping technology. Adjustable chrome molly sway bars dial the suspension in further for true track performance. RMR Racing also fabricated adjustable lower control arms.

RMR TURBO KIT

The spirited 2.0-liter turbocharged engine which comes standard on the Genesis Coupe 2.0T is enhanced by a Turbonetics turbocharger, waistgate and blow-off valve to provide extra horsepower and torque. RMR also designed a custom intake manifold to ensure better engine breathing.

WHEELS, TIRES AND BRAKES
To ensure that the enhanced power plant translates all the way to road performance, RMR added 18 by 9.5-inch front and 18 by 10.5-inch rear SSR type-F competition lightweight wheels and Bridgestone Potenza soft compound race slicks. The wheels surround the factory Brembo brake calipers which are already ideal for racing.

PAINT SCHEME
The paint scheme is a combination of Hyundai blue, silver and unpainted black carbon fiber with its signature weave pattern. Most of the upper steel body components including rear fender and A and B pillars are painted Hyundai blue. The front fascia is blue and silver with carbon fiber accents. The hood is black and blue. The carbon fiber doors have silver accents and the silver is carried down to the side skirts and into the rear fender.

RMR PARTS
All of the parts for the RMR Genesis Coupe are built with a modular design. A customer could put on all the parts at once or add them one at a time. The carbon fiber decklid, hood, rocker panels, rear fenders, front fascia, front fenders and rear diffuser all have molds and will fit the factory mounts and could be sold in the future.

HYUNDAI GENESIS COUPE HIGHLIGHTS
• Hyundai's first rear-wheel drive sports car
• 310-horsepower (est.) from enhanced 3.8-liter V6 with premium fuel
• Standard 220-horsepower (est.) turbocharged, intercooled inline four cylinder with premium fuel
• Genesis Coupe arrives in the spring of 2009 as a 2010 model

RHYS MILLEN RACING

R. Millen Motor Sports Sales (RMR) was founded 12 years ago by Rhys Millen to fulfill a huge demand for quality aftermarket products created by the Millen Racing heritage. Similar to motor sport clothing merchandise to a race fan, RMR offers proven race products to street customers primarily based on its motor sports associations. Since its creation, RMR has built itself up become one of the industries most respected tuners for Toyota, Lexus and Mitsubishi. In addition to RMR's excellent relationship with auto manufacturers, the company has custom built many private vehicles for celebrities such as basketball star Dennis Rodman, actor Jason Priestley and rock star Alex Van Halen. RMR has also built cars and worked closely with the producers of the blockbuster hit franchise "The Fast and the Furious."

RMR currently offers more than 100 products that are designed and produced in its facility or private labeled exclusively for RMR. These parts are carefully designed to provide the customer with quick and easy installation instructions with the highest quality. In many cases, its parts have met or exceeded factory specifications allowing dealers to warranty their installation keeping the cars under the factory warranty.

[Source: Hyundai, Streetfire]

GMPP has bumped up the output from the 2.0-liter Ecotec to 290 HP via intake tweaks, a performance cat-back exhaust and a Stage 2 tuning kit. Lowered and firmed-up suspension sits beneath, and the package is finished off with a Hydro Blue racing stripe. We've liked the idea of a Solstice coupe since we saw the first one — it's too bad chances are slim we'll ever see one in showrooms. We'll bring you shots from the SEMA show floor starting later today. [GM via eGMCarTech]