Car Trends Magazine

By the time we head to the Geneva auto show in a few days, there won’t be many surprises left to report—which is fine by us, as we’ll be busy arguing with French-speaking cabbies about accepting euros instead of Swiss francs.

Now Mercedes has prematurely announced the F800 Style concept, which seems to be a pretty faithful look at the upcoming 2011 CLS. If accurate, it looks like the next CLS will be as dramatic a departure from the old as the original was from the E-class on which it was based. That’s disappointing to us, as the current car is among the most beautiful cars on the road today, whereas this one—in pictures at least—seems to be based on Zoolander’s “Derelicte” line of nonsense spun as fashion. It looks like they borrowed ideas from a few carmakers and combined them into one, then slapped on an SLS grille and put a BMW 3-series front fascia on the rear. But we’ll reserve final judgment for when we see it in person.

Choose Your Own Alternative-Propulsion Adventure

On the mechanical side of the equation, Mercedes says the F800 could use either fuel-cell or a plug-in hybrid locomotion. Both options are “already close to the series production stage,” according to Prof. Herbert Kohler, “Head of E-Drive & Future Mobility and Chief Environmental Officer at Daimler” and the proud bearer of what is officially the longest title we’ve ever seen on anything. Ever.

The hybrid powertrain couples a direct-injection, 300-hp V-6 gas engine with a 109-hp electric motor that lives in the seven-speed transmission housing and draws its power from a 10-kWh lithium-ion battery stashed under the rear seat. Normally, simply adding the power figures of the internal-combustion engine and electric motor will not accurately produce a hybrid system’s actual power output. But in this case, Mercedes claims just that, stating the F800 has 409 combined horsepower.

The F800’s hybrid powertrain is largely based on that of the upcoming S500 hybrid, which is set to out-thrift its current S400 hybrid once the next-gen S-class arrives. Electric-only range is 18 miles, although speed along closer to the battery-operated limit of 75 mph—higher than what the S500 will allow—will no doubt shorten that leash. The vehicle’s nav system will use the map to show the radius of travel allowed on remaining battery power, although that functionality seems silly given that there’s an internal-combustion engine aboard to propel the car beyond those borders. Mercedes justifies the feature by saying, “should municipalities only permit purely electric automobile traffic in the future, the driver can determine whether the electric range of his or her vehicle is sufficient for the journey into and out of the urban area.” We think that, should municipalities only permit purely electric automobile traffic in the future, we’ll be finding a new municipality in which to reside.

Nevertheless, M-B claims 81 mpg on the Euro fuel-economy cycle. Despite such thrift, the F800 also is said to boast impressive performance. Zero to 60 mph is claimed at just 4.7 seconds, and top speed of course is restricted to the usual German limit of 155 mph.

For the fuel-cell version—we haven’t forgotten about it—the batteries beneath the F800’s rear seat would be displaced by two hydrogen tanks, and two additional tanks would be placed in the transmission tunnel. The motor would be the same one as is in the B-class F-cell, which is available now through a pilot program in California. An electric motor near the rear axle would develop 134 hp and torque in the neighborhood of 210 lb-ft. Not only is this powertrain already found in the F-cell, but Mercedes also has a fleet of city buses operating in Germany propelled by a double dose of this arrangement.

Intelligence Inside

While both the hybrid and fuel-cell drivetrains are imminent, whether we’ll see the technology packed into the F800’s cabin soon is a toss-up. The familiar COMAND system gets a new interface that integrates a touchpad similar to that of the new Audi A8. With Mercedes’ version, the driver uses a fingertip to draw on the touchpad and a camera captures its motion and overlays a ghostly image on the infotainment screen in the center stack. This way, the information display operates as a touch screen without demanding the driver lean forward and without the messy fingerprints. It also recognizes commands similar to those familiarized by the iPhone—tap, wipe, push, turn, and zoom. Additionally, the display in the instrument cluster uses a mirror to make information appear farther away, which will reduce fatigue as the eye switches from near to far focus less often.

Mercedes’ existing safety tech sees an update with the F800, as well. Distronic Plus, the adaptive cruise control, gets Traffic Jam Assistant, which will not only maintain following distance down to and up from a stop, but will now track the vehicle ahead and control steering inputs up to 25 mph.

Pre-Safe, too, gets updated, being promoted to Pre-Safe 360. It will now monitor the area behind the car when stationary in traffic and engage the brakes just before anticipated rear-end collisions, the better to prevent the Mercedes from being pushed into the vehicle ahead. But if the driver sees a window for escape and jumps on the gas, the car will immediately release the brakes.

While we aren’t so excited about the shape of the F800 and hope the expected resultant CLS doesn’t look so much like what you see here, we look forward to seeing the technology featured in the F800 in future Mercedes vehicles.

(BY JARED GALL, PHOTOGRAPHY BY PATRICK M. HOEY AND THE MANUFACTURER)

When our long-term Mi­tsubishi Lancer Evolution MR arrived in July 2008, we were hit by a wave of sticker shock. At an as-delivered price of $41,515, the Evo exceeded the starting price of a BMW 335i.

The Mitsubishi comes with a 291-hp turbocharged engine, a six-speed dual-clutch transmission, and one of the most sophisticated all-wheel-drive systems on the market. But a great swath of hard interior plastic and a shortage of amenities such as heated seats made the Evo feel spartan for its price. Not even the touch-screen navigation system, part of the $2550 Technology package (the only option on our car), did much to shake that perception.

For 2010, Mitsubishi has added the MR Touring model that loses the juvenile rear wing and adds some luxury trappings, but it costs $2000 more than the standard MR. The base price on the MR has crept up to $39,735 from the 2008 figure of $38,965.

The Evolution lineup starts at a more reasonable $34,335 in five-speed-manual GSR trim (or $33,710 back in 2008). But we wanted to try the new TC-SST dual-clutch gearbox that is offered only on the MR, which also includes upgrades such as Bilstein shocks, lightweight wheels, HID headlamps, and keyless ignition.

In terms of performance, our Evo did all the right things. Even though it could stand to be more aggressive off the line—Mitsu­bishi says the Evo MR has “launch control,” but labeling the lazy clutch engagement as such is a stretch—the car ripped from 0 to 60 mph in 5.3 seconds when new; at the end of our test, acceleration improved by 0.4 second to 60 and in the quarter-mile. Skidpad grip also increased, from a strong 0.93 g to an astonishing 0.96, and braking from 70 to 0 mph was consistently impressive, at 158 feet when new and 162 feet in our final test. These numbers earn the Evo true sports-car credentials, and its driver-focused environment backs up that impression with big magnesium shift paddles on the steering column and deep, supportive Recaro seats for the front occupants.

The following theme emerged from the logbook: Everything in the Evo comes at a price. Especially at the gas pump. With its SUV-like EPA rating of 17 mpg in the city and 22 on the highway—and a 14.5-gallon fuel tank—we didn’t anticipate bladder-busting range, but the Evo continually surprised us with its need for frequent fill-ups. It only managed more than 300 miles on a tank on three occasions, and highway cruising at 75 mph or above would drop a given tank’s mileage down near our average of 19 mpg.

The second wave of sticker shock came from running costs, starting with the grippy Yokohama Advan A13C tires, which wore out in 16,000 miles and run $351, each. We made the slightly less expensive ($266 per corner) but still great Yokohama Advan Neova AD08 our replacement choice, but we included the price of two sets of OE tires and mounting them in the official tally. Also, it cost $463 to have new rear brake pads installed at 32,700 miles. Regular maintenance further added to the pain of these normal-wear costs, making for a total of $5059. Part of that was a $623 service at 30,000 miles featuring six quarts of transmission fluid at $35 per. The 15,000-mile service ran $228, and lesser maintenance intervals came every 5000 miles and cost between $69 and $150. Compare that $5059 sum—$3128 in tires alone!—with that of our previous long-term Evo VIII, a 2003 model, which rang up $3706 in bills over the 40,000-mile test [April 2005]. Including gas and tires, we paid 28 cents a mile to keep this Evo X on the road.

Pricey operating costs aside, the Evo was essentially trouble-free. We did have to make an unscheduled stop to fix a loose underbody tray. And then there was the rainy night in November 2008, when a Camry rear-ended the Evolution in stop-and-go traffic, sending it to the shop for $5402 worth of insurance-covered repairs.

The six-speed dual-clutch transmission was universally praised for its speedy and crisp gearchanges. We didn’t like the car’s bad habit of taking a second or two to shut down the engine after we killed the ignition; Mi­tsubishi explained that transmission fluid is cycled during this time to preserve the heat-sensitive clutches.

Almost every driver praised the Evo’s sharp reflexes and supreme handling. But as the months wore on, that initial fascination with the car’s terrific performance and technology wore off. Michigan roads, mostly straight and in various states of disrepair, offer little opportunity to take advantage of the Evo’s quick responses. Staffers complained that the ride was too stiff for workaday commuting; most of them had not driven the Evo on a racetrack and were thus short on sympathetic justification. The seats, which some drivers (including this writer) raved about, drew contempt for being too deep for easy exits, too narrow for some hips, and too low (there’s no height adjustment). By the end of our test, the front edge of the driver’s seat showed visible wear.

The trunk, which is compromised by the intrusion of the battery and the washer-fluid reservoir, couldn’t hold two hockey bags when our K.C. Colwell embarked on a weekend rife with busted knees and broken teeth. Out back, the rear wing partly makes up for its view-bisecting location by acting as a push bar for opening the trunklid.

Another driver wrote that he was fonder of the 2003 Evolution because it felt livelier. The Lancer platform on which this latest Evo is based is larger and, in part to meet newer crash standards, results in a roughly 300-pound-heavier car. This newer model offers better overall performance, though the ’03 car was quicker in a straight line. This Evo also has a highly satisfying navigation system and a better interior. (Did we just imply that the old car was a medieval torture chamber? Why, yes, we did.) But these improvements are not enough, we think, to justify the new big price—our long-term ’03 Evo cost just $30,062. Some staffers think this version feels like a fast Lancer whereas the old Evo seemed to transcend its econobox roots and felt more deeply connected to Mitsu’s rallying legacy.

Even at this lofty as-tested price, there are few sedans that can match the performance of the Lancer Evolution. As is often the case, however, numbers aren’t everything. Without a regular opportunity to take advantage of all of the Evo’s capability, the compromises that come with its perform­ance left us wishing for a lower sticker price, more refinement, or both.

Specifications

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

PRICE AS TESTED: $41,515 (base price: $38,965)

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port fuel injection

Displacement: 122 cu in, 1998 cc
Power (SAE net): 291 bhp @ 6500 rpm
Torque (SAE net): 300 lb-ft @ 4000 rpm

TRANSMISSION: 6-speed dual-clutch automated manual

DIMENSIONS:
Wheelbase: 104.3 in Length: 177.0 in
Width: 71.3 in Height: 58.3 in
Curb weight: 3659 lb

C/D TEST RESULTS:
Zero to 60 mph: 4.9 sec
Zero to 100 mph: 13.1 sec
Zero to 130 mph: 29.2 sec
Street start, 5–60 mph: 5.8 sec
Standing ¼-mile: 13.5 sec @ 101 mph
Top speed (drag limited): 150 mph
Braking, 70–0 mph: 162 ft
Roadholding, 300-ft-dia skidpad: 0.96 g

FUEL ECONOMY:
EPA city/highway driving: 17/22 mpg
C/D observed: 19 mpg
Unscheduled Oil Additions: 0 qt

WARRANTY:
3 years/36,000 miles bumper to bumper;
5 years/60,000 miles powertrain;
7 years/100,000 miles corrosion protection;
5 years/unlimited miles roadside assistance

(BY MICHAEL AUSTIN, PHOTOGRAPHY BY MARC URBAN)

Just a single model year after the new Jaguar XF hit the streets, considerable powertrain improvements have found their way under its shapely hood. The previous 4.2-liter V-8 has disappeared from all but the base XF Luxury model, while the main mill has grown to 5.0 liters, gaining both horsepower and torque in its supercharged and naturally aspirated applications. Beyond uprating the engines, Jag also added the snarly XFR to the mix, creating a sort of intra-model rivalry and relegating the once top-cat XF Supercharged to middle-child status. How does it stack up now?

Something Old, Something New

A 385-hp, naturally aspirated edition of the 5.0 moves the XF Premium with plenty of verve, while a Roots-type supercharger is added to the same 5.0-liter to create the Supercharged and XFR. Equipped with nearly all the same standard baubles, it’s primarily power that separates the latter two models, to the tune of 470 hp and 424 lb-ft of torque in the Supercharged and 510 hp and 461 lb-ft in the XFR. The XFR, of course, gets all the love because of its added grunt. But examine the performance numbers, and a compelling case emerges for the XF Supercharged.

Same Book, New Chapter

Put your right foot to the floor of the Supercharged, and 60 mph comes in just 4.3 seconds, beating the 2009 XF Supercharged by 0.7 second—and tying our best XFR run. The quarter-mile flies by in an XF Supercharged in 12.7 seconds at 112 mph, just one tenth and 4 mph slower than in the XFR. Coming to a halt from 70 mph is accomplished in 159 feet, not only an excellent number on its own, but also identical to big-brother XFR's. Snowy weather didn’t allow for a skidpad run, but with the same Jaguar Adaptive Dynamics and Active Differential Control systems as found in the XFR, we’re confident the Supercharged could come close to—if not outright match—the best we’ve seen from the burlier car, 0.89 g.

But the numbers merely add to the XF story, they don’t rewrite the book. The sultry exterior and executive-grade cabins of non-R XFs basically are the same as those of the 2009 cars; the Supercharged model now gets quad exhaust finishers. The XF’s sheetmetal continues to command double-takes, and wood and leather are spread around the cabin like butter on a crumpet. The painfully slow infotainment system and pop-up gear selector linger as gripe-getters, however. To avoid repeating ourselves, we won’t rehash the rest of the carry-over goodness. But we will reiterate that the car is athletic and very obedient to inputs, and we still love the stellar ride quality and quick shifts delivered by the six-speed automatic, qualities that helped the XF get named to our 2009 10Best Cars list. (Beyond the stellar crop of cars this year, it’s worth noting that the XF didn’t make a repeat 10Best appearance in part because of some quality issues with our long-term 2009 XF Supercharged.)

If the numbers and the style don’t convince you to give the 2010 XF Supercharged some love, how does $12K in savings over an XFR sound? Starting at $68,000—the only option is a $2200 adaptive cruise-control system that you don’t want anyway—the Supercharged model is the bargain of the bunch, delivering most of the performance and panache of the XFR minus some exterior bits and more heavily bolstered seats. Hell, if you want to save even more money, the naturally aspirated 5.0-liter XF Premium is far from slow. Our advice? Never underestimate a middle child—they may not stand out, but they definitely hold the power to surprise.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $68,000 (base price: $68,000)

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

Displacement: 305 cu in, 5000cc

Power (SAE net): 470 bhp @ 6000 rpm

Torque (SAE net): 424 lb-ft @ 2500 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:

Wheelbase: 114.5 in Length: 195.3 in

Width: 73.9 in Height: 57.5 in

Curb weight: 4481 lb

C/D TEST RESULTS:

Zero to 60 mph: 4.3 sec

Zero to 100 mph: 10.0 sec

Zero to 120 mph: 14.6 sec

Street start, 5–60 mph: 4.9 sec

Standing ¼-mile: 12.7 sec @ 112 mph

Top speed (governor limited, mfr's claim): 155 mph

Braking, 70–0 mph: 159 ft

FUEL (MFR'S EST):

EPA city/highway driving: 15/21 mpg

C/D observed: 15 mpg



(BY JON YANCA, PHOTOGRAPHY BY JORDAN BROWN)

In between deflecting questions about runaway Camrys and Priuses that don’t stop, Toyota found time at the Chicago auto show to unveil the 2011 Avalon, which goes on sale this spring.

In truth, there's a lot of old Avalon here; the sheetmetal and interior are new, but the running gear and platform are the same. The new car features the same 3.5-liter V-6 engine that makes 268 hp, mated to a six-speed automatic transmission. Toyota says that the car hits 20 mpg in the city and 29 on the highway on the EPA cycle.

As expected, the exterior design—the work of Toyota’s CALTY studio in California—was torpor-inducing, but the new interior is very clean and neat, featuring a simplified center stack and the segment's only reclining rear seat. Myriad driver distractions are available, including Bluetooth music streaming.

The Avalon comes in two levels: standard and upscale Limited. Even the base car gets standard leather upholstery, an eight-way power driver's seat, dual-zone climate control, a rearview camera, and 17-inch aluminum wheels. All Avalons get a full array of airbags and electronic safety aids, including an override for the gas pedal when the brakes are pressed. The latter, of course, is a feature that would have saved Toyota's bacon if they had thought of installing it a model before 2011.

As yet, there's no word on Avalon pricing, but don't expect it to stray far from the current model's when it hits the showroom floors.

(BY MARK GILLIES, PHOTOGRAPHY BY LEVIN HILLGER AND THE MANUFACTURER )

Porsche purists may have hated the Cayenne from the moment of its inception, but the success of the truck has allowed the continued production of cars that enthusiasts yearn for. In fact, in one of the supreme ironies of the auto industry recently, the profitability of the VW Touareg–based SUV was a reason that Porsche was able to attempt a hostile takeover of  Volkswagen last year.

Even though that bid failed and Porsche has become part of the VW Group, the new bosses certainly recognize the importance of the Cayenne to Porsche’s bottom line. That’s why we recently found ourselves in the Middle East, evaluating prototypes of the second-gen version of the Cayenne. The vehicle is the product of a revised platform that is shared with the next VW Touareg and Audi Q7. The new Cayenne is 1.8 inches longer overall and rides on a wheelbase stretched 1.6 inches, making for a ­roomier rear seat that now slides fore and aft by 6.3 inches. There are 24 cubic feet of space behind the rear seats, up from 19; with the rear seats folded, the Cayenne will accept 63 cubic feet of stuff, about the same as before.

One of the main criticisms of the previous Cayenne was its blob-like shape, which looked a bit like an eroded brick. For Cayenne No. 2, chief designer Michael Mauer and his team devised more subtle air intakes underneath the front bumper and a more sculpted hood that has cut-lines like the iconic 911’s. The liftgate slopes more now, giving a lighter appearance at the back. While they were at it, the Porsche designers put together an interior that’s similar to the spectacular Panamera’s.

Another point of contention was the porkiness of this Porsche—as much as 5600 pounds in some trims. To get mass under control, the Cayenne now has a heavy dose of aluminum parts: hood, doors, and front fenders, as well as suspension pieces. According to Rolf Frech, director of complete vehicle engineering and quality management, “Trim level for trim level, a new Cayenne is nearly 440 pounds lighter than the old one.” A Cayenne S now weighs 4553 pounds, according to Porsche, some 400 pounds less than the claimed weight of the current Cayenne. However, the last Cayenne S we tested weighed 5351 pounds, which would suggest a still hefty two and a half tons for the new model.

This lower weight is the big reason that the next Cayenne, which goes on sale later this year as a 2011 model, offers better gas mileage than the current vehicle. The current Cayenne already has a range of direct-injection engines, which basically carry over but are updated to the latest-generation, slightly more powerful units from the Panamera. The naturally aspirated 4.8-liter V-8 will make 400 horsepower, a gain of 15, and the Turbo holds at 500. The entry-level 3.6-liter V-6 model will make a less sexy 300 horsepower. A start-stop feature will be standard on all Cayenne gasoline engines.

The hybrid version, which mates a supercharged 333-hp, 3.0-liter Audi V-6 engine with a 52-hp electric motor, most likely will go on sale here in early 2011. This vehicle will, Porsche claims, achieve 29 mpg on the combined European cycle (that’s more like a 25-mpg EPA combined number), which is better than many a mid-size luxury sedan. We’ve driven this powertrain, and it’s remarkably good.

During this first access to the new Cayenne, we focused more on the Turbo (can you blame us?).  As with all the other gasoline engines, power is transmitted via a completely new eight-speed automatic transmission sourced from Aisin that shifts quickly and very smoothly. First and second gears are short, giving fast acceleration off the line. The Turbo has a claimed 0-to-62-mph time of 4.6 seconds. (The S needs 5.9 seconds, and Porsche is traditionally conservative with its performance claims.)

At the other end, the seventh and eighth ratios are long in order to save fuel. Porsche went with a conventional torque-converter automatic because of fears that a dual-clutch gearbox would overheat from the Turbo’s massive 516 pound-feet of torque and wouldn’t be as robust for rock crawling at very low speed. Yes, Porsche still persists with the quaint notion that an SUV ought to be off-road capable (the company does sell a lot of them in the Middle East).

After a couple of hours on what seemed like a never-ending straight road through the Arabian Desert, the quietness of the engine and the lack of tire noise made it difficult to stay awake. Luckily, we left the paved road and turned toward a huge dune area that rose 200 feet and featured very soft and deep sand. Frech and his engineers come here to calibrate the torque distribution of the new Cayenne’s all-wheel-drive system under extreme traction conditions. Under normal road conditions, about 90 percent of the engine’s torque goes to the rear wheels. As soon as the wheel sensors identify a rotational difference between the front and the rear wheels, the system sends more torque to the front—close to 100 percent, if need be.

For off-roading, just move a switch in the center console to the “mountain” symbol. The air suspension automatically raises the Cayenne’s body, and the center differential locks. A rear-diff lock is engaged if the car is fitted with the off-road equipment that’s standard on the Turbo and optional on the others. At full throttle, the Cayenne Turbo jumped to about 50 mph seemingly instantly. In the five seconds after it reached the foot of a dune, the Cayenne dug its tires into the sand and lost some speed but resolutely kept going, with 5000 rpm steady on the tach. At 30 mph, we easily swept to the top of the dune. “You would not do this with its predecessor,” Frech explained. “Only the new Cayenne can apportion the engine’s power over this kind of terrain.”

After plenty of time exploring the Cayenne’s limits in an environment that pretty much none of its American owners will ever encounter—unless they go bounding off into the Mojave on an impulse—we ventured back onto pavement. Corners were hard to find, but we discovered some high-speed bends and dips in the road. The steering is accurate, and stability in fast corners is amazing for a truck.

Although the new Cayenne is still a heavy SUV, the weight reduction and improved electronic chassis systems have made it much more impressive dynamically. It also looks a lot less bulky and ridiculous than it used to. We can’t say that Porsche has coached a lineman into a wide receiver, but this nose tackle now has the mobility of a linebacker.

When it was introduced for the 2007 model year, the Edge was like a contemporary Mariah Carey—great to look at, but struggling with a weight problem and the resultant effects on performance. At the Chicago auto show, Ford shows off a freshening that enhances the Edge’s appearance, overhauls the interior, and, although not directly addressing the issue of mass, will increase performance.

Like most mid-cycle refreshes, the Edge’s 2011 update starts with a nose job. Every panel up front is new: hood, fenders, grille, and fascia. The result is a sultrier shape than the blocky original Edge—the headlights are narrower, the three-bar grille dips deeper into the fascia, and the overall look is softened and rounded—but still clearly descendant from it. Around back, the hatch is new, with taillights that ditch the trendy clear lenses of the original model for more timeless red ones.

Functional Changes

Underneath that new hood, the Edge will have a selection of two new engines and one updated unit. The new base engine will be a 2.0-liter turbocharged, direct-injected EcoBoost four-cylinder. Power figures have not been released yet, but figure on about 230 hp and 240 lb-ft of torque. Mid-level SEL models will get the 3.5-liter V-6 from the previous Edge, but updated with variable timing on both intake and exhaust camshafts, with output increasing 20 hp and 3 lb-ft, to 285 and 253, respectively.

Top-of-the-line Sport models, in addition to unique black grille slats, smoked head- and taillights, and black-trimmed, 22-inch wheels; get Ford’s 3.7-liter V-6, which delivers a relatively modest bump in hp—to 305—over the 3.5, but a torque gain of 27 lb-ft, for a total of 280. All three engines will be paired with six-speed automatics, with the Sport featuring standard paddle shifters that are unavailable with the other engines.

It’s What’s Inside That Counts

The Edge’s new interior is perhaps even more attractive than the sheetmetal. A sleek new center stack steals the show, housing Ford’s new MyFord and MyFord Touch vehicle-interface systems. These two are the next evolution of Ford’s Sync. MyFord will be standard on all 2011 Edges, but MyFord Touch costs extra. Both are vehicle-management systems using a small LCD screen in the gauge cluster—the fancier MyFord Touch gets two, one on either side of the speedometer—and a larger LCD screen in the center stack.

The small screens in the IP are controlled by five-way switches (up, down, left, and right arrows plus a center “select” button) on the steering-wheel spokes, while the center is operated via touch. The left IP screen is the only one MyFord buyers get, and it displays vehicle information such as stability-control settings, a tachometer, or trip-computer information. The screen to the right of the speedometer—again, only available with MyFord Touch—is reserved for audio, phone, navigation, and climate-control info. The center screen handles the same information as the right smaller screen, with the added benefit of being accessible to the front passenger.

Call it the Kitchen Sync

All of MyFord and MyFord Touch’s functionality builds on top of the next-generation Sync features, which include easier interaction through what Ford calls “direct speech” commands. No longer does a person dial a phone number by saying “phone” then waiting for Sync to respond before saying “call Jane.” Now, the command is simply “call Jane,” and Sync makes the call. Or, if you want to find a sporting event, you can simply say “tune to Baltimore Ravens game” rather than flipping through channels looking for the game, and Sync will find it. For a full rundown of all the details, read our coverage of the two systems from the Consumer Electronics Show.

Additionally, below the MyFord interface are capacitive-touch controls for audio and climate, and those opting for the upgraded Sony stereo are treated to a Sony-designed audio interface. Though the system does look cool, we see frustrations growing from audio controls that will not react to thickly gloved fingers.

A vehicle with features like MyFord Touch can’t get by without a healthy dose of technology elsewhere. To that end, the Edge also will receive a bunch of optional high-tech gear including keyless entry and ignition, blind-spot monitors, adaptive cruise control, and rain-sensing windshield wipers. The 2011 Edge will go on sale later in 2010. Pricing should remain close to today’s levels, with a base SE beginning around $28,000 and Sport models starting near $35,000.

(BY JARED GALL, PHOTOGRAPHY BY LEVI HILLGER AND THE MANUFACTURER)

Porsche’s plans for hybrid road vehicles are nothing new—the company plans to introduce a hybrid Cayenne SUV in the truck’s next generation, as well as a hybrid version of its Panamera sedan—but at the Geneva auto show, the German sports-car king will introduce a hybrid race car based on its 911 GT3 R. It’s no mere concept, either. Following its debut, the car will head to the Nürburgring, where it will compete in the 24-hour race on May 15 and 16.

This hybrid is unlike anything you’ve previously heard called a hybrid. Rather than the bulky battery pack associated with roadgoing hybrids, Porsche’s racing hybrid system utilizes an electrical flywheel generator to capture and store kinetic energy. Sitting where the passenger would be in a road car, the flywheel generator is charged by a pair of 60-kW motors in the front wheels and stores its energy mechanically as it spins up to 40,000 rpm. When fully charged, the generator can send bursts of 161 hp back to the front-wheel motors for periods of up to six to eight seconds. The rear wheels have full-time, exclusive access to the naturally aspirated flat-six's 480 hp.

This system is essentially the KERS (Kinetic Energy Recovery System) technology that generated so much controversy in Formula 1 racing last year—it is similar, but not, as is being widely reported, the same as that developed by the Williams F1 team. Porsche’s system was developed in conjunction with Williams, but considering that the shroud of secrecy in F1 would seem impenetrable to even Dan Brown, the exact differences are hard to come by. We’ll see if we can’t shake loose a little more information as the car’s debut in Geneva nears.

(BY JARED GALL)