Car Trends Magazine

Taking weight out of a modern car can be tricky: Crash regulations have necessitated heavier structures, emissions laws have forced additional complexity into vehicles, and amenities have added dozens of electronic control units and untold miles of cable. Many automakers, however, are now experimenting with shedding pounds as a means to maintain performance despite the current trend toward engine downsizing. To illustrate the potential of this approach, Audi engineers set out to create an A5 2.0T that weighs 500 pounds less than a 3400-pound Euro-spec A5 V-6 model (U.S. versions weigh roughly 200 to 300 pounds more due to options and higher levels of standard equipment). The result is an A5 coupe that, according to Audi, tips the scales at a svelte 2888 pounds despite retaining the 2.0-liter’s heavy iron block.

Audi let us compare a stock A5 3.2 FSI, equipped with the 265-hp V-6, against the lightweight concept with the 2.0-liter engine dialed back from 258 pound-feet of torque to deliver the same 243 as the V-6. We can attest to the fact that a 500-plus-pound reduction makes for a stunning dynamic improvement. Turn-in becomes more agile, the car can be tossed around with ease, and the 211-hp engine feels far stronger than its numbers suggest.

A regular A5 3.2 FSI seems downright clumsy in comparison. Audi claims the lightweight concept is 0.3 second quicker to 60 mph than the V-6. In our testing, the A5 V-6 ran from zero to 60 mph in 5.8 seconds, so we expect the lightweight concept to hit 60 mph in 5.5 seconds, a 0.7-second improvement over a standard A5 2.0T.

Audi originally intended the concept to emulate the performance of the V-8–powered, 354-hp S5, but, despite the weight loss, the concept still can’t match the S5’s acceleration. We understand that a second concept is currently being built—and we wouldn’t be surprised if this one was equipped with the 265-hp, 2.0-liter turbo four from the TTS. With that much power, the four-cylinder lightweight just might be able to trounce the S5’s V-8.

Most “efficiency” concepts make us dread the future; this one gives us hope.

(BY JENS MEINERS, PHOTOGRAPHY BY MATTHIAS KNÖDLER AND THE MANUFACTURER, ILLUSTRATION BY BRYAN CHRISTIE DESIGN)

To fill the gap in the 3-series lineup between the 300-hp 335i and 414-hp M3, BMW is introducing the 2011 335is coupe and convertible. We were unaware that said gap needed to be filled, but we’re told that the 335i is seen in the U.S. as just an ordinary 3-series, and as such, there’s room for something more exotic than a 335i but less outlandish than an M3. Now that we’ve been given the chance to drive the 335is coupe, we’re coming around to accepting this whole gap idea.

More Power and a Body Kit and . . .

Conceptually similar to the 330i Performance package model that was available as part of the previous-generation 3-series lineup, the 335is doesn’t go so far as to threaten the M3’s supremacy, but it definitely ups the sportiness quotient. To that end, the 335is gets 320 hp and 332 lb-ft torque from the twin-turbo 3.0-liter inline-six engine, and an overboost function allows for seven-second blasts of 370 lb-ft of torque. Unlike the regular-grade 2011 335i, the 335is sticks with the older twin-turbo engine for the simple reason that BMW engineers had more experience tuning it. This same engine can also be found in the Z4 sDrive35is that was introduced at this month’s Detroit auto show. In the Z4, the engine makes 335 hp; a more restrictive intake on the 3-series accounts for the 15-hp difference.

To make the 335is a track-worthy vehicle, BMW upgrades the cooling system with an additional radiator and beefs up the engine mounts. Inside are standard sport seats, steel pedals, an M Sport steering wheel, and textured aluminum trim. Between the seats sits the familiar six-speed manual, but it’s modified here to have shorter throws. For those who prefer not to shift for themselves, BMW is offering its seven-speed dual-clutch gearbox. The DCT system is identical to the one in the M3 and comes with steering-wheel-mounted paddle-type shifters.

Exterior styling builds on that of the 3-series’ 2011 freshening and adds an aggressive M Sport body kit. The kit has a more aggressive front fascia that ditches the coupe’s fog lamps in the interest of increased cooling capacity; the 335is convertible keeps its fog lamps. (And just to confuse you, we posted photos of preproduction coupes with fog lights; the decision to ditch them apparently came after these cars were built.) A new rear bumper incorporates a diffuser-style piece, and the twin exhaust pipes are finished in matte black. New gray-painted, split-five-spoke wheels are the only change to the chassis, despite the extra power—there are no tweaks or modifications to the suspension or brakes.

Same Poise, Even Better Soundtrack

Immediately on starting the engine, one detects a more noticeable hum from the new exhaust system. Less-restrictive mufflers snarl menacingly and only get angrier once the throttle is matted and the revs rise. As we’ve seen with other applications of the twin-turbo six, power is delivered with the immediacy of a large-displacement, naturally aspirated engine. The extra horsepower bestowed on the 335is isn’t exactly massive, but the car will still quickly shrink a straightaway, and it rockets into triple-digit speeds as if towed by a Boeing 747. Indeed, a few laps around Portugal’s Estoril racetrack revealed this car to be exactly what’s suggested by the spec sheet: a powerful 3-series with a fantastic soundtrack. As one might expect from the carry-over chassis, the balance, the predictability, and the unflappable poise that make the 3-series one of our favorite cars are all there in spades.

The 335is doesn’t exactly threaten the M3 performance-wise, and with a starting price of $50,525, the 335is coupe costs $8750 less than an M3 coupe. But compared with the M3 sedan, the 335is coupe saves only $5750; faced with that choice, we’d pony up for the four-door M3. Convertible versions of the 335is start at $59,075, or $8850 less than the M3 convertible. The 335is convertible will arrive in April; coupe buyers will have to wait until June. And don’t go looking for the 335is at dealerships outside North America; for once, BMW is building something just for us.

Specifications

TRANSMISSIONS: 6-speed manual, 7-speed dual-clutch automated manual

DIMENSIONS:
Wheelbase: 108.7 in Length: 181.9 in
Width: 70.2 in Height: 54.1 in
Curb weight: 3650–3750 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 4.5–4.8 sec
Standing ¼-mile: 13.2–13.5 sec
Top speed (governor limited): 155 mph

FUEL ECONOMY (MFR'S EST):
EPA city/highway driving: 17/26 mpg

(BY TONY QUIROGA )

New sports coupes arrive like summer lightning and depart like uneaten guacamole: ignored, slowly fading to brown, awaiting the inevitable flush. The six-year-old Mazda RX-8 languishes through 2008 with sales the Hubble telescope wouldn’t register: just 2591 units through the end of August.

Mazda isn’t giving up, however. The Hiroshima headquarters considers rotary engines integral to its identity, so the RX-8 stays, a place keeper for a future all-new rotary engine currently code-named “16X” and due perhaps by 2012.

Meanwhile, the RX-8 gets a little stir to keep it green. Most obvious is the new front bumper that flares the grille and brake-duct openings for a more dangerous, grinning-cobra menace. Four glassy robot eyes now fill the taillight teardrops, the exhaust tips are bigger, and fresh wheel designs adorn the various trim levels.

Underneath, Mazda adds chassis stiffeners to further tighten an already athletic platform, and tweaked rear-suspension geometry settles the back end and helps sharpen steering response. The prop shaft also has been strengthened to reduce driveline vibration and noise.

Also new for ’09 is the R3. At $32,600, the RX-8 R3 is priced just $930 above the luxury Grand Touring and trades a few of the GT’s comfort bits—heated mirrors, automatic climate control, power seats—for go-fast bits such as 19-inch forged aluminum wheels, Bilstein shocks, and Recaro-brand leather-trimmed buckets. A spoiler, side-sill extensions, fog lights, and an even angrier front bumper also ride along, as does a 300-watt Bose stereo.

Steering that answers to palm twitches remains the RX-8’s best selling point, the R3 cruising flat and neutral through the wiggles without tire squeal or shimmy. Call us surprised that our skidpad runs were lower, generating 0.87 g to our previous 0.92. Brake performance stays about even, and the R3 impresses as every bit the joy toy its predecessors were.

The six-speed-only R3 runs on the same 232 horsepower and 159 pound-feet of torque as other RX-8 manuals (autos have 212 horses) but has foam-filled front crossmembers linking the front-suspension pickups for better sound-and-vibration damping. At 3060 pounds, the R3’s curb weight exactly matches that of our last RX-8 test car [“Four of a Kind,” June 2007].

The low-torque RX-8 was always tricky to get rolling without a stall. A shorter rear-end ratio in all 2009s—4.78:1 versus 4.44—means less revving and clutch slip in everyday driving. However, the second-to-third shift is now perilously close to 60 mph, which likely slowed the acceleration runs (6.7 seconds to 60 mph versus 6.5). Fuel economy isn’t helped or, apparently, hurt. We averaged 15 mpg, same as before.

Sporty cars come and eventually go, but for now, Mazda’s entertaining eccentric is signing up for another rotation.

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2+2-door coupe

PRICE AS TESTED: $32,600 (base price: $32,600)

ENGINE TYPE: 2-rotor Wankel, aluminum rotor housings with iron liners and end plates, port fuel injection
Displacement: 80 cu in, 1308cc
Power (SAE net): 232 bhp @ 8500 rpm
Torque (SAE net): 159 lb-ft @ 5500 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 106.4 in Length: 175.6 in Width: 69.7 in Height: 52.8 in
Curb weight: 3060 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.7 sec
Zero to 100 mph: 17.7 sec
Zero to 130 mph: 40.3 sec
Street start, 5–60 mph: 7.7 sec
Standing ¼-mile: 15.1 sec @ 93 mph
Top speed (drag limited): 141 mph
Braking, 70–0 mph: 152 ft
Roadholding, 300-ft-dia skidpad: 0.87 g

FUEL ECONOMY:
EPA city/highway driving: 16/22 mpg
C/D observed: 15 mpg

(BY AARON ROBINSON, PHOTOGRAPHY BY MORGAN SEGAL)

The bulk of the Mazda lineup has recently been updated, and the Japanese carmaker will bring its Mazda 5 small minivan in line when it unveils the new 2011 model at the Geneva auto show in early March.

The update represents the model’s first major freshening in a while, and the first since going on sale in the U.S. in 2005. The 5, which is known as the Premacy in Japan, takes on styling cues from the Mazda 3 on which it’s based, in particular the smiley-face grille and pronounced fenders. Moving aft of the A-pillars, Mazda says the new 5 is the first production model to fully adopt the wind-blown, swooping styling language the company has refined on several stunning concepts, starting with the Nagare in 2006 and including the Furai racer from 2008.

Inspired by the beauty of flowing elements in nature—nagare means “flow” in Japanese—the design language is most evident along the sides of the 5, where swooping creases between the beltline and rockers appear to be sculpted by the wind, lending a sense of motion. These particular elements can be found in all the previous concept vehicles and, according to Mazda, help the 5 achieve improved aerodynamic efficiency with less drag and more optimal lift characteristics. The result definitely is striking—think BMW’s flame surfacing on magic mushrooms. A more-sculpted rear fascia with revised taillights rounds out the major tweaks to the body.

We have yet to learn the extent of the interior changes, but the layout will remain a spacious and flexible place for six, complete with dual sliding doors for easy entry and exit. Improved materials and revised equipment are expected in order to keep the 5 on par with the updated-for-2010 CX-7 and CX-9.

The 2011 Mazda 5 will go on sale in Europe in the fall of this year with several powertrains, the most notable of which is a new, direct-injected 2.0-liter inline-four with the company’s “i-stop” stop/start technology. When equipped with a six-speed manual transmission, the new 5 is said to reduce carbon-dioxide emissions, which are directly tied to fuel consumption, by 15 percent. A 1.8-liter four and a small-displacement turbo-diesel also will be available.

The current U.S.-market 5 sports a 153-hp, 2.3-liter four mated to either a five-speed manual or five-speed automatic gearbox. While we don’t expect performance to match that of, say, our Mazdaspeed 5 Boss Wagon, the fitment of the redesigned-for-2009 Mazda 3’s optional 2.5-liter mill, which makes 167 hp and is paired with either a six-speed manual or a five-speed auto, seems likely. As is par for the course these days, expect a slight bump in fuel economy over the current car’s city/highway ratings of 22/28 mpg with the manual and 21/27 with the automatic.

(BY MIKE SUTTON)

The big reveal of the refreshed 2011 Ford Edge will take place in about two weeks at the 2010 Chicago auto show, but why wait—these spy snaps give us a pretty clear idea of what form it will take. Not only that, but this prototype also previews the Sport trim, which should continue to be the sharpest-looking Edge in the drawer.

As with its twin, the Lincoln MKX, the angular Edge undergoes a dramatic mid-cycle revamp for 2011, starting with fresh front-end styling that actually has some radius edges. Indeed, shades of the Toyota Venza and the Honda Accord Crosstour—both prime competitors—can be seen in the Edge’s visage, with a vast majority of its frontal area devoted to the T-shaped arrangement of the headlamps and thick three-bar grille. It does not appear, however, that the new fascia will be affixed to new front fenders (the MKX, by comparison, is all-new from the A-pillars forward), but certainty on that point is complicated by this prototype’s black-and-white “cheese-puff” camouflage.

Other aesthetic changes for the standard Edge are expected to be minimal, although this Sport prototype wears flashier rocker panels and a diffuser-look rear bumper as conspicuous conceits to its Sport designation. And speaking of conspicuous, the 22-inch wheels seen here are kinda, sorta bitchin’, especially for a stock-out-of-the-box Ford family car. Rounding out the appearance changes are the new taillamps, which will feature LED elements.

Count On a Vastly Improved Interior

What we can’t see here is the new tech-laden cabin, although Ford itself released images of the interior a few weeks ago when it announced an innovative new connectivity suite called MyFord and MyFord Touch. (The systems include things such as in-car WiFi, improved Sync voice control, apps, and iTunes audio tagging; it all sounds pretty cool.) As such, we already know that the interior of the 2011 Edge will feature upgraded materials and capacitive touch controls in place of some conventional buttons and switches.

While the Edge and Edge Sport currently share one engine—a 265-hp, 3.5-liter V-6—the 2011 Edge could follow the MKX in offering FoMoCo’s 305-hp, 3.7-liter V-6, possibly as an upgrade exclusive to the Sport model. Of course, switching the entire lineup to the 3.7-liter mill is entirely possible, too. However the V-6 situation pans out, it’s relatively certain that the Edge will eventually be available with an EcoBoost turbocharged engine. It’s more likely to be the highly anticipated new 2.0-liter turbo four-cylinder rather than something burlier like the 355-hp, twin-turbo V-6 seen in the Taurus SHO and Flex EcoBoost. Ford has said that the 2.0-liter will be good for at least 230 hp.

Look for the 2011 Ford Edge to appear in showrooms late this summer. Of course, if you’re willing to brave some brutal cold and head to the 2010 Chicago auto show next month, you can see it long before then. Even better: Stay warm and point your browser right back here in just a couple of weeks to read full product information and see our photos from the show floor.

(BY STEVE SILER, PHOTOGRAPHY BY BRIAN WILLIAMS FOR BRENDA PRIDDY & CO. AND THE MANUFACTURER)

The arrival of the MKS sedan last year spurred hopes that it might revitalize Ford’s historically uncompetitive luxury brand, helping Lincoln to better compete with Cadillac, Lexus, and other aspirational marques. Most of the hype stemmed from the stunning MKR concept that debuted at the 2007 Detroit auto show; it floated the idea that future Lincolns wouldn’t be dowdy, livery-service specials like the current Town Car.

As it turns out, the MKS is indeed light-years beyond that ancient Panther-platformed barge in both styling and performance. But the production 2009 MKS came to market lacking the MKR’s exaggerated proportions, rear-wheel-drive chassis, and twin-turbocharged V-6—which then carried the aggressive TwinForce moniker. The reality of the MKS’s front-wheel-drive foundation (shared with the Ford Taurus) and naturally aspirated, 3.7-liter V-6 making 275 hp and 276 lb-ft of torque put it at a disadvantage with more powerful luxury sedans.

But Ford is now upping the big Lincoln’s game, as it will finally be available with a twin-turbo, 3.5-liter V-6 when the 2010 model arrives in showrooms in mid-summer. Although the engine carries the more marketing-friendly EcoBoost name, its 355 hp and 350 lb-ft of torque are for real and give the Lincoln the gusto to run with most V-8s. We recently had the chance to sample the new turbocharged model—as well as the 2010 MKT crossover—at Ford’s Michigan proving ground, where the company had a V-8 Cadillac STS and Infiniti M45x on hand for comparison.

Movin’ On Up

Supported by standard all-wheel drive and a beefier six-speed automatic transmission with paddle shifters and revised gear ratios, the EcoBoost MKS proved to be a far more compelling vehicle to pilot than the base car. However, it should be noted that, although the Lincoln handily outpaced the Cadillac and Infiniti in acceleration, technology, and refinement, Ford conveniently chose two of the oldest and least powerful vehicles in the segment for comparison.

With peak torque available as low as 1500 rpm, the direct-injected EcoBoost V-6 is flexible in its power delivery and motivates the near-4500-pound MKS with uncanny ease. Compared with the non-EcoBoost MKS—which takes 7.5 seconds to reach 60 mph and covers the quarter-mile in 15.7 at 90 mph—the twin-turbo car is a rocket. Away from Ford's proving grounds and on our test track, acceleration was smooth and linear up to the 134-mph top speed, with 60 arriving in 5.4 seconds and the quarter in 14.1 at 100 mph. Turbo lag is nonexistent and the exhaust note is hushed but noticeable, with a subdued growl that never gives the impression the engine is being worked too hard.

Although the prodigious low-end grunt tops that of many V-8s, Ford says the EcoBoost engine’s direct injection, compact turbochargers, and smaller displacement allow it to sip fuel like a proper V-6. Our short stint behind the wheel, with the throttle frequently contacting the floorboard, didn’t give us much of an idea about real-world economy. Still, the EcoBoost MKS’s city/highway mileage of 17/25 mpg beats the EPA figures for the STS and M45x—again, conveniently—which are rated at 15/22 and 14/20, respectively. The front-wheel-drive, 3.7-liter MKS is rated the same as the EcoBoost model; the all-wheel-drive base car gets 16/23 mpg. However, the Lexus GS460 with its 342-hp, 4.6-liter V-8 matches the economy of the boosted MKS, and the more powerful—and less expensive—Hyundai Genesis V-8 manages 1 mpg better on the highway. Although the Lincoln’s ratings are surely influenced by its porky curb weight and have yet to be verified by the EPA, we think it might have been better had Ford kept the cooler-sounding TwinForce name if the primary benefit of EcoBoost is performance.

Improving the Package

Along with the new engine option, all 2010 MKSs get revised suspension tuning for more confident handling and additional sound deadening to curb road noise. The 2009 model was by no means loud inside, but the revisions make the 2010 car truly serene, even at triple-digit speeds. Opt for the EcoBoost model, and the chassis gets electric power steering, stiffer anti-roll bars and front subframe mounts, and new shocks, springs, bushings, and upper shock mounts. The result is more responsive footwork with light yet communicative steering. Ford’s ride-and-handling loop showed the MKS to be well controlled and borderline playful when driven in anger, although the rear end has a tendency to feel a little light when the car is pushed hard. The changes don’t make the MKS ideal for assaulting sinewy canyon roads, but it does drive smaller than it is. Around the skidpad, the MKS managed to hang on at 0.83 g, while braking from 70 to 0 mph occured in 175 feet, with considerable fade after a few attempts.

Also available later this year on EcoBoost models is an appearance package ($2995) that includes unique 20-inch chrome wheels (18-inchers are standard); black-accented headlights and taillights; a revised front fascia; a small, chrome-accented trunk spoiler; and unique MKS badging with the S in red. The splurging carries over to the inside as well, with Sienna leather upholstery and trim, a metallic dash appliqué with MKS badges, and special illuminated door sills and floor mats. As with every MKS we’ve driven, the cabin is comfortable, spacious, and well designed. The front seats are heated and cooled, and they’re supportive without being constricting. Rearward vision could be better, though, and the back seat isn’t exactly commodious. The gauges and the center-stack controls are attractive and easy to use, as is the infotainment system, complete with an eight-inch touch screen and optional THX II 5.1 premium sound system.

Although many of the technologies on the MKS carry over from last year, new for 2010 is active park assist, which employs ultrasonic distance sensors and electric power steering to find and guide the vehicle into a suitable parallel parking space. Press the button on the center console and drive past a potential parking space, and the system will tell you if the car will fit. If the spot proves big enough, slide the gear lever to reverse and work the gas pedal while the computer manages the steering and watches how close you are to other vehicles. The whole operation takes about 20 seconds, with training yourself to trust the car and let go of the steering wheel the biggest challenge. Active park assist costs $535 on the MKS and will be available on several other 2010 Ford vehicles.

First Out of the Gate

Starting at $48,585, the 2010 MKS with EcoBoost comes well equipped, with standard features including keyless access with a keypad and push-button start, adaptive HID headlights with auto high-beam control, rain-sensing wipers, ultrasonic parking assist, and Sync with Bluetooth. A front-wheel-drive, non-EcoBoost MKS is about $1200 more than the 2009 version, at $41,695, with all-wheel drive adding another $1890 to the tally. Option bundles, ranging from $2500 to $4500, are available for base and EcoBoost models and add stuff like 19- or 20-inch wheels, navigation, the THX sound-system upgrade, and a rearview camera, depending on the model. Adaptive cruise control with brake support ($1310), a dual-panel sunroof ($1695), and various paints and wood trims are stand-alone options.

Although the MKS will be the first Ford to go on sale with an EcoBoost engine, it won’t be the only one. The automaker plans to offer four- and/or six-cylinder EcoBoost powerplants in 90 percent of its models by 2013. The MKT crossover will join the EcoBoost roster when it goes on sale in late summer, and the Ford Flex and Taurus SHO will offer the 3.5-liter engine for 2010. Although the additional power of the new engine doesn’t transform the MKS into a sports sedan, it does make it much more competitive and gives the brand a better chance at reestablishing itself. We’ll have to wait to see how well the new MKS does in the real world—and if the updates justify the loaded-up price of $56,000—but we can definitely say this isn’t your typical Lincoln.

ROAD TEST

Our road test for the 2010 Lamborghini Gallardo includes a full evaluation of the 2010 Lamborghini Gallardo from the inside out. We evaluate not only engine and handling performance for the 2010 Lamborghini Gallardo, but also interior cabin and cargo space. Let our comprehensive road test ratings for the 2010 Lamborghini Gallardo help you decide if a 2010 Lamborghini Gallardo is right for you.

SAFETYSpecs and safety for the 2010 Lamborghini Gallardo include detailed information on everything from fuel mileage to seating capacity. NHTSA crash-test scores for the 2010 Lamborghini Gallardo are provided as well as manufacturer warranty information.

Mid-cycle vehicle updates usually mean new headlights, a reworked bumper, and a fresh set of wheels, but Ford’s been taking the mid-cycle thing a bit further lately. Indeed, while its cars aren’t using all-new platforms or mechanicals, the company’s most recent mid-cycle changes are thorough enough to convince most people that the vehicles are all-new. The 2010 iterations of the Fusion and Mustang went beyond simple sheetmetal restyling to include vast interior improvements and effective engineering enhancements, and next up on a very special episode of Ford’s “Extreme Makeover, Mid-Cycle Edition” is the 2011 Lincoln MKX. It’s debuting at the 2010 Detroit auto show and bringing with it not just sweeping changes but also the first “buttonless” automobile interior.

But first, there’s the new bod. The current MKX was always a handsome, if forgettable, crossover. But thanks to all-new sheetmetal from the A-pillar forward and a new rear end, the MKX has become quite the looker for 2011. Unlike the hearse-like MKT, the MKX starts with innately tidy proportions and short overhangs, and has now artfully adopted the Lincoln dual-port grille. The front fenders now rise to accentuate the wheel arch, and there are new lower rocker moldings, too. The rear end—previously an unremarkable arrangement of rectangles—looks decidedly spicier now that the taillamps have gone from full-width to split, angular LED units.

Controls by Microsoft, Ergonomics by Apple?

The transformation continues inside, where occupants can luxuriate on new leather seats, which, along with the door panels and many other surfaces, are rendered in upgraded materials. “Tuxedo-stripe” stitching is a Lincoln first, and will soon join tunneled electroluminescent gauges, available THX stereos, and white dash illumination in the brand’s gene pool. There are seven selectable ambient-lighting colors, with five levels of intensity. The patina-look interior trim seen first in the MKT appears here, too, and while it certainly looks better than the satin-look junk in many Ford interiors of yore, we wonder how owners might feel about it after a few years.

But the most newsworthy aspect of the 2011 MKX is its debut of the awkwardly named but highly futuristic “MyLincoln Touch” interface, which essentially ditches conventional buttons and knobs for a network of capacitive-touch controls (think iPod or iPhone) spread about the neatly designed dashboard. Particularly cool are the two shiny horizontal spears which at first seem merely decorative but in fact are the controls for stereo volume and HVAC fan speed, actuated by sliding one’s finger across them. The latest voice-activated Ford/Microsoft Sync system comes standard and operates through an eight-inch LCD touch screen with handy color-coded menus. New this year for Sync is factory-installed HD radio, as well as the capability to tag a song you might want to download later. Also added are a pair of 4.2-inch LCD screens in the instrument cluster; they’re accessed by five-position toggles on the steering wheel. The screen on the left side displays basic vehicle data such as trip information and fuel economy, while the one on the right can be used to interface with multimedia devices.

Power and Torque Go Up, Fuel Economy Stays Flat

Less dramatic but equally significant (to us, anyway) are changes that you can’t run your finger along but which should be noticeable from the driver’s seat. The MKX’s standard 3.5-liter V-6 has been replaced by the new 3.7-liter unit shared with the 2011 Ford Mustang. Featuring variable cam timing, horsepower gets a 15-percent bump to 305, while torque climbs 12 percent to 280 lb-ft. The standard six-speed automatic transmission also now features manual-shift capability. Ford did not release fuel-economy estimates, but claims that the 2011 will match the front-wheel-drive 2010 model’s 25-mpg highway fuel-economy rating. City fuel economy for the 2010 model is 18 mpg, while all-wheel-drive versions are rated at 17/23.

Considerable revisions to the brakes are said to increase both feel and response, things we’ve rarely expected—or experienced—in a Lincoln but would definitely appreciate. Newly available driver aids include hill-start assist, trailer-sway control, adaptive cruise control, blind-spot detection, and cross-traffic alert for backing out of parking spots.

Late Fall Arrival

The 2011 Lincoln MKX arrives in dealerships in late summer, with base prices expected to stay near the current model’s $40K price of entry. Beyond Cadillac’s new-for-2010 SRX, the Lexus RX will be in this Lincoln’s crosshairs. We also expect Ford to roll out an updated 2011 Edge crossover (the MKX’s twin) around the same time. Why isn’t the Edge debuting in Detroit? Well, the Ford stand is already action-packed with the 2012 Focus and emboldened 2011 Mustang GT “5.0,” so the sharpened Edge probably wouldn’t get much play. The MKX, then, should get its fair share of attention—attention, it seems, that it may finally deserve.

(BY STEVE SILER, PHOTOGRAPHY BY PATRICK M. HOEY AND THE MANUFACTURER)

Please make sure all passengers have their seatbelts securely fastened and their carry-on baggage stowed before taxiing to the nearest motorway. Cross-check all instruments, and make sure the road ahead is clear. Then say, “All call,” like you know what it means. Roll onto the entrance ramp, and squeeze the throttle gently—but with determination—until the pedal is planted firmly to the floor. Roadside objects are hurled aside, and the pavement seemingly narrows as the wailing, awesomely powerful V-10 in front of you—force-fed by two turbos—pulls relentlessly until you hit a gentle, artificial ceiling at an indicated 180 mph. The Audi RS 6 Avant is not a plane, but it feels about as close to one as you can get on the street.

Liftoff!

The RS 6 Avant is a car that suits any enthusiast’s taste. For example, if straight-line speed appeals to you, look no further. There are a number of high-performance sedans and station wagons on the market now—the BMW M5, the Cadillac CTS-V, the Jaguar XFR, and the Mercedes-Benz E63 AMG, for example—that make 500 or more hp. But at a lofty 580 hp, the Audi RS 6 tops them all. Zero to 62 mph takes a claimed 4.6 seconds, and top speed is governed at 155 mph as standard, with the option to have it raised to 174 mph—hence, our indicated 180. (Audi speedometers are a touch optimistic.)

If you’re more interested in handling, the RS 6 won’t disappoint you, either. The all-wheel-drive system and the 19-inch wheels with 255-series tires—20s with 275-series rubber are optional—raise the limits of adhesion considerably versus those of a regular A6 Avant. Push this car hard, and you note that it carries a lot of weight up front, but you can steer it with the throttle until the stability-control system kicks in, although that happens earlier than we’d like, even in the sportiest setting. It takes guts to turn it off completely, but it’s worth it.

The 5.0-liter V-10 in the RS 6 is closely related to the naturally aspirated V-10 available in the Audi S6 and outgoing S8, as well the R8 5.2 and the Lamborghini Gallardo. Direct-injected and twin-turbocharged, the RS 6’s is the most powerful iteration of this awesome powerplant. The RS 6 Avant comes only with a six-speed automatic, which shifts smoothly and rapidly and is well integrated with the engine. We wouldn’t mind a manual transmission, but it would probably be hard to find a unit that could handle 480 lb-ft of torque—available from 1500 rpm—and fit the RS 6’s platform.

A Whole Lotta Capability

Optional carbon-ceramic brakes are available with the larger wheels and tires. Those stoppers weigh about 27 fewer pounds than the standard cast-iron brakes and are super-easy to modulate. Audi promises that under normal driving conditions they will last close to 200,000 miles. However, we wish they were quicker to respond in wet weather, and there is perhaps not enough difference in performance from the standard brakes to justify the $11,000-plus extra cost. We like that the R8 supercar’s optional carbon-ceramic brakes are aggressive, and we wish the RS 6’s system had more of the same attitude.

The chassis makes extensive use of aluminum components, and a three-step electronic suspension is available. The softest setting is perhaps the most harmonious. It is by no means detached, and it gives ample feedback to the driver without being punishing. After normal mode, the sport setting stiffens up the car further, but it only makes sense if you actually take this family hauler to the track. Off-road capability is limited by the wheels and tires—and ground clearance—but we can attest that the Quattro all-wheel-drive system will let you drive circles around the RS 6’s rear-drive competitors in the snow. Unfortunately, the big engine, all-wheel drive, and everything else add up to a curb weight near 4500 pounds. But at least the RS 6’s capabilities mask the bulk fairly well.

Being a modern Audi, the cabin is extremely well executed, with amazing sport seats and the company’s trademark attention to detail. The base A6 will be replaced within two years, so this interior is a bit dated in terms of product cycle, but even then, the RS 6’s cabin cedes little to its competitors. And the RS 6 Avant is a great family car, spacious and confidence-inspiring, as are the more pedestrian A6 models.

Expensive, Thirsty, and Heavy

Is there anything not to like? Well, the RS 6 Avant is very pricey, at an equivalent of nearly $160,000 in Germany, and the 11-mpg average it returns when you push this beast hard is not good. Officially, it gets 17 combined mpg in the European cycle, and that’s a figure you can better, but the car just invites shenanigans—any good intentions waft out the massive exhaust pipes as quickly as you can downshift from sixth gear to second for a surprise pass on a back road.

There’s also the fact that the RS 6 Avant also feels a little too well behaved and detached. Blame the weight. The car is more than willing to play if you’re up for it, but you feel as if it has to work to go exactly where you want it. The previous RS 6, with its 450-hp twin-turbocharged V-8, felt more agile and, subjectively, just as fast as the current model, and it sounded more immediate than the current car.

One of the Greats

But charging through the twisties and gobbling up miles on the motorways, we think no other car in this league offers such an intoxicating combination of attributes. Behind the wheel, 120 mph is always just a few seconds away, and the speed can be scrubbed off right now if you need to make a good impression on a radar gun. Although V-10 engines may not be the thing in Formula 1 anymore, listening to the RS 6 at full throttle is one of the greater experiences in motoring. We just wish we could get it in the U.S.—and didn’t have to worry about those pesky speed limits everywhere else.

(BY JENS MEINERS, PHOTOGRAPHY BY MATTHIAS KNÖDLER)

Please make sure all passengers have their seatbelts securely fastened and their carry-on baggage stowed before taxiing to the nearest motorway. Cross-check all instruments, and make sure the road ahead is clear. Then say, “All call,” like you know what it means. Roll onto the entrance ramp, and squeeze the throttle gently—but with determination—until the pedal is planted firmly to the floor. Roadside objects are hurled aside, and the pavement seemingly narrows as the wailing, awesomely powerful V-10 in front of you—force-fed by two turbos—pulls relentlessly until you hit a gentle, artificial ceiling at an indicated 180 mph. The Audi RS 6 Avant is not a plane, but it feels about as close to one as you can get on the street.

Liftoff!

The RS 6 Avant is a car that suits any enthusiast’s taste. For example, if straight-line speed appeals to you, look no further. There are a number of high-performance sedans and station wagons on the market now—the BMW M5, the Cadillac CTS-V, the Jaguar XFR, and the Mercedes-Benz E63 AMG, for example—that make 500 or more hp. But at a lofty 580 hp, the Audi RS 6 tops them all. Zero to 62 mph takes a claimed 4.6 seconds, and top speed is governed at 155 mph as standard, with the option to have it raised to 174 mph—hence, our indicated 180. (Audi speedometers are a touch optimistic.)

If you’re more interested in handling, the RS 6 won’t disappoint you, either. The all-wheel-drive system and the 19-inch wheels with 255-series tires—20s with 275-series rubber are optional—raise the limits of adhesion considerably versus those of a regular A6 Avant. Push this car hard, and you note that it carries a lot of weight up front, but you can steer it with the throttle until the stability-control system kicks in, although that happens earlier than we’d like, even in the sportiest setting. It takes guts to turn it off completely, but it’s worth it.

The 5.0-liter V-10 in the RS 6 is closely related to the naturally aspirated V-10 available in the Audi S6 and outgoing S8, as well the R8 5.2 and the Lamborghini Gallardo. Direct-injected and twin-turbocharged, the RS 6’s is the most powerful iteration of this awesome powerplant. The RS 6 Avant comes only with a six-speed automatic, which shifts smoothly and rapidly and is well integrated with the engine. We wouldn’t mind a manual transmission, but it would probably be hard to find a unit that could handle 480 lb-ft of torque—available from 1500 rpm—and fit the RS 6’s platform.

A Whole Lotta Capability

Optional carbon-ceramic brakes are available with the larger wheels and tires. Those stoppers weigh about 27 fewer pounds than the standard cast-iron brakes and are super-easy to modulate. Audi promises that under normal driving conditions they will last close to 200,000 miles. However, we wish they were quicker to respond in wet weather, and there is perhaps not enough difference in performance from the standard brakes to justify the $11,000-plus extra cost. We like that the R8 supercar’s optional carbon-ceramic brakes are aggressive, and we wish the RS 6’s system had more of the same attitude.

The chassis makes extensive use of aluminum components, and a three-step electronic suspension is available. The softest setting is perhaps the most harmonious. It is by no means detached, and it gives ample feedback to the driver without being punishing. After normal mode, the sport setting stiffens up the car further, but it only makes sense if you actually take this family hauler to the track. Off-road capability is limited by the wheels and tires—and ground clearance—but we can attest that the Quattro all-wheel-drive system will let you drive circles around the RS 6’s rear-drive competitors in the snow. Unfortunately, the big engine, all-wheel drive, and everything else add up to a curb weight near 4500 pounds. But at least the RS 6’s capabilities mask the bulk fairly well.

Being a modern Audi, the cabin is extremely well executed, with amazing sport seats and the company’s trademark attention to detail. The base A6 will be replaced within two years, so this interior is a bit dated in terms of product cycle, but even then, the RS 6’s cabin cedes little to its competitors. And the RS 6 Avant is a great family car, spacious and confidence-inspiring, as are the more pedestrian A6 models.

Expensive, Thirsty, and Heavy

Is there anything not to like? Well, the RS 6 Avant is very pricey, at an equivalent of nearly $160,000 in Germany, and the 11-mpg average it returns when you push this beast hard is not good. Officially, it gets 17 combined mpg in the European cycle, and that’s a figure you can better, but the car just invites shenanigans—any good intentions waft out the massive exhaust pipes as quickly as you can downshift from sixth gear to second for a surprise pass on a back road.

There’s also the fact that the RS 6 Avant also feels a little too well behaved and detached. Blame the weight. The car is more than willing to play if you’re up for it, but you feel as if it has to work to go exactly where you want it. The previous RS 6, with its 450-hp twin-turbocharged V-8, felt more agile and, subjectively, just as fast as the current model, and it sounded more immediate than the current car.

One of the Greats

But charging through the twisties and gobbling up miles on the motorways, we think no other car in this league offers such an intoxicating combination of attributes. Behind the wheel, 120 mph is always just a few seconds away, and the speed can be scrubbed off right now if you need to make a good impression on a radar gun. Although V-10 engines may not be the thing in Formula 1 anymore, listening to the RS 6 at full throttle is one of the greater experiences in motoring. We just wish we could get it in the U.S.—and didn’t have to worry about those pesky speed limits everywhere else.

(BY JENS MEINERS, PHOTOGRAPHY BY MATTHIAS KNÖDLER)