Car Trends Magazine

Heretofore, Sport-y Fusions have been so mostly in appearance; the previous Sport package could be applied to front-drive SE or SEL trims and included a gaudy interior upgrade, a rear lip spoiler, a stiffer suspension, 18-inch wheels, and not much else. For 2010, however, the Sport becomes an independent model—with either front- or all-wheel drive—that retains the stiffer suspension, “special” interior trim, and 18-inch wheels of the 2009 trim level, and adds a tasteful and handsome body kit and its own unique engine. Indeed, the new Sport is the only member of the Fusion range to receive the 3.5-liter V-6 that was once exclusive to the Lincoln MKZ among Ford’s mid-size sedans. (Other V-6 Fusions use a 3.0-liter.) The 3.5-liter mates to a six-speed automatic transmission with manumatic shifting, and it will hold gears in a decidedly sporty way.

This all-wheel-drive Sport hits 60 mph in 6.7 seconds, four tenths quicker than a front-drive 3.0-liter Fusion SEL we tested. The Sport continues to walk away from the SEL beyond 60 mph, making it to 100 mph in 17.6 seconds versus 20 flat. (And that’s in spite of the Sport AWD’s 338-pound weight disadvantage.) Both, however, pale in comparison to the Mazda 6 s sedan with a V-6 and front-wheel drive; the last one of those we tested put up a 0–60 time of 6.1 seconds and needed only 15.4 seconds to reach 100. That “Sport” is baked into the Mazda 6 from the start and includes balanced handling and good road manners, too.

While our test numbers show the advantage of the 3.5-liter’s extra output over the 3.0-liter—increases of 23 hp and 26 lb-ft—the engine sounds raspy when pushed, resulting in three more decibels of noise entering the cabin at wide-open throttle. The six speeds backing it up are nice for highway cruising, but when called upon the transmission shifts a bit more lazily and sloppily than we like from something with sporting intentions. Against lesser Fusions, the Sport’s stiffened ride remains comfortable while body motions are better squelched, but we think the Mazda does a superior job of balancing aggression and comfort.

Back among the Ford set, the Sport’s governed top speed rises to 126 mph compared to 112 for the SEL. Fuel economy was considerably lower in our hands, as you’d expect, at 20 mpg versus 24 for the SEL. The Sport AWD is rated at 17 mpg city/24 highway by the EPA. Although the brakes performed better on the Sport than the SEL—requiring 196 instead of 203 feet to stop from 70 mph—we still wouldn’t call them good, or really even acceptable. (The Mazda? It needed just 165 feet.)

Some of the Parts are Out of Place

As to the dressier bits, the trunklid spoiler is just for show, and to our eye it’s not showing well. Ditto the loud interior; its blue seat inserts, blue-stitched accents, and blue anodized-look trim were all different hues, and visually arresting on vehicle entry. (The interior can alternatively be accented in gray or red; go for the gray.) But we’d keep the blue stitching on the door panels and wheel, and the seats themselves are supportive with a mild bolster that kept us in place during spirited driving.

Fusion Sports carry a base sticker of $26,905, which is $1850 more than a Fusion SEL. Our tester’s all-wheel drive adds another $1850, and a further $4770 in options—including blind-spot and cross-traffic monitoring, rear parking sensors, a rearview camera, heated leather front seats, a sunroof, Sync-ified navigation, and upgraded Sony audio—brought the grand total to $33,525, hardly family-sedan money. Yes, the Fusion Sport does a better job of living up to its name than before, but we’re not sold on the package at this price; we’d rather spend the money on the more well-rounded Fusion Hybrid or a serious sports sedan. If you just gotta have a sporty family car, allow us to point out that the Mazda 6 s we keep referring to starts at $27,200 and is a more satisfying proposition.

Power comes from BMW’s twin-turbo inline-six, which in this application makes 315 hp at 5800 rpm and 330 lb-ft of torque at a low 1600 rpm. Keeping track of BMW’s turbocharged sixes is becoming more complicated by the day; this represents a higher state of tune than the 300-hp twin-turbo version used in the 1-, 3-, and 5-series, which is separate from the high-output, 335-hp version recently announced for the Z4 sDrive35is, which is also different from the new single-turbo unit that also makes 300 hp and is debuting in the 5-series GT this spring. The engine will be backed by a six-speed automatic in the 7-series. The sixed 7 will look just like its V-8 siblings and will likewise be offered with a short (740i) or long (740Li) wheelbase as well with the full menu of packages and standalone options.

If we’re going to have to deal with downsized engines, at least the one sliding into the 7 is a sweetheart, and this car sure does make a lot more sense than the ActiveHybrid 7. Fuel economy hasn’t been disclosed, but we can safely expect mileage slightly better than the 15 mpg city/22 highway that the twin-turbo V-8 750i achieves, but not quite as good as the 535i’s 17/26 ratings. Let’s say maybe 16/24.

When the models launch in the spring of 2010 as 2011 models, it will have been 19 years since the U.S. was offered a six-cylinder 7. Mercedes hasn’t sold a six-cylinder S-class since the end of the car’s last generation, so, at least for now, the 7-series will own the six-cylinder (non-hybrid) luxury-sedan market.

(BY DAVID GLUCKMAN )

And so the last update done for 2009 will likely be the end of the road for this SL; these photos show that the next generation is well along in its development. While the basic concept of the SL will remain unchanged, there will be a lot of updates under the skin. Most important, the awesome V-12 engines, a 6.0-liter and a twin-turbocharged 5.5-liter, will get the bullet, and the naturally aspirated, 6.2-liter AMG V-8 will be gone as well.

The AMG version of the next SL will instead be powered by a turbocharged 5.5-liter V-8 which will likely produce 563 hp and 553 lb-ft of torque, says Henner Lehne, analyst at CSM Worldwide in Frankfurt, Germany. Lehne expects M-B to downsize the engine portfolio, with the three non-AMG versions that will launch initially powered by V-6 engines. Two naturally aspirated engines will make 241 hp and 311 hp, while a turbocharged V-6 is expected to turn out 382 hp—as much as the current SL550’s 5.5-liter V-8. Mercedes is working on engine stop/start systems as well, but a full hybrid is far off, if it comes at all.

Under the skin, the next SL will share many components with the E-class; outside, the look will remain similar to the current model. "Mercedes needs to be careful the SL doesn't come too close to the SLS AMG," says Lehne. Chief designer Gorden Wagener, fond of experimental styling elements, will have to exercise significant restraint if he wishes to preserve the SL's character.

For a while, Mercedes-Benz toyed with the idea of returning to a conventional softtop, somewhat more appropriate for a vehicle that is rarely used as a year-round daily driver outside of temperate climes. But in the end, Mercedes decided to keep the retractable hardtop, which has become somewhat of an SL trademark.

We expect the SL to come with all the electronic wizards—crash-prevention tech, night vision, and lane-departure warning systems, for example—for which modern Mercedes vehicles have become known. Taken from the vast corporate parts bin, these electronics will aim to make the next SL, due to be launched in the third quarter of 2012 as a 2013 model, as safe and convenient as it is glamorous.

(BY JENS MEINERS, PHOTOGRAPHY BY KGP PHOTOGRAPHY AND THE MANUFACTURER)

When James Dean set out to a race in Salinas, California, on that fateful morning of September 30, 1955, he and his beloved Porsche 550 Spyder were already viewed by many as icons. Of course, in years to come, iconic status would be cemented for both Dean and Porsche, with the German company becoming known as the quintessential sports-car manufacturer. So on our maiden voyage with Porsche’s newest, lightweight 2011 Boxster Spyder—said to be a successor to the 550 Spyder, as if there really could be such a thing in modern times—it seemed only fitting to ditch the planned press-trip route and hustle from Carmel, California, to the Dean memorial in Cholame, some 150 miles distant.

Cutting the Fat

Typically, the “spyder” moniker denotes a roofless model. But given that the Boxster is already a convertible, “spyder” is simply a marker that this iteration is unique. (A version of the Cayman could wear the spyder badge properly, but what sense would that make?) With the reworked-for-2009 Boxster S serving as the starting point, Porsche engineers set their sights on a distinctive design and saving weight, pulling out a claimed 176 pounds. Ditching the conventional convertible-top mechanism was the first step. In its place sits a 13-pound, manually operated, two-piece bikini-like cover that can be fully sealed in dire weather—it’s not approved for carwashes, though—flanked by newly shaped windows that match the pitch of the new lid.

With the top stowed, the most visually alluring detail becomes the new one-piece aluminum decklid with two aero humps like those found on the Carrera GT, saving 6.5 pounds over the regular car’s rear trunk and half-tonneau. Aluminum doors from the 911 Turbo and GT3 shave 33 pounds, and the 10-spoke, Spyder-specific 19-inch wheels are actually lighter than the Boxster S’s 18s. The gas tank is reduced in capacity by 2.6 gallons to 14.3, and an optional 13-pound lithium-ion starter battery ($1700!) can save 22 pounds. Additionally, the LED running lamps are smaller, the side scoops are done in black mesh, and the standard exhaust is now finished in black. Porsche says its engineers improved the aerodynamics of the Spyder through a modified front lip and fixed rear spoiler, and a lower trim bar bearing the Porsche name is affixed to recall the 908 and 909 race cars of the ’70s.

Like the exterior, the interior is purged and reworked, and—as with all Porsches—it can be customized to each owner’s request. Standard are the new carbon-fiber-backed sports seats that reduce weight by 26 pounds and add a healthy dose of bolstering, which nicely snugs up the seats but does make ingress and egress a challenge. Customers can opt for normal seats at no cost. The radio and the cup holders are deleted unless requested at no cost, but buyers will have to pay to get the air conditioning reinstalled. The center console and dash trim are color-matched to the body, and the inside door releases are now cloth slings finished in red to match the seatbelts. There is an optional steering wheel with proper paddle shifters for cars equipped with the seven-speed dual-clutch automated manual (PDK). It has yet to be officially confirmed, but expect to see the new wheel available as an option on all Porsche sports cars in the near future.

Pavement Performance

With brisk 50-degree temperatures, our California environment has declared its intention to remain chilly. Nonetheless, the top is down as we begin our journey on scenic Highway 1 near Monterey. With the Pacific Ocean crashing into the cliffs below us, we waste no time putting the Porsche to work. Any doubts about the Spyder’s performance enhancements drift out to sea among the breakers as the extra 10 ponies in the now 320-hp, 3.4-liter flat-six are put to work. Carving through the tight and twisted sections of Highway 1, we find that the reduced weight of our six-speed-manual Spyder—at about 3000 pounds, it’s the lightest in the entire Porsche fleet—is easily apparent. The 0.8-inch lowered suspension includes shorter and stiffer springs, firmer dampers, modified front and rear anti-roll bars, and a slightly wider track, and it all combines to noticeably improve the Boxster’s already stellar handling. The car is just itching to turn in at every corner, and the steering is effortless, as if it had been engineered just for this road. Well, that impression could also be because the suspension work did lighten the steering, but the rack is quicker and even more communicative than before, allowing us to feel the pavement texture more intimately.

The Spyder can tackle 25-mph switchbacks at double that speed. The grippy seats hold you in place and the body shows no signs of pitching or rolling, yet the ride is never harsh. Traction into and out of the turns is hardly lost, with the standard mechanically locking differential enabling high exit speeds. And in a straight line Porsche is claiming a 0-to-60-mph time of 4.6 seconds on PDK-equipped cars with launch control, which seems a bit conservative considering we managed 4.3 in a less-powerful Boxster S weighing 3220 pounds with the PDK. Figure 4.1 or quicker to 60 and about 12.7 seconds in the quarter-mile once we strap test gear to a Boxster Spyder.

Carbon-ceramic discs are optional, although the standard iron rotors carried over from the Boxster S work fine, as we found out when a Mini Cooper one car ahead of us attempted to overtake slower traffic at the same time we did and nearly ran us off the road as we neared our destination.

With a pulse rate high in our personal tachometer, we arrive at the Dean memorial, where reflecting on the drive keeps us from focusing on the numbness in our extremities caused by the cool California air. We did wish for a louder exhaust on our car—an optional sport system provides a remedy—but we were, to say the least, impressed with the car as a whole. Mostly, we were stumped as to how Porsche can keep improving its entry-level model, but this Spyder, which goes on sale in February at $62,150, a mere $3200 more than a Boxster S, is an even sharper sword. Chalk it up to brilliant engineering, the greatest constant from mind-blowing early Porsches like the 550 Spyder to the mind-blowing models of today. Indeed, it’s on the back of engineering that the brand achieved its status as an icon—and became a preferred method of transportation for icons, too.

Cutting the Fat

Typically, the “spyder” moniker denotes a roofless model. But given that the Boxster is already a convertible, “spyder” is simply a marker that this iteration is unique. (A version of the Cayman could wear the spyder badge properly, but what sense would that make?) With the reworked-for-2009 Boxster S serving as the starting point, Porsche engineers set their sights on a distinctive design and saving weight, pulling out a claimed 176 pounds. Ditching the conventional convertible-top mechanism was the first step. In its place sits a 13-pound, manually operated, two-piece bikini-like cover that can be fully sealed in dire weather—it’s not approved for carwashes, though—flanked by newly shaped windows that match the pitch of the new lid.

With the top stowed, the most visually alluring detail becomes the new one-piece aluminum decklid with two aero humps like those found on the Carrera GT, saving 6.5 pounds over the regular car’s rear trunk and half-tonneau. Aluminum doors from the 911 Turbo and GT3 shave 33 pounds, and the 10-spoke, Spyder-specific 19-inch wheels are actually lighter than the Boxster S’s 18s. The gas tank is reduced in capacity by 2.6 gallons to 14.3, and an optional 13-pound lithium-ion starter battery ($1700!) can save 22 pounds. Additionally, the LED running lamps are smaller, the side scoops are done in black mesh, and the standard exhaust is now finished in black. Porsche says its engineers improved the aerodynamics of the Spyder through a modified front lip and fixed rear spoiler, and a lower trim bar bearing the Porsche name is affixed to recall the 908 and 909 race cars of the ’70s.

Like the exterior, the interior is purged and reworked, and—as with all Porsches—it can be customized to each owner’s request. Standard are the new carbon-fiber-backed sports seats that reduce weight by 26 pounds and add a healthy dose of bolstering, which nicely snugs up the seats but does make ingress and egress a challenge. Customers can opt for normal seats at no cost. The radio and the cup holders are deleted unless requested at no cost, but buyers will have to pay to get the air conditioning reinstalled. The center console and dash trim are color-matched to the body, and the inside door releases are now cloth slings finished in red to match the seatbelts. There is an optional steering wheel with proper paddle shifters for cars equipped with the seven-speed dual-clutch automated manual (PDK). It has yet to be officially confirmed, but expect to see the new wheel available as an option on all Porsche sports cars in the near future.

Pavement Performance

With brisk 50-degree temperatures, our California environment has declared its intention to remain chilly. Nonetheless, the top is down as we begin our journey on scenic Highway 1 near Monterey. With the Pacific Ocean crashing into the cliffs below us, we waste no time putting the Porsche to work. Any doubts about the Spyder’s performance enhancements drift out to sea among the breakers as the extra 10 ponies in the now 320-hp, 3.4-liter flat-six are put to work. Carving through the tight and twisted sections of Highway 1, we find that the reduced weight of our six-speed-manual Spyder—at about 3000 pounds, it’s the lightest in the entire Porsche fleet—is easily apparent. The 0.8-inch lowered suspension includes shorter and stiffer springs, firmer dampers, modified front and rear anti-roll bars, and a slightly wider track, and it all combines to noticeably improve the Boxster’s already stellar handling. The car is just itching to turn in at every corner, and the steering is effortless, as if it had been engineered just for this road. Well, that impression could also be because the suspension work did lighten the steering, but the rack is quicker and even more communicative than before, allowing us to feel the pavement texture more intimately.

The Spyder can tackle 25-mph switchbacks at double that speed. The grippy seats hold you in place and the body shows no signs of pitching or rolling, yet the ride is never harsh. Traction into and out of the turns is hardly lost, with the standard mechanically locking differential enabling high exit speeds. And in a straight line Porsche is claiming a 0-to-60-mph time of 4.6 seconds on PDK-equipped cars with launch control, which seems a bit conservative considering we managed 4.3 in a less-powerful Boxster S weighing 3220 pounds with the PDK. Figure 4.1 or quicker to 60 and about 12.7 seconds in the quarter-mile once we strap test gear to a Boxster Spyder.

Carbon-ceramic discs are optional, although the standard iron rotors carried over from the Boxster S work fine, as we found out when a Mini Cooper one car ahead of us attempted to overtake slower traffic at the same time we did and nearly ran us off the road as we neared our destination.

With a pulse rate high in our personal tachometer, we arrive at the Dean memorial, where reflecting on the drive keeps us from focusing on the numbness in our extremities caused by the cool California air. We did wish for a louder exhaust on our car—an optional sport system provides a remedy—but we were, to say the least, impressed with the car as a whole. Mostly, we were stumped as to how Porsche can keep improving its entry-level model, but this Spyder, which goes on sale in February at $62,150, a mere $3200 more than a Boxster S, is an even sharper sword. Chalk it up to brilliant engineering, the greatest constant from mind-blowing early Porsches like the 550 Spyder to the mind-blowing models of today. Indeed, it’s on the back of engineering that the brand achieved its status as an icon—and became a preferred method of transportation for icons, too.

Safety

Aligning Power with Weight

The LR4, which went on sale earlier this year, got a heavier facelift than Mickey Rourke—although we’d say the LR4’s was somewhat more successful. First up, Land Rover addressed the power-to-weight issue by replacing the old 295-hp 4.4-liter V-8 with Jaguar/Land Rover’s latest direct-injection, 5.0-liter V-8. Result: 80 additional horses for a total of 375 hp. With 375 lb-ft of torque, the engine motivates the LR4 from 0 to 60 mph in 6.5 seconds, a 1.7-second improvement over the best time we saw for an LR3. The 30-to-50–mph and 50-to-70–mph passing times come down from 4.2 and 6.3 seconds to 3.5 and 4.9, respectively. Mated to a revised ZF six-speed automatic transmission, the LR4 now feels quite lively on the highway, despite its nearly three-ton mass.

The previous LR3 always leaned too much in corners for our liking and also suffered some head toss on the freeway. For the LR4, Land Rover revised the steering rack and suspension bushings and fitted new suspension knuckles, shocks, and a stiffer and larger anti-roll bar. The upshot is less roll and sharper steering, while the ride is better controlled on the highway. Skidpad grip has improved from a mediocre 0.71 g to 0.78 g, which is competitive with the likes of the Volkswagen Touareg and BMW X3, if not on par with the Acura MDX’s 0.86 g. We didn’t have too many concerns about the LR3’s brakes, which were already plenty powerful, but a revised system has improved pedal feel. The 70-to-0–mph stopping distance remains essentially unaffected, dropping from 173 feet to 171. Land Rover also refined the off-road settings and hill-descent control, adding a “sand launch control” function for better performance in the desert. We suspect the nearest most LR4s will come to using this will be on their owners’ private beaches.

Classier Duds

The other major element of the makeover was a restyle, inside and out. New head- and taillamps that incorporate LEDs, a redesigned front bumper, and a smoother front end freshen what was already a good-looking truck, while new features include an available auto high-beam function and a surround camera system with five cameras that aid parking, towing, and off-road maneuvers.

The new interior is spectacular, with natural wood, stitched leather surfaces, and brushed aluminum trim. Ambient lighting, a new steering wheel, first- and second-row seats, and the center console are among the other changes for 2010. The navigation system’s interface has a menu-style structure that’s not as easy to use as it could be, but there’s also a driver information screen sited within the redesigned instrument cluster. The neat folding third-row seats—which are actually habitable by real grown ups—are carried over.

A Solid Package Made Better

Our tester’s base price of $48,100—$1350 more than the LR3—included full leather seating, a power sunroof, power front seats, dual-zone climate control, steering-wheel-mounted audio controls, and 19-inch aluminum wheels. The seven-seat HSE Plus package added $5910 to the price and included navigation, front park assist, Bluetooth connectivity, the third-row seats, HD radio, auto high beams, and a cold-climate package.

At $54,760, the LR4 is priced competitively in the mid-sized luxury SUV segment. It might not be as good an all-around package as the Acura MDX or as entertaining to drive as the BMW X5, but the revisions have turned it into a much more capable vehicle on the blacktop. We think that most potential buyers will be pleased with the upgrades, but are more likely to choose the LR4 on the basis of the refreshed exterior styling and the gorgeous new interior, which gives it the upscale ambience of the Range Rover. For about 30 grand less.

Specifications

VEHICLE TYPE: front engine, 4-wheel-drive, 7-passenger, 5-door wagon

PRICE AS TESTED: $54,760 (base price: $48,100)

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

Displacement: 305 cu in, 4999cc
Power (SAE net): 375 bhp @ 6500 rpm
Torque (SAE net): 375 lb-ft @ 3500 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 113.6 in Length: 190.1 in
Width: 75.4 in Height: 74.1 in
Curb weight: 5761 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.5 sec
Zero to 100 mph: 17.1 sec
Zero to 120 mph: 28.8 sec
Street start, 5–60 mph: 6.8 sec
Standing ¼-mile: 15.0 sec @ 94 mph
Top speed (governor limited): 125 mph
Braking, 70–0 mph: 171 ft
Roadholding, 300-ft-dia skidpad: 0.78 g

This production Cadillac CTS Coupe looks very much like the concept car…

It does indeed look like the concept, right down to the twin central exhausts and hidden touch-pad door handles. Yes, there have been some minor tweaks to the front and rear lights and bumpers since we saw the show car at Detroit in 2008, but the overall appearance is pretty similar.

The two-door sits on the same wheelbase as the CTS saloon but it’s 51mm lower and 51mm shorter, meaning the five-seat arrangement is reduced to a 2+2 configuration. Externally only the headlights, front bumper and grille are carried over from the saloon.

Cadillac has yet to release any interior shots, but inside the CTS Coupe will share its instrument panel and centre console with the saloon and estate, giving it one of the best-built and impressive American interiors ever. We also suggest speccing the 14-way adjustable Recaro seats, previously only available as an option on the CTS-V.

What’s under the bonnet?

Initially there’ll only be one powerplant, a direct-injection 3.6-litre V6 producing 304bhp and 273lb ft. A six-speed manual transmission and rear-wheel drive is standard, but both a six-speed auto and four-wheel drive are both optional - choose the lot and the CTS Coupe will weigh in at a portly 1874kg.

But towards the back end of 2010 Caddy will also release a V-Series version of the CTS Coupe, packing the same 556bhp supercharged 6.2-litre V8 that’s found in the CTS-V saloon, and putting all its power through the rear wheels.

The Cadillac CTS Coupe will be unveiled at the LA auto show at the start of December, with US sales starting in spring 2010. UK sales have yet to be confirmed.

(By Ben Pulman,First official pictures)

So what’s new for the sixth-generation BMW 5-series?

Let’s start with the tech: BMW claims the new 5-series is the first car in its class to feature start-stop tech, an eight-speed automatic transmission and double wishbone front suspension.

The new 5-series is also the first BMW to get the company's new Park Assist tech, slotting the car into a space by twiddling the wheel, leaving the driver to operate on the accelerator and brake pedals. A bit like a VW Touran, then.

Will the new 2010 Five still be the sporty choice of exec?

The double wishbone front suspension is mated to a rear multilink set-up, and BMW's optional Drive Dynamic Control chassis system offers Comfort, Sport and Sport+ damper settings. Four-wheel active steering can also be specced, along with a Surround View camera system, a head-up display, night vision with pedestrian recognition, lane departure and lane change warning systems, plus speed limit detection.

Unfortunately, start-stop tech is only available on the manual 520d, and won't be available on the new eight-speed auto until later. Although the electric power steering will reduce fuel consumption, we don't expect it to endow the new 5-series' steering with exceptional feel.

And whereas the current-gen Five features an aluminium front end mated to a steel rear, the new car is all steel. Nevertheless, BMW still claims the new car achieves a 50:50 weight distribution.

(By Ben Pulman,First official pictures)

It looks familiar…

Evolution’s certainly the name of the game here, the new car looking much like the one that’s been around since 2003. Headline changes for spotters include a bigger front bumper with integral fog lamps, a new grille with vertical bars, revised headlights and rear LED taillights, plus more aggressively flared wheelarches.

The dimensions remain much the same, partly because there was always plenty of interior room, partly because Toyota didn’t want to swell the exterior dimensions for fear of reducing off-road manoeuvrability. So, it’s 45mm longer and 10mm wider than its predecessor while maintaining the same wheelbase and rear overhang. If you’re serious about your off-roading, you might be interested to know that the approach angle is 32 degrees, the ramp breakover angle 22 degrees, the departure angle 25 degrees.

The V8 Land Cruiser (introduced in 2008) continues to be offered here, but Britain will only take this bodystyle in five door, 3.0-litre TD trim – a seriously big four cylinder.

If it’s so similar, what’s the point?

Toyota’s aim has been to build on the Land Cruiser’s rugged, go-anywhere DNA, while also making it a far nicer drive on the road.

So, body-on-frame construction remains – it’s tougher, and, says Toyota, the separate body better resists the twisting forces exerted by serious off-roading than a monocoque does – and there’s all manner of acronyms to bail you out when the going gets tough: an LSD for the centre diff, A-TRC (Acitve traction control) MTS (Multi-terrain select), multi-terrain ABS.

However, there’s also extra sound insulation in the A, B, C and D pillars, plus the door sill and roof. There’s extra sound deadening inside too, an acoustic windscreen (a layer of film between the glass helps refinement) and extra attention has been paid to keep wind noise down. And it works. Once you’re up to speed and making only small adjustments to the throttle you’ll notice precious little wind-, tyre- or road noise.

I sense a ‘but’ coming on…

I prefer the word caveat, but yes. Accelerate hard and the engine becomes far more vocal, and it’s not particularly quick off the mark either. The Land Cruiser also rides with a lolloping gait, has very light and slow-witted steering and, while it’s generally composed, there’s too much thumping about over ripples and pockmarks for our liking.

However, the standard five-speed automatic shifts smoothly and, if you spec the top LC5 trim level, you’ll get three-way adjustable dampers that help to quell the roll and better absorb the bumps – although the sub-30mph ride still fails to impress.

What’s this business about specs?

You can choose from LC3, LC4 and LC5, the former being the bare bones poverty spec, the latter offering both the most luxurious interior appointments –rear seat entertainment system, sunroof, electric seat memory – and the really serious off-road kit – multi-terrain select, crawl control, locking rear diff, steering angle display and active height control for the rear suspension. You can’t, sadly, spec the most basic car with the best off-road kit.

Whatever the spec, it’s more Mitsubishi Outlander in here than Land Rover Discovery. The plastics and controls are pretty cheap and everything just looks a bit dated, even if it is comfortable (another caveat – the Lexus RX seats are far more comfortable) and easy to see out of and place on the road thanks to its chunky square corners.

And what the big Toyota lacks in quality it makes up for in practicality. It has seven seats, and six-feet-tall adults can easily sit one-behind-the-other in rows one, two and three. Yes, the third row is a bit more compromised – you sit higher so your view out of the windscreen is marginal and headroom is much tighter – but it’s not a squash for full-sizers.

You can also lay all of rows two and three flat in all sorts of different configurations for when you’re lugging big loads around. Got something long and narrow plus four passengers? Drop one seat in row two and another in row three and away you go. And with all the seats up there’s still room out back for a couple of suitcases.

What’s it like off-road?

Absolutely amazing. Truth be told, this writer hasn’t much in the way of off-road experience, but I drove down a river, up steep, chalky hills clogged with mud and bordered by trees, and teetered down hillsides I probably couldn’t have walked down, and all without incident. The Hansel and Gretel sat-nav that keeps track of where you’ve gone even when you’re off-road, and the central screen that shows what you see through the windscreen plus the trajectory of your front wheels (LC5 only) – it’s so easy to lose track of where you’re pointing in really slippery conditions – deserve particular praise.

In an hour I reckon I did more than what 99% of 4x4 owners would do in a lifetime, and did it all while relying entirely on Toyota’s technology, not my skill.

Verdict

We were impressed by the Land Cruiser, but it’s easy to understand why we see so few in the UK – the Land Rover Discovery is just the better bet. We can’t really verify which car is better off-road, but we have driven the Landie and Toyota on off-road courses and both 4x4s simply shrugged everything off, and so will be equally adept at dealing with everything a UK owner will throw at them – even those who do regularly stray off-road.

Perhaps the Land Cruiser’s body-on-frame ruggedness would come into its own in the Outback or the Middle East, and I know which name I’d rather trust in a life-or-death situation, but this excellence is largely wasted in the UK.

What you’re left with is a 4x4 that doesn’t look or feel as plumply, premiumly, safely special as the Discovery either inside or out, isn’t as nice to drive and costs similar money.

Long-term test hello – 28 October 2009

A few months ago Mazda gave its evergreen MX-5 the subtlest of refreshes, which in turn gave us an excuse to get one on to our long-term fleet for six months. Like the rest of the motoring world we love Mazda’s perky little roadster. Over 20 years and three generations – think of this latest iteration as Mk3.5 – the MX-5 has remained unerringly true to its front-engined rear-drive roots. At 1098kg it’s still light, with just 158bhp on hand it’s still about momentum rather than big speeds, and with perfect balance and impeccable poise, it’s still about driver engagement rather than posing performance.

So what has changed? Well, below the intricate headlamps sits Mazda’s new five-point grille (the folding metal-roofed versions, like ours, get theirs framed in chrome) and below that sits a pair of redesigned foglamps. At the back there are new taillights and bumpers front and rear are new, too. Minor changes, but collectively they inject a dash of athleticism into Moray Callum’s excellent design work.

The cabin gets a set of smarter dials, grippier sports seats, a punchier Bose sound system recalibrated for roof-down driving, and the kneecap-killing cup holders in the door panels have been ditched.

Mechanical changes are just as minor - the frisky 2.0-litre engine delivers an unchanged 158bhp, but fitted with a new forged crankshaft and an advanced valvetrain means it now revs even higher - the redline jumps by 500rpm to a wailing 7500rpm. The intake and exhaust acoustics have also been enhanced for an even more engaging open-air soundtrack. Modifying the ball joints in the front knuckles has lowered the suspension’s roll centre by 26mm for enhanced steering feel and agility. The six-speed manual transmission has also been revised for even shorter and more precise throws.

We ran a ragtop version a while back, and this time we’ve opted for the folding hardtop variant in range-topping 2.0-litre Sport Tech guise. It’s priced at £21,570 but before you start getting all shirty about affordability, have a look at what this includes. Lovely 10-spoke 17-inch alloys, snickety six-speed box, Bluetooth connectivity with voice activation, DSC stability control, a limited slip diff, front and side airbags, a superb Bose stereo, uprated suspension with Bilstein dampers, cruise and climate controls, a front strut brace and heated leather seats. What more could you want? All we added was gorgeous £375 Copper Red metallic paint

First impressions are superb. We’ve had a few weeks of sunshine down here in the sunny south and I’ve put on almost 1000 miles, enjoying every single one. I’ll tell you more in a week or so…

(By Ben Whitworth)

This Mercedes SLS AMG is most famous for its doors, which is a little weird. First up, do those gullwings work?

They do – though there is no benefit to ingress and egress compared with usual front-hinged doors. These roof-hinged doors are commendably light – as with the rest of the car’s skin, they are made from aluminium – so they’re easy to open and close. The only trick is to grab the door handle on the way in. The door is too high to grab once you’re seated.

They could have fitted electric doors, but that would have added weight in the very place you don’t want it – up in the roof, where the electronic actuation would have been sited. Weight paring was a priority, which is right and proper for a sports car.

OK enough about doors. Is it supercar fast?

You bet. Top speed is electronically governed to 197mph (you wonder what’s the point of stopping the fun at almost 200mph?) and 0-62 is dispatched in only 3.8 seconds. The big 6.2 V8 revs hard, woofles pleasingly when touring, bellows like a bull elephant under hard acceleration, and all the time the soundtrack is backed by that lovely V8 rumble. When it’s on full song, an SLS sounds like a NASCAR stocker at full chat on the banks of Darlington. It’s marvellous music.

The only slight surprise is the lack of big punch at low revs – you need to get the engine spinning before it really delivers.

Gearchange is by a seven-speed dual clutch paddleshift box, which changes fast and smooth. If you fancy lazy-man motoring, it will happily and smoothly drift along in automatic.

So this is Mitsubishi's new mini-SUV?

Yes, but while the front end remains quite faithful to the original concept, with just slightly less hooded headlights and a more conventional bonnet shut line, the back has been completely revised. Adding rear quarter windows and extending the bodywork significantly to add some reasonable luggage space means it's no longer quite so sharp or compact, and the concept's all-glass tailgate has also made way for an unremarkable conventional arrangement.

The sweeping swage line along the CX's side, a key visual cue of the concept, is arguably even more pronounced on the production version, though we see hints of mundane Mercedes A- or B-class in the flanks.

What's under the skin?

The platform is based on the latest Lancer, with the optional four-wheel drive system derived from the same. The firm's new lightweight aluminium 4N13 16v DOHC turbodiesel engine with around 135bhp - which was first shown in the Concept-CX - is expected to be the popular choice in Europe. Mitsu has also developed a 190bhp version, which could slot in if needed, and there'll be petrol options too. While the concept used Mitsubishi's twin-clutch SST gearbox, conventional manuals and autos are more likely to be standard on the CX.

Anything else?

Just as Mitsubishi's bigger Outlander SUV spawned two European derivatives – the Citroen C-Crosser and Peugeot 4007 – the company's new design also looks set to be shared with PSA.

The design patents are clearly marked to show that the nose and tail of the Mitsubishi are unique, with red highlighting to show the areas covered by the patent. The clear implication is that other front and rear designs mounted to the same centre section are on the way – and presumably those will be the Peugeot and Citroen versions.

Sales of Mitsubishi's new SUV start in Japan next February, before the car makes its European debut at the Geneva motor show in March 2010, ahead of a summer on-sale date on this side of the world.

(By Ben Purvis, Spyshots)

We weren't expecting to see a new BMW 3-series for a while yet, why now?

The new 3-series family – internally codenamed F30 – has been moved forward because of a slump in sales of the current model. CAR understands sales nosedived by 40% in the first six months of 2009, a cataclysmic drop which sparked change in Bavaria.

Hence the new Three project has been fast-tracked by a year, with a launch pencilled in for the 2011 Frankfurt motor show.

Our spies in Germany caught this early car being towed on a trailer, revealing a little about the next 3-series styling. Strip away the swirly-whirly disguise, and we're told it will look quite different – despite being signed off by former design chief Chris Bangle before he retired. Also expect influences from new styling boss Adrian van Hooydonk’s 2007 CS concept.

So this is a cooking 3-series, not the M3?

You got it! We have, however, learned a fair bit about the new sporting saloon of choice. Gone is the 4.0-litre V8 from today's M3, replaced with a straight six twin-turbocharged unit with direct injection. The engine swap not only cuts emissions, but saves weight too. Power remains unchanged at 414bhp, but even sharper acceleration is promised thanks to an upgraded dual-clutch gearbox available only to M3 customers.

What about the rest of the F30 3-series line-up?

Further down the model range, the 3.0-litre inline six powerplant features a couple more times. The 335i makes a comeback, although it loses a turbo and power drops to around 280bhp to make room for a completely new car, the 340i. This one will have a pair of blowers, which help to muster 360bhp.

The other petrol engines will be four-cylinder turbocharged units displacing either 1.6 or 2.0 litres. High-performance diesels will also feature, with a 204bhp 323d and a 306bhp 335d appearing in the new 2011 F30 family line-up. BMW expects most models to be fitted with the optional eight-speed automatic transmission complete with stop-start technology.

How about a 3-series GT version, like the 5-series Gran Turismo?

We are expecting BMW to produce a 3GT, akin to the 5GT. There will also be another 3-series convertible, but not with a folding hardtop like the current car. In an effort to save valuable kilograms, a canvas roof will make a comeback for the new topless 3-series.

Other technology that may appear in the range includes optional four-wheel drive, mild hybrid power and maybe even a plug-in hybrid.

So, a strong line-up for the top-selling BMW. We'll look forward to seeing the lines under that disguise over the coming months...

(By Georg Kacher and Gareth Evans, Spyshots)

Puh-leeze! Weren’t these jokers riding around on donkeys when Bob Sharp was running 240Zs at Lime Rock? There’s also Nordschleife Gray and Interlagos Yellow. On a Hyundai? They can’t be serious!

Uh, they’re serious. On sale since March, the Genesis coupe is a revelation, no pun intended. It’s a genuine yardage gain for the yin-yang team and a serious kink in the law dictating that rear-drive hoots must cost big bucks.

Is it HUN-dye, hi-WON-dye, or hi-YOON-day? (Around the factory, at least, it’s the latter). If we can’t concur on a pronunciation, let’s agree that Hyundai has come a long way. Lately, the workmanship has stood with that of the Japanese masters. The designs are fresh, and the dynamics have firmed up and flattened out.

Still, Korean culture works against a Hyundai sports car. Car guys are scarce in a homeland-come-lately to the auto age. Almost everyone drives thrift cubes—often white, always slow—and Korea only built its first racetrack, Everland Speedway about 35 miles south of Seoul, in 1993. In contrast, Japan has a high-performance heritage going back to the A6M5 Zero.

With Hyundai, it has always been about the price, and so it goes with the Genesis twins. The syrupy $33,000 sedan upon which the coupe is based dives for Lexus’s knees. The four-seat coupe also aims below the waist at competitors, with a 210-hp, 2.0-liter turbo four starting at $22,750 and a 306-hp V-6 at $25,750. The standard-equipment list is decent and includes a six-speed manual, power locks and windows, cruise control, stability control, a trip computer, and stereo auxiliary jacks.