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