First Drive: 2009 BMW Z4 Roadster grows up at the expense of its groove

The all-new 2009 BMW Z4 Roadster is the eagerly anticipated replacement to both the Z4 Convertible and Z4 Coupe. Adding to this pressure, the two-seater is also tasked with satisfying the enthusiasts who enjoyed the high-performance M variants, both of which are discontinued – at least for the moment. Autoblog just spent a long day behind the wheel of the multi-role Z4, dissecting the Roadster’s styling, ergonomics, chassis, powerplant and handling. How does the Z4 masquerade as four different models? Is it a credible replacement for one, or all? Most importantly, will the Z4 appease the enthusiast? Find out after the jump.
The all-new 2009 BMW Z4 is BMW’s fifth roadster offered during the past two decades. The first model was the late-80′s steel and composite two-seat BMW Z1. It never made it to the States, but its influence paved the way for our U.S.-built BMW Z3 in 1996. The drop-top Z3 started life with a four-cylinder, but that didn’t matter at the time as the roadster was inexpensive to own and a hoot to drive, even if it was based on the dated E30-platform’s 3 Series mechanicals (not to worry, as later variants received the M-division’s hot inline-six). The Z3 was followed by the M Coupe, with styling that lifted more than a few eyebrows and performance that extinguished any doubt about its capabilities. BMW followed the Z3 with the limited-production Z8 in 2000. The aluminum-bodied roadster featured an M-sourced V8 under the hood, and exclusivity that drove the secondary market wild, at least for a while.

The first-generation Z4 debuted in 2002. Larger and more sophisticated than the Z3, it was also built in South Carolina like its predecessor. A series of six-cylinder engines offered increased performance, and a power-operated cloth top kept the elements at bay. Again, following the pattern set with the Z3, BMW eventually introduced high-performance M models and a sleek hard-top variant that set some enthusiasts on fire.Killing two birds with one stone, BMW has altered the formula significantly for 2009. While the Z3 and first-generation Z4 were offered in both soft-top roadster and fixed-roof body styles, the German automaker is offering just one retractable hardtop model this time around. While that approach effectively accomplishes its objective, a folding hardtop adds complexity, weight, cost, and it seriously taxes luggage space. In another drastic move, BMW has also shifted Z4 production back to its German facility (allowing the Spartanburg plant to focus on the X3 and lower its price).
Artfully sculpted, the clean-sheet Z4 Roadster looks remarkably similar to the Z8 (in fact, they nearly share dimensions), itself an aluminum-bodied roadster that acknowledged the classic and timeless design of BMW’s 507 roadster from the 1950′s. Immediately recognizable as a Z4, however, the new two-seater features a long hood, blacked-out A-pillars, flowing character lines, and a cohesive tail treatment that adds an upscale yet more traditional look to the second-generation model. The overall package looks great in pictures and even better in the metal.
Like the exterior, the passenger cabin doesn’t disappoint. Softer, warmer and more cohesive in overall execution than its predecessor, it envelops the driver and passenger in leather, high quality plastics and rich wood or aluminum trim. The speedometer and tachometer take center stage, with fuel and oil temperature gauges set immediately below. Round HVAC controls occupy the middle of the dash console with the audio controls at the bottom and the available flip-up NAV above. Driver and passenger are separated by the transmission tunnel, where the gear selector, next-gen iDrive controller, electronic parking brake and the switches for suspension settings, roof position and heated seats are all conveniently placed atop its mound.
Emblazoned on the front quarter panel is the automaker’s awkward nomenclature (which has finally caught up to the Z4). Buyers choose between the “Z4 sDrive30i” and the “Z4 sDrive35i.” Simplified, the sDrive30i is the entry-level model with the normally-aspirated powerplant and an abbreviated list of standard features. The sDrive35i gets the two turbochargers, bigger brakes, a larger tire contact patch out back and more standard creature comforts. Visibly differentiating the two are the accents on the front grille (silver treatment on the sDrive35i), the exhaust outlets (dual chrome exhaust on the sDrive35i), and fancier wheels.
BMW is fitting its newest Roadster with two very familiar powerplants in the U.S. market. The standard engine, found in the sDrive30i, is the company’s magnesium-block 3.0-liter inline-six. Rated at 255 hp and 220 lb-ft of torque, the normally-aspirated petrol-burner is mated to a standard six-speed manual gearbox or an optional six-speed automatic (aka “Steptronic”). The automaker is conservatively quoting 5.6 seconds to 60 mph for the sDrive30i manual and 6.0 seconds with the automatic. The sDrive35i features BMW’s award-winning N54 direct-injected twin-turbo 3.0-liter inline-six. Rated at 300 hp and 300 lb-ft of torque, the aluminum-block is mated to a standard six-speed manual or an optional seven-speed dual-clutch gearbox (DSG). With the manual gears, the blown Z4 variant sprints to 60 mph in 5.1 seconds, or a tenth quicker with the rapid-fire DSG. You can’t go wrong with either powerplant, as both are absolute jewels to spin to redline.
Climbing into the driver’s seat, your author’s six-foot two-inch frame fit comfortably. The legroom feels nearly identical to the Porsche Boxster, but the Z4 offers a bit more shoulder room. In typical BMW fashion, all controls are easy to use after a bit of familiarization (even the next-gen iDrive is starting to make sense). The three-spoke steering wheel is small in diameter but very thick. Outward visibility, regardless of whether the top is stowed or raised, is excellent. Ah, the top… The multi-piece retractable hardtop is a masterpiece of engineering formed from lightweight aluminum and with a heated glass rear window. It automatically drops out of sight in about 20 seconds at the touch of a button. Retracted, the top disappears completely from view. Like the Mercedes-Benz SLK, the vanishing roof effectively limits passengers to soft baggage in its small rear luggage compartment (the Z4 offers a pass-through for golf bags or skis) and Porsche’s Boxster continues to lead the trio with not one, but two decent-sized luggage compartments thanks to its mid-engine placement.
We drove nearly all of the variants, but most of our time was spent in a Deep Sea Blue Metallic sDrive35i with a six-speed manual. The entry-level Z4 sDrive30i starts at $46,575 (including destination). Our Z4′s base price of $52,475 rocketed to $65,345 with a handful of options (Sport Package, Premium Package, Premium Sound, Navigation, Ivory Leather and more). Regardless of how much equity is left in your home or cash in your PayPal account, that is going to make a big dent. We don’t need to remind anyone that $65,000 will also deliver a hot Mercedes-Benz SLK55 AMG or a razor-sharp Porsche Boxster S with your name typed on the title. Nevertheless, the money is less relevant than the driving experience at this price point, so let’s see how she rolls…
A push of the start button brings the 3.0-liter twin-turbo six to life. Our right hand presses the switch to release the electro-mechanical parking brake, and we put the Z4 into gear. We travel no further than the end of the driveway when we pause. Something under our fingertips does not feel right. While it is obviously not broken, the electric power steering is uncharacteristically light and numb for a BMW. A bit more than baffled by this early misstep, we suppress our thoughts by stepping on the gas and heading for the highway.
We put about 250 miles on our Z4 Roadster in one day on the outskirts of Los Angeles. The rear-wheel drive BMW took us across highways, through the quaint (but road construction-laden) town of Ojai, and then up Hwy 33 through Lockwood Valley into Frazier Park. A short detour on a near-empty two-lane road led us up to the summit of 8,300-foot Mt. Pinos before we wandered back into the LA Basin on the highway again. We really couldn’t have asked for a better playground to romp with the Z4.
Traveling up Highway 101, the Z4 shines. BMW references a newfound “maturity” and refinement, mannerisms that are immediately apparent at cruising speeds of 60-80 mph. The chassis is very rigid, with the stiffness allowing the suspension to soak up undulations with aplomb while keeping passengers isolated from the harshness. The extra couple hundred pounds of weight over its predecessor is felt, but in this arena, it works to improve the ride. Compared to the sporty Z3 and first-gen Z4, both jittery highway travelers, the second-gen roadster reminds us more of the sedate – and much more expensive – Mercedes-Benz SL-Class. Even with all of the windows down, and without a wind blocker between the seats, air management is acceptable.
On the road, the power from the blown six is impressive (except for a bit more engine cooling and a different exhaust, it is unchanged from its configuration in other “35i” models). Gobs of torque down low put the power to the ground at nearly any engine speed. In stock form, it should run neck-to-neck with the Porsche Boxster S and close to the Mercedes-Benz SLK 55 AMG (an inexpensive ECU retune will leave both of those bad guys in the Z4′s twin contrails). The six-speed manual transmission has been reconfigured with a shorter and more deliberate throw. It works exactly as advertised (think of it like a factory version of the aftermarket “UUC Motorwerks” short shift kit). We only wish it was standard on all BMW 6MT variants.
Leaving the ho-hum highway at nearly sea level, we drive through the artisan community of Ojai heading for the Los Padres National Forest more than a mile up in elevation. Our test model was fitted with the $1,900 Adaptive M suspension. According to BMW, “sensors measure relevant acceleration and adjust the damping within hundredths of a second.” With high expectations, we set it on “Sport” before throwing the Z4 into the climbing canyons.
Again, we immediately notice something amiss. Even on the firmest “Sport+” setting, there is far too much body roll. On many bumpy corners we find ourselves compressing the shocks completely to the bump stops. The jarring on the chassis unsettled our mental state more than the roadster, which admittedly remains composed throughout our trauma (even if it has run out of suspension travel). There are meaty 255′s on the rear wheels, but they just don’t feel that wide as the rear end steps out and stability control reins things in. Once again, we are left shaking our heads thinking, “This is supposed to be a refined Z4, right?
As the asphalt tightens, the roadster’s beautiful styling also starts to work against it. The pedestrian-friendly hood is long… really long… like Granville Brothers “Gee Bee” airplane long. With that much vehicle in front of the driver and the pilot’s seating position low and only inches from the rear wheels, it’s difficult to ascertain exactly where the front wheels are. Mix in a bit of low steering effort, add a touch of numbness, and recall our suspension issue and you verily have a dimly lit bulb. The Z4 that shines so brightly during normal driving frankly fizzles in the canyons. We are not enjoying ourselves. How can a direct descendant of the Z3 forget how to dance?
We meet Interstate 5 once again at the Tejon Pass near the southwest end of the Tehachapi Mountains. With the top up and our cabin sealed tightly, we make good time through the Los Angeles traffic as it begins to congest. The time passes by as we tinker with the sweet audio system and enjoy the intuitive NAV system with its clear eight-inch display. Hushed in its coupe role, the Z4 is comfortable, content and polished as it covers the mundane miles home… while we are left to ponder our impressions.
After some thought, our take is that the all-new 2009 BMW Z4 is a world-class convertible hardtop roadster. However, it has purposefully grown and matured at the hands of its maker. As a result, the Z4 is apparently no longer interested in toying with the boyish Mercedes-Benz SLK and Porsche Boxster. Its fresh civility introduces elegance and class at the expense of youthful playfulness. Its new size, weight and price hammer the message home. If you are seeking a luxurious German roadster/coupe in one tidy package, this just may be your ideal vehicle.
On the other hand, if you are a weekend track junkie or a canyon carver, the new Z4 may not illuminate your socket. Don’t fret, until BMW rolls out the rumored Z2 (or a Z4 Motorsport variant in a couple years), there are other alternatives out there, and besides, you can always pick up a last-gen certified pre-owned Z4 if you’re a committed Bimmerphile.

Spy Shots: New Lexus LF-A caught racing the Ring

We’ve been reporting on the Lexus LF-A since 2005, and since that time we’ve shown you the debut of two separate LF-A concepts, an LF-A Roadster and a race version of the LF-A that competed in the 24 Hours of Nürburgring. What we’ve yet to show you amongst these concepts, race cars and the many spy shots in between is an actual production version of Lexus’ supercar. After hearing nothing about the LF-A for some time, we’ve been informed that a new prototype is currently testing on the Nürburgring in Germany. Though wearing camouflage, the new LF-A can definitely be seen sporting a new front- and rear-end, as well as additional sculpting to its side air intakes found ahead of the rear wheel and between the B- and C-pillars. If there’s one thing we know about the LF-A with any certainty, it’s that we know very little. The production version is rumored to produce over 500 horsepower from what will likely be a V10 engine, and the car itself should be capable of over 200 mph. A $200,000 price tag has been thrown around as well, though you have to question the strategy of a mainstream automaker like Toyota selling such a supercar when the entire world is caught in an economic sleeper hold.

[Photos: KGP Photography]

First Drive: 2009 Maserati GranTurismo S Automatic

Marcello Mastroianni has been reincarnated as the Maserati Granturismo S Automatic. Suave good looks. Smooth, effortless acting. This big, handsome sport coupe is the cinematic black-and-white Mastroianni, wearing a tipped fedora and dark shades of Fellini’s “81/2″ or “La Dolce Vita.”
As its name suggests, the Granturismo S Automatic tosses out the Granturismo S’ six-speed twin-clutch paddle-shifted manual for a six-speed paddle-shifted ZF. It also dismisses the S’ passive damping suspension for the base Granturismo’s Skyhook suspension, “perfect tradeoff between handling and comfort on board,” with its aluminum gas dampers. The suspension offers two settings, with a “sport” button that stiffens things up while opening an exhaust flap that turns up the volume on the lovely, throaty-brappy Italian V-8 soundtrack. Nino Rota would approve.

Weight distribution is 49/51, slightly better than the manual’s 47/53. More important, even for us manual gearbox junkies, the Granturismo S seems better suited for the ZF automatic. Essentially, this is the standard Granturismo automatic with the S’ 4.7L V-8 upgrade — and it works.You can tell the three models from the color of the cam covers: Maserati Blue for the Granturismo’s 405-hp, 4.2L V-8, Ferrari Red for the 440-hp, 4.7L Granturismo S, and darker red for the 440-hp, 4.7L S Automatic. Maserati claims a 0-100-kph (62-mph) time of five seconds flat, just 0.1 sec slower than the twin-clutch manual. This transmission and the character of the car bearing it lifts Maserati from the shadow of its faster, more expensive sibling, Ferrari — just as Armani doesn’t have to take a back seat to Ermenegildo Zegna.
While ZF has sold this transmission to a number of Maser’s competitors, Maserati engineers developed their own paddle-shift system. Right paddle to upshift, left paddle to downshift. It feels lighter, less crisp than most paddle-shift transmissions, whether automatic or twin-clutch manual. And yet, it’s quick and precise and gives full control to the driver, neither upshifting nor downshifting on its own. It’s the most engaging manumatic to date (though, ahem, a longer-term drive will be necessary to determine whether it becomes a daily habit).
It rained on the hilly, twisty roads near Modena the day of our test drive, which slows one down when driving a big, fast, expensive sport coupe. Even with a safety cushion, though, the Granturismo S Automatic felt sure-footed enough on its standard 20-in. wheels and tires to handle the curves with lan. Electronic nannies on, you can still elicit slight wheelspin coming out of the corners. With this transmission and suspension and an exotic car’s engine, the Automatic S is a suave sport coupe that defines Maserati’s distinctive personality.
[source:MotorTrend]
       

Bizarre Medical Wagon: BMW presents X6 ambulance at rescue vehicle show

You know you’ve always wanted to drive a four-hundred-horsepower BMW through city streets like a bat out of hell, and now the Bavarian automaker has the legal remedy. All you’ll need to do is get certified as an ambulance driver and convince your local emergency response unit to invest in this X6 ambulance, which BMW is showcasing at the upcoming RETTmobil rescue vehicle show in Fulda, Germany. The ultimate driving machine question is, which will be more difficult? Considering on one hand that the certification process is takes longer than the ending of a Peter Jackson film, and on the other that ambulances tend to require a lot of space and that the X6 is among the least utile crossover vehicles on the market, we’d say it’s about a draw.

Following the X6 M safety car which BMW rolled out for MotoGP, in actuality this specially-equipped X6 xDrive50i, (complete with 407hp twin-turbo 4.4-liter V8 and more lighting than Kevin Costner’s corn field) is being presented as a first-responder vehicle, carrying a doctor or paramedic to the scene of an emergency before an ambulance can get there. Few details are available, but then again, there are few cities with the kind of budget to acquire one of these bad boys.[Source: BMW]

Next Gen 2012 VW Passat First Mule Spy Photos

Our spy photographers have caught Volkswagen‘s next generation 2012 Passat undergoing testing on Germany’s famous Nürburgring.
While the mule wears the current Passat body, we can see slight modifications in the form of wider wheel wells and lengthened B-pillars. This clearly indicates that the next generation Passat will be longer and wider than today’s model.
In terms of exterior design, the new Passat is expected to ditch the current model’s bland styling for a more aggressive appearance which is both luxurious and dynamic.

According to CAR magazine, the redesigned Passat will feature a host of weight saving technologies such as ultra-thin glass, foam chassis reinforcements, and a low-friction 4Motion all-wheel drive system. Other technologies are likely to include an automatic parking system, “airless” Continental tires, an advanced window cleaning system that doesn’t use traditional wipers, 360° parking cameras, adaptive cruise control with speed limit monitoring, and possibly even a sci-fi low-voltage magnetic paint which will allow owners to change the car’s exterior color by adjusting the current.
Power will continue to be provided by a variety of engines including a 3.0-liter V6 with 280 hp, an unspecified replacement for the VR6, and possibly a new diesel engine with 300 hp and an eight-speed DSG transmission. Volkswagen is also expected to offer a hybrid version of the 3.0-liter V6.

   

Cruisin’ in the Chinese Chevrolet Cruze

Our European editor, Paul Horrell, got behind the wheel of Chevy’s Next Big Thing in Spain a couple of months ago. His verdict? The Chevy compact is good in parts. And after time behind the wheel of a pair of Chinese-spec Chevrolet Cruzes during my three-day road trip from Shanghai to Hangzhou and back, I’d have to agree. There’s a lot to like about the Cruze, including the distinctive styling, roomy packaging, tight structure, and competent chassis. But the car needs work before it’s ready for prime time here in the United States.
I drove an entry-level 1.6 SE with a five speed manual, and a top of the range 1.8 SX with the six-speed automatic transmission. The SX comes with sat-nav, climate-control air-conditioning, central locking, a sunroof, and power fore-aft adjustment on the driver’s seat. The seats are leather trimmed, as are the steering wheel and the contrasting colorway that stretches from the doors across the dash fascia.

Curiously, the SE’s interior seems classier, largely because the lighter color, self-patterned cloth material of the seat inserts replace the bland-looking leather on the doors and dash. The plastic-rimmed steering wheel definitely feels bargain basement, though. The cabin is roomy, with decent front seats, and good rear-seat accommodation. Out back is a big trunk.On the outside, you’ll need sharp eyes to pick the difference between the two trim levels. The SX gets a chrome strip on the beltline, chrome plates on the door handles, and a chrome garnish between the taillights. Both our testers rolled 16-in. alloy wheels fitted with Kumho Solus KH17 205/60R16 tires.
Both Cruzes are more stiffly sprung than the Buick Regal is, which suggests they’d be more fun to drive in the twisties. And they are, although the steering is quite low-geared and has an artificially strong self-centering characteristic. The chassis’ at-the-limit handling characteristic is typical front-drive understeer; up to that point, it’s composed and benign, with gentle and utterly predictable transient responses.
Paul slammed the 1.6L and 1.8L DOHC Ecotec fours in his review, and rightly so. Both engines are dogs; droning snoozers with no panache, no personality, and no discernable power or torque peaks. I wasn’t impressed by the transmissions, either. The five-speed manual is somewhat balky and has ratios so widely spaced you could drive a ’49 Packard between them, while the six speed auto shunts clumsily through the shifts in a race to get to as high a gear as possible as fast as possible.
Presumably, both powertrains have been optimized for fuel efficiency, but GM’s claimed 36 mpg for the 140-hp 1.8L auto and 40 mpg for the 115-hp 1.6L manual at a steady 56 mph is hardly impressive enough to be worth the compromises. And then there’s the impact on the performance — claimed 0-to-60-mph time for the 1.8 auto is in the high 11s, while the 1.6 manual needs more than 12 seconds. Bottom line: Neither powertrain is remotely acceptable for the American market.
Just as well, then, GM plans on launching the U.S.-market Cruze, scheduled to go into production at the company’s Lordstown, Ohio, plant next year, with a new 1.4L direct-injection turbocharged four-cylinder engine under the hood. Details are sketchy, but it’s believed this engine will deliver at least 130 hp and a healthy chunk of much needed mid-range torque, along with up to 44 mpg on the highway. Presumably, U.S.-spec Cruzes will also get much more crisply calibrated transmissions.
The suspension needs retuning, just to take the edge off the sharper vertical body movements, though Chevy’s chassis engineers should try and maintain as much roll stiffness as they can to maintain agility. The steering needs recalibration, too, ideally with a quicker ratio rack. I’d also recommend GM spend a few extra bucks on quality tires for the U.S. model; grippier rubber would enhance the basic competence of the Cruze’s Global Delta platform.
GM has an awful lot riding on the Cruze, more, perhaps, than any single car in the company’s history. This car has to be right; it has to be the import-fighting compact Detroit has promised for so long — and so often failed to deliver. The good news is the basics are there. Now GM must sweat the details.
[source:MotorTrend]

BMW M3 *Darth Maul* Project by MW Design

Canadian tuner MWDesign have begun a tuning programme for the BMW M3 Coupe (E92) which they have codenamed Darth Maul, presumably from the Star Wars Episode One baddie. Currently the programme is in stage 1. For now only a few pieces of kit have been installed in Jerez Black, the colour of the exterior. For starters there is an Amuse Ericsson front bumper with custom orange highlights.
Carbon fiber side vents continue with the custom orange colour, as do the carbon fiber side mirrors. A rear diffuser made from carbon fiber rounds off the major exterior changes. The black 20-inch rims with orange-accented centre caps are wrapped in 245/30/20 front tyres and 285/25/20 rubber at the rear. Interior details are rare but we are told that Darth Maul comes with a Fox Red interior trim.

The BMW M3, of any generation, is undoubtedly one of the most tuned sports cars of our time. The current car was launched in 2007 with a 4.0-litre V8 engine replacing the old 3.2-litre straight six. Despite the 800cc gain the new engine is 15kg lighter. Maximum power was increased from 343hp (252kW) to 420hp (309kW). Stay tuned for stage 2 of Darth Maul.

Car Review: 2009 Toyota RAV4 Sport strikes agreeable balance

The small crossover segment, where the neo-sorta-trucks live, is one of the hottest battlegrounds for consumer dollars. Small skirmishes go on in the border regions; confused vehicles don’t know whether to be mud-slingers with brash attitudes or optioned-up urban sophisticates. Toyota‘s RAV4 certainly brings sophistication, and though it can venture off road a bit, it’s not a jumbled, mixed-up mess. The RAV’s classification-straddling lets it serve the whims of a broad array of potential buyers.
Wanting to cover all the bases, the RAV4 can be had in a variety of configurations, from a basic front-driver with four-cylinder power up to a leather-lined, four-wheel-drive Limited with a silly-powerful V6. A Sport version seeds right in between the base and Limited, carrying a satisfying level of equipment. There’s an allure to the big horsepower delivered by the six – especially when it costs as little on EPA ratings as the RAV’s 3.5-liter – but these days, “adequate” is riding a wave of newfound popularity as Americans struggle to pinch more pennies. In keeping with that spirit, when it came time to test a RAV4, we decided to try life with a four-cylinder 4WD Sport.

All grown up in its third generation, the RAV4 has swelled significantly since the model launched back in the 1990s. The Highlander’s newfound gigantism left room for the RAV to expand beyond its Corolla roots. The CUV’s styling has shed its old stubbiness and is now far from the weird of the original. There’s a strong face, a slight hint of gaping maw suggested by the trapezoidal grille, but the overall design is generally restrained and safe. Nowhere do you find a hint of cladding or overly fussy detailing, making this not-so-small small CUV a cleanly-styled contender.The Sport trim level gets body colored fender flare appliques, as well as painted door handles, fog lamps, and sharp looking 18-inch alloy wheels. Sport badges taped to the doors are backed up by sharpened suspension reflexes; check out those blue painted struts. The Sport manages to differentiate itself from a base RAV4 the same way a Z06 looks more special than the standard Chevrolet Corvette. No version looks bad, but there’s a little extra zoot to the step-up model, differences that are most noticeable when parked side by side. Unlike the Corvette, though, absolutely nobody is going to gawk at your RAV4, not even with that tumor of a spare tire on the back door.
The Sport has its own interior scheme called Dark Charcoal, which teams with the deeply tinted rear glass to lend a dour atmosphere to the interior. Lighter interior colors, like in other versions of the RAV, feel friendlier. New ground is not broken with the RAV4 inside or out, but Toyota has taken a file and rasped off any rough edges, so the execution is all but flawless. Even without the niceties of leather and oodles of tech, the RAV4′s cabin sets the standard for its class. Others come close to Toyota’s combination of good materials and attentive ergonomics, but the RAV4 manages to be a smidge better. Surfaces that look luxuriant are surprisingly hard to the touch, just like everyone else, and there are other spots where the plastics can easily collect scuffs. Tolerances are tighter than you’ll find elsewhere, though, and the easy nature of all the controls gives the RAV4 an edge.
HVAC controls are three foolproof knobs. No fiddly rockers or digital displays here, just elegant, functional simplicity. There’s no hunting around for anything in the RAV, with the exception of the miniscule fuel door release on the floor. The seats are the same story. Nothing exceptional, maybe not even the best, but when taken together with the rest of the vehicle, the whole still adds up to a sum that wins the day. Ferrying people? The second row slides and adjusts for rake, too. There’s plenty of legroom for those passengers who didn’t draw a long enough straw to sit up front. Child seat fitment, however, can be a little tricky if you’re using the LATCH system. The top tether secures to a loop way down low on the seatback, a location that’s very difficult to reach as it’s blocked by the cargo organizer directly behind the seat.
If the RAV will be dragging your amazing collection of JEM paraphernalia from the 1980s, your entire stock should fit behind the rear seats. With the spare tire on the back door, lots of space is freed up. Remove the normal cargo area floor panel and you’ll also find a deep well. There’s even a cargo organizer at the base of the second row seatbacks. If more space is needed, folding the seats is accomplished by pulling a lever on either side of the cargo area. For really big merchandisers, the V6 RAVs can be ordered with a trailer-prep package.
The rear door, hinged at one side, is less practical and studied than we’ve come to expect from a star student like Toyota. Tight parking situations can sometimes make swinging the door a challenge, and the weight of an 18-inch wheel and tire bolted to the other side doesn’t help matters. Surely, a full size spare is welcome when you blow a tire, but if you’re parked on a hill, it can be beastly to yank open the cargo hold, and if gravity gives an assist, you could inadvertently be whisked into next week. Besides, externally mounted spares don’t always allow the bumper to do the…well, bumping, so a routine slow-speed back-up oopsie can end up costing many thousands in sheetmetal and broken glass. We think the RAV4 would be better with a top-hinged hatch, but at least Toyota paid attention to the fact that people will actually want to load things into the vehicle. There’s a deep cut into the rear bumper that makes liftover height reasonable, and the door has a welcome “hold-open” feature.
2009 marks the arrival of Toyota’s 2AR four-cylinder in the RAV4′s engine room. The AR series engine is used in the Camry, Highlander and Venza, though the larger 2.7-liter 1AZ is in the larger vehicles, leaving the 2.5-liter 2AR for the RAV and Camry. The new engine features an aluminum block with cast-in iron liners, dual balance shafts, variable valve timing on both intake and exhaust camshafts, and employs a low friction design. Other techniques like tumble control valves and newly designed fuel injectors are also employed to ensure clean, efficient running. The result of the impressive spec sheet is a 2.5-liter engine that delivers 179 horsepower and 172 lb-ft of torque while returning miles-per-gallon in the mid-20s. Even with a four-speed automatic transmission crying out for updating, the powertrain returned 25 mpg in our driving. Unfortunately for Toyota, that’s not nearly efficient enough to beat newcomers like the redesigned 2010 Chevy Equinox, which is expected to achieve 32 mpg on the highway compared to this Toyota’s best effort of 28 mpg.
The RAV4′s transmission is a demerit, making performance feel soft when merging or passing. Once the tachometer needle swings past 4,000 rpm, the pleasantly powerful engine puts its shoulder into it and moves things along smartly. The four-cylinder RAV is not down on gumption, but it would be more pleasing and lively with either a modern automatic with more ratios, or a manual.
The sport-tuned suspension of our Sport model was well behaved, but it felt slightly stiff-kneed, something that non-enthusiasts might find objectionable. Tightly snubbed body control is good, but there’s more bobbing and head toss than we’d have liked. That said, if we had to pick, we’d take stiff over floaty. The electrically-assisted power steering surprisingly manages to avoid being shot up with Novocain, too. Thus, cruising down the road is relaxed in the RAV4 Sport. Overall, there’s a Lexus-like sheen about its demeanor, and the attention to detail and care that’s been taken with its design let it get away with some demerits. The RAV4  goes down the road in a calm, relaxed and muted fashion, and opting out of the V6 doesn’t put you in an underpowered penalty box. Pricing in the mid-$20,000 range is competitive, and when compared with other small SUVs on the market, the RAV feels like a bargain that offers a level of sophistication that’s head and shoulders above most.

Lexus Releases LF-A Race Car Images Ahead of 24-hour Nürburgring Race

Lexus has finally released official photos of their LF-A prototype which will compete in the grueling 24-hour endurance race at Germany’s famous Nürburgring.
Although the company is keeping details a closely guarded secret, they did state that the 200+ mph supercar is powered by a 4.8 liter V10 engine which produces 500 bhp. The sleek carbon fiber LF-A prototype will be entered by Japan’s Gazoo Racing team and will be driven by a variety of professional race car drivers, Toyota engineers, and Lexus dealers.
This year’s 24 hours of Nürburgring is scheduled to run from May 21 to the 24.

 

First Drive: 2010 Mercedes-Benz S400 Hybrid

Six years ago, I attended the Electric Vehicle Symposium in Long Beach, California, and at the conclusion of a riveting presentation by a major advanced-tech battery manufacturer, a questioner asked about the prospects of lithium-ion batteries for automobiles. The presenter was stony-faced for a few seconds — and then responded with a cocked head. “What do you mean by lithium batteries in cars?” Nickel metal hydride was then considered the cutting-edge in battery tech for hybrids, and this question about lithium-ion — provoked by its chief advocate, the late Dr. Paul MacCready, who was elsewhere in the hall — seemed beyond the presenter’s grasp. The questioner might as well have asked when worm holes in the fabric of space and time were going to let cars blink from one place to another.
Well, I’ve just driven the world’s first mass-production automobile that employs a lithium-ion battery (the lithium-ion-using Tesla Roadster being a low-production affair). No, it isn’t a full electric vehicle as Dr. MacCready would have preferred. But there, tucked in the corner of the Mercedes-Benz S400 Hybrid‘s engine bay, was a 32-cell, 120 volt, 0.9 amp-hour, lithium-ion battery about the size of shoebox.

For lithium-ion’s first foray into mass production, the finicky battery type (dogged by YouTube videos of burning laptops) is getting kid-glove treatment. The most important kindness given it is cooling, performed by the AC system’s refrigerant which is circulated by an electric motor (this required to provide air conditioning while the engine is shut down.) To give you an idea how pampered this battery is, when we asked how long it’ll endure before replacement, Mercedes’ engineers responded, “It’ll last as long as the car itself” That’s become a common claim about nickel-metal-hydride batteries, but I suspect both Tesla’s and Chevy’s Volt engineers are blanching at that proclamation being applied to lithium.
The battery provides up to a 5-sec jolt of juice (limited by the system’s heat build-up) to a thin, 20-hp motor that’s slotted between the engine and seven-speed automatic transmission in much the same fashion as Honda’s familiar Integrated Motor Assist. However, unlike Honda’s system, Mercedes’ application is truly “mild” as it can’t propel the car in EV mode at all. Consider as well that the motor’s 20 hp is being applied to a 4575-lb sedan, a 9%-higher lb/hp ratio than the Honda Insight’s 13 hp in a 2735-lb vehicle. However, also notice that the motor’s whopping 118 lb-ft of torque is a disproportionate aid to the 255 lb-ft delivered by the 275-hp, 3.5L, four-valve/cylinder, Atkinson-cycle V-6 (the system’s combined horsepower is 295, combined torque is 283 lb-ft). Mercedes openly admits this is a first step in its sedan’s hybridization, and additionally it’s one that’s constrained by the transmission’s existing dimensions and the available room in the S-Class’s crowded engine bay (no batteries in the trunk, please). By the way, it was whispered that the next generation of electric motors is likely to produce 60 hp. At three times this motor’s output, this strongly suggests Mercedes will have to adopt a clutch between the motor and engine to allow pure EV mode. Unlike Honda, which gets away with powerlessly spinning its small-displacement engines, Mercedes’ 3.5L is a lot of engine to consider free-milling.
At a stop, the engine is typically off -though there are exceptions when the system’s software deems stop-start as non-profitable, such as in stop-and-go traffic and the like. However, the contrast in interior noise and vibration between idling and engine-off isn’t particularly striking-the S-Class’s chassis is already heavily sound-deadened (this matters more in lightly constructed cars such as Honda’s Insight and Civic). Lift off the brake when the light goes green, and the engine revives instantly-with silky smoothness-courtesy of the electric motor, which is thereafter available for melding its considerable torque with engine’s. Acceleration is liquidy-smooth, capable of hitting 60 mph in an estimated 7.1 sec and a top speed limited to 130 mph. While slowing, the engine usually switches off at 15 mph and, frankly, you have to watch the instrument display’s icon representation of the hybrid’s goings on to recognize any of this.
It’s interesting to compare the S400′s efficiency with Mercedes’ own highly advanced, diesel-powered S350 CDI Blue Efficiency drivetrain (not currently planned for U.S sale). Mercedes estimates the mileage of the long-wheelbase version of the Hybrid (the version we’ll be getting in the U.S) to be 23 mpg city/33 highway (27 mpg combined), or 8.1L/100 kilometers by the European method. The slower and smaller-displacement S350 CDI achieves better fuel consumption-7.7L/100 kilometers-but greater CO2 emissions due to diesel’s higher carbon-content per liter (the hybrid generates 190 grams per kilometer versus the oil-burner’s 200). So, depending on whether you’re a mileage or CO2 fan, you might say either wins. However, remember that this S400 represents a very light dose of hybridness. It’s reasonable to project that a full hybrid edition of it would put the diesel away. On the other hand, when queried, Mercedes’ execs wouldn’t discount a future diesel hybrid. Interesting.
The S400 includes a lengthy list of non-powertrain-related changes that will appear throughout the S-Class range, including a revised nose with a pointier grille, revised taillamps that include LED brake illumination which appears in a “Double C” pattern, and a revised steering wheel containing a smaller airbag.
Among the S-Class’s astonishing electronic dazzlements are Adaptive Highbeam Assist which enlists the radar to sense to the distance of oncoming traffic, and Pre-Safe Brake which similarly detects and an impending crunch and warns you 2.6 sec before impact, at 1.6 seconds applies 50% of its maximum braking, and at 0.6 sec frantically throws out the anchor. Another feature, Torque Vectoring Brake, aids turn-in crispness via a polite squeeze of an inboard rear brake to help rotate the car. Meanwhile, Night View Assist Plus highlights any murky nighttime shapes on its screen that could be human. Also available on the S400 is the now German-ubiquitous string of LEDs framing the lower portion of the headlights.
Three nifty ingredients that wouldn’t make the S400 cut (but find application elsewhere in the S-Class range) are Active Body Control (nixed because it needs the engine operating at all times), Crosswind Stabilization (which does exactly what it sounds like), and Attention Assist, which observes the driver’s steering wheel motions (among other things) to detect impending slumber (moreover, it does this by learning each driver’s individual behavior and then, as the motions become jerky, commences to alarm you). Ah, and a rare non-electronic enhancement is Direct Steer, which amounts to a simple mechanical-based solution for variable-ratio steering keying purely off steering angle. Mercedes claims it improves steering feedback; perhaps it does. I’d need to drive it against the pervious system to tell.
Unfortunately, not coming to the U.S. at all (at least initially) are Speed Limit Assist (yes, a forward camera spots speed postings, compares them with its GPS map for reasonableness, and then reproduces the sign on the dash)-and Split View. This is a center-dash display that, if viewed from the driver’s seat, displays typical driver information, but when observed from the passenger seat can offer, say, the latest blockbuster film. It borders on out-and-out magic and works dazzlingly well. And so who are the regulatory no-fun-niks keeping it from the U.S. market?
And finally, a kicker to how this whole story began: Just before we departed from the Mercedes parking lot for our day’s drive program through the Black Forest, a technician opened an S400′s hood so we get a better look at the hardware. “Can we see the battery?” we asked. The plastic molding covering it was popped off. “It’s made by Continental” the technician instructed. “Do they make the cells?” we asked.
“No” the technician replied. “They’re produced by Saft, in Europe.
And — yes, you guessed it — Saft is the same company whose representative couldn’t comprehend the question about lithium batteries in cars, six years earlier. This technology is moving really, really fast, friends.
[source:MotorTrend]