Sunday, June 15, 2008

Porsche RUF CTR3 - The Third Generation CTR

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CTR3 is the third generation model of the CTR and it is tuned by RUF, the famous German tuning house. The record-setting 700 horsepower energy output and an awesome 235mph speed entitle the CTR3 to be called as the fastest Porsche on offer. The 3.8-liter flat-6 engine of the new Porsche is powered with a twin-turbo and has a displacement of 229 cu in. The power 700bhp is available at 7000rpm and it produces a torque of 657 lb-ft.

The body of the latest CTR is recreated by the RUF’s aluminum and carbon-fiber fittings. The new fittings, thus, reduces the weight of this sporty model considerably making its function more smooth on the roads. The lattice tubing space frame that is applied in its body work is another important feature that contributed for the weight reduction.

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The six-speed sequential manual gearbox is responsible for the top speed achieved by this super model. It can achieve acceleration from 0-62 mph in a span of 3.2 seconds. The body of CTR3 has got an elegant sporty look with its vented roof, the aerodynamic front and the flattened rear. The body appearance alone will catch the attention of the car aficionado all over the world. On the other hand, the interior looks sanguine with more red added in each component of it.

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It was exactly 20 years back the original CTR was launched, and since then, the CTR has been known for beating many of its competitors. The story of CTR3 is not going to be different at all, according to Porsche and RUF.

The base price of CTR3 is fixed as $510,000. Are you ready?

Mercedes-Benz C 63 AMG Estate 2008 Supercar

Mercedes-Benz C 63 AMG Estate comes with 6.3 liter V8 engine, 457 hp @ 6800 rpm, 443 lb-ft torque, which can accelerate 0-62 mph in 4.6 seconds. Power is transferred by the AMG SPEEDSHIFT PLUS 7G-TRONIC. Equipped with AMG steering wheel gearshift paddles and the three driving modes “C”, “S” and “M”, the seven-speed automatic transmission delivers a decidedly sporty or comfort-focused ride depending on the driver’s tastes. The automatic throttle-blipping function when downshifting is another innovation.

(From Daimler Press Release)
Affalterbach – Following in the Saloon’s footsteps, the C 63 AMG Estate is now also due to be launched. Under the bonnet with its distinctive power domes, the AMG 6.3-litre V8 engine delivers effortless acceleration.

The high-revving naturally aspirated engine sets the benchmark in this segment with its maximum output of 336 kW/457 hp at 6800 rpm and maximum torque of 600 Nm at 5000 rpm. The unique high-performance estate accelerates from 0 to 100 km/h in 4.6 seconds; top speed is 250 km/h (electronically limited).

Power is transferred by the AMG SPEEDSHIFT PLUS 7G-TRONIC. Equipped with AMG steering wheel gearshift paddles and the three driving modes “C”, “S” and “M”, the seven-speed automatic transmission delivers a decidedly sporty or comfort-focused ride depending on the driver’s tastes. The automatic throttle-blipping function when downshifting is another innovation. In conjunction with the all-new front axle, the AMG speed-sensitive sports steering and the new 3-stage ESPÒ, the AMG sports suspension provides maximum driving pleasure and superb driving dynamics.

The AMG high-performance braking system with large internally ventilated and perforated disc brakes all round provides optimum stopping power even during particularly dynamic driving. The standard specification includes 18-inch five-spoke AMG light-alloy wheels with 235/40 R 18 (front) and 255/35 R 18 (rear) wide-base tyres. 19-inch AMG multi-spoke light-alloy wheels shod with 235/35 R 19 (front) and 255/30 R 19 (rear) tyres are available as an option.

Design and appointments: more distinctive than ever

The design
and appointments on the new C 63 AMG Estate
are comfortably on a par with the sophisticated technology. The top-of-the-line AMG eight-cylinder model has been differentiated more clearly than ever from the series-production C-Class: typical hallmarks of the brand come in the shape of AMG bodystyling, the bonnet with power domes, the distinctive AMG radiator grille, the flared front wings, the AMG rear apron with its black diffusor insert and the AMG sports exhaust system with two sets of chromed twin tailpipes. The interior feel is dominated by the distinctive AMG sports seats with integral head restraints, the three-spoke AMG performance steering wheel with its flat underside and small 365-millimetre rim, and the tube-style AMG instrument cluster with its AMG-specific main menu. As an alternative to the standard-fit aluminium trim elements, AMG carbon trim can also be ordered as an option for the C 63 AMG Estate.

Largest load compartment in its class with up to 1500 litres

The load capacity of the C 63 AMG Estate ranges from 485 to 1500 litres (VDA measuring method) depending on the position of the 1/3:2/3-split rear seat backrests which can be folded forwards. No other car in the premium estate segment of this vehicle class can match this capacity. Standard equipment includes bag hooks and four anchoring lugs to secure the load, side stowage compartments with covers, a collapsible shopping crate as well as a combined luggage cover and retaining net. The new EASY-PACK tailgate opens and closes at the push of a button. The market launch of the C 63 AMG Estate is scheduled for the start of 2008; sales price incl. 19% VAT is EUR 69,853.

Subaru Impreza


Subaru Impreza

Subaru Impreza, the elegant model from Subaru, has its debut at the New York International Auto Show, and the product will be available in the market soon this summer.

The important modifications of the new model include the chic style and interior design along with additional space and comfort to ensure a smooth driving environment.

Subaru Impreza

The Subaru is provided with the Symmetrical All –Wheel drive facility with the help of horizontally opposed engine.

The engine has a capacity of 2.5 liter. The SOHC feature of this engine enables it to deliver mid to low-end torque and improve the fuel efficiency considerably. The intake manifold, intercooler and turbocharger are also redesigned in order to fit them to the new model. There are both transmissions available, both manual and automatic.

Subaru Impreza

The additional contributing factors for the higher efficiency of the Impreza is its new body construction, chassis and the drivetrain. To improve the suspension and shock absorbing features, the Impreza is provided with double-wishbone rear suspension. The Boxer engine used in the Impreza is characterized by its ability to lower the center of gravity and thus ensure better balance on the roads.

Subaru Impreza

The Impreza body features attractive unique panel curves and sweeping lines on the side. The projecting front fenders and rear quarters give the perfect sporty look to the sports model. The interior is modified to add more space and comfort. The aluminum-look insets, the navigation screen and elegant dashboard, and the high-quality fabric seat are among the important interior features.

Ford Focus RS

Hot-hatchbacks don't get much hotter than this. Ford's 212bhp Focus may have been a long time in gestation, but marks the welcome return of the RS (Rallye Sport) brand, a moniker which first appeared in 1970 on an Escort.

There have been a succession of RS Fords since then, most of which came with a reputation that the RS will have to try hard to live up to.
Just as well, then that the Focus RS comes well-equipped for the job of Meeting Expectations.

Along with that turbocharged, 2.0-litre engine, the Focus RS boasts Brembo brakes, a Quaife limited-slip differential, an AP-Racing clutch, an up-rated gearbox, unique 18" OZ alloy wheels, the same track as the World Rally Championship Focus, and a Sparco interior.

Only sixty or so engineers have been working on the Focus RS, and it's claimed to have been created for enthusiasts, by enthusiasts. That could be perceived as bull, but it doesn't come across that way.

The Focus has got what it takes to be a stupendous hot-hatchback. And it's definitely worthy of the RS tag.

Although it's a specialist car, there shouldn't be too many worries about the quality of the RS Focus. Some 30 a day are going to be made, and they roll down the same production line as the standard Focus. In fact, the main reason that the Focus RS took so long to reach the market was because productionising the car took longer than expected.

Focus RSs can be bought and serviced at any Ford dealer, and the warranty is the same as for any other model in the Focus range. That said, Ford has used aftermarket suppliers such as Quaife (limited-slip differential) and AP Racing (clutch) and has modified the five-speed gearbox for the Focus RS, and these components haven't yet been customer-proven like in the standard car (though they have all been chosen because they can handle the power).

The carbon insert on the dash, unique seats, steering wheel and trim all appear of pretty sound construction. But though our test cars were pre-production models, one suffered from some minor squeaky trim. Given the stiff suspension, this maybe isn't so surprising.

Editor's note: I recently sat in one as a passenger in a circuit and boy it was very responsive and fast, taking corners at 70mph and straights at 110mph ( short circuit, if its a longer straight we could have gone up to 140mphish i was told ).

A new Ford super-truck is coming this fall


2004 SVT Lightning Concept


It's been several years since Ford last offered a Lightning version of its F-150 pickup truck but it looks like it will soon strike again. In spite of plummeting sales of big trucks, a high-performance variant of the new 2009 F-150 will launch later this fall, likely at either SEMA or the Los Angeles Auto Show. Ford showed a concept version of an SVT F-150 in 2004 that never made it to production. In March 2007, SVT's Jamal Hameedi told us that a high-performance truck was under development.

While participating in the Ford Racing Invitational media drag racing event this weekend, SVT declined to get any more specific than "a new SVT truck is coming" and "later this fall." When pressed, he did acknowledge that it's based on the big truck platform and that is was unrelated to the so-called Raptor truck. An obvious guess would be an F-150 powered by the GT500 engine. Since the GT500 already uses the cast-iron truck block, it would be an easy installation. Whether it will use two or four wheels to deliver all that torque is unknown, but after my experience trying to put GT500 power down this weekend, hopefully it'll use all four.

Update: After hearing from someone at Ford and talking to Mike Levine from PickupTrucks.com this new truck will almost certainly not be called a Lightning. In fact according to Mike, this new truck is likely to be the new Harley-Davidson F-150.

[Source: Ford]

Thursday, June 12, 2008

2009 Ford Flex Review

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When it comes to family-hauling vehicular solutions, we're at the end of the tunnel. In the face of $5 a gallon gas, SUV and minivan sales have vaporized. The mushroom cloud of market crash is overhead. One need only look at the discrepancy between SUV/CUV and small car sales to realize we're in the dystopic, post-apocalyptic era– as far as Detroit's concerned. While Ford rushes its Fiesta compact into production (hola!) and focuses on its existing passenger cars, they've come up with the Flex, a big ass people mover. Seven seats and xB style. How great is that?

Rather than opt for a swoopy crossover or an SUV lookalike, the Flex's designers settled on a boxy two-box design. The biggest details: the Woody-reminiscent side strakes and an aluminum trimmed tailgate. The Flex looks great. Even better– and more significantly– it looks different. The Flex stands apart from its competitors, from the Honda Pilot to the GMC Acadia. In today's market– where many products are comparable in overall function and performance– that's a good thing, not a bad thing. The Flex may not be polarizing enough to fall into J. Mays's intended "love it or hate it" category, but it's what Ford needed to do here. It's a distinctive vehicle in the overcrowded segment.

09fordflex_25_hr.jpgOnce you get the people in the dealership door, what's it like inside? Inside the door of the Ford dealership, it's dusty. Inside the Flex, we find Ford's finest ever interior, at least on this side of the Atlantic. The Flex's fit and finish, the interior detailing and the materials involved are all top shelf. if I was a Ford dealer, I'd be worried about having a Flex on the floor next to everything else.

The Flex's seats are extremely cushy and supporting, wrapped with either herringbone patterned cloth (shades of VW) or leather. Frasier's father would want one of these chairs in his son's living room, which is probably smaller than the Flex's second row. The six inch-stretched D3 platform's wheelbase makes for such an expansive second row that the Flex betters the livery-standard Lincoln Towncar in every way.

09fordflex_31_hr.jpgThe Flex's third row is… functional. Functional in the sense that the way back is inside the car, that it is, in fact, the third row, and a few smaller human beings of smaller stature would be happy in situ, though only two at a time (or three, if the people are Jessica Biel, Kate Beckinsdale and me).

The flip ‘n fold mechanism is the same one that's used in the what-the-hell- do-we-do-with-it-now? Ford Taurus X. The Flex's folding seats are jerky and not especially intuitive. They also became stuck on my test car. (Oops.) Once everything is folded flat, including the front passenger seat, we're looking enough cargo space for the most lifestyle challenged slacker. But let's not carried away here (literally): the Flex is not a realistic alternative to a mega-SUV or minivan for hauling aptitude.

Ford is touting the Flex's available toys and creature comforts. In the interest of space, we're talking about a huge touch screen navigation system, SYNC gen 2, a compressor-driven refrigerator, up to four sunroofs (or as few as none), optional 19" wheels, heated rear seats, rear A/C outlet, etc.. Either you want these fripperies (Jeez that's expensive for a Ford) or you don't (flexible credit terms available ).

09flex_skv8618_hr.jpgThe Flex's driving experience– previously embargoed in the name of "Save the Buff Books"– is perfectly fine. The CUV packs a 262 horsepower 3.5-liter V6 hooked-up to a six-speed automatic and optional all wheel-drive. None of the these three factoids is particularly relevant. This is a car for people who don't care about driving. By the same token, insulation isolation is the Flex's trump card. The Flex has a Tempurpedic-quality ride and enough laminated glass to crate a recording studio. In fact, you could hear a pin drop at 75 miles per hour– although what you're doing fooling around with a sharp object at that speed is anybody's guess.

There are two reasons for FoMoCo suits to be worried about the Flex's prospects. First, this concept isn't new; even in recent years (see: Chrysler Pacifica and Ford Taurus X). Second, the Flex's fuel economy (17/24 mpg) is no better than other crossovers like GMC's Acadia (16/24). As Frank Williams has reported, SUV refugees are skipping straight to cars, and for good reason.

09flex_skv8463_hr.jpgStill, the Ford Flex is a lovable machine. It's the first completely, bumper-to-bumper "finished" car Ford has made in many, many years. And it's one of the most– if not THE most– pleasant machine in which to passenger– at least in the first two rows. With the SUV exodus in full swing, Ford will have to hope that style trumps fuel economy. Chances are iffy.

2008 Porsche Cayenne Review

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Kia is one of the only car brands sold in America that's never built an enthusiast's car. Sensible Swedish Saab offered the 900. Before their core clientele started losing their pulse, Buick ran the Grand National. Saturn looked to the Sky for salvation. GMC got caught up in a Typhoon. Even Hyundai has the Tiburon circling its enthusiast oriented customers. Kia? Nothing but cheap. Or… maybe not. "Being practical doesn't mean you have to take the joy out of life," their web copy proclaims. "That's the thinking behind the Rio. It's affordable and likes a good time as much as you do." What exactly does THAT mean?

Affordability aside, nothing much. The Kia's sheetmetal serves as an instant, constant reminder that the good times are not about to roll. For starters, the front fascia appears to be a mismatch of cheap plastics and leftover pre-bankruptcy surplus (check out those diminutive fog lights on the top-of-the-line SX). The orgy of automotive penury continues with side door protectors that look like they came from the wrong side of the 1980's. The Hyundai Accent has these removed– with the mere imprint remaining. But that's like saying the Rio isn't the only sister in the family that grows a moustache.

02.jpgAt the back, the Rio's rear lights came straight from a Chrysler junkyard; the lower end retains the cohesiveness of overexposed cheap plastic. Overall, only the equally dire, equally South Korean Chevrolet Aveo can compare with the Rio's ultra-cheap, I mean "affordable" exterior appearance.

The Rio's interior surprised me, even in base trim. Yes, the radio controls look and feel like rubber dog toys (don't get me started) and the carpet's thinner than my imaginary hairline. But the seats are comfortable, the ergonomics faultless, and the steering wheel feels solid in your hands. In truth, only one element of the Rio's cabin will repel frugal folks before they turn the key: a sour, noxious smell. The olfactory assault may fade over time, but it sends a subconscious signal that you have abandoned all hope of a fly ride.

10.jpgYou don't drive a Kia Rio. You ride in it. Well, on the highway. Anywhere else, you fight with it. There's no handling as such, just a constant struggle against lateral forces and 14" of limited adhesion as you wrestle with the lack of power steering (available on the LX and SX models). Unless you think it's OK for a guy to dance by himself at the High School prom, piloting this machine is a particularly joyless affair. Did I mention the 110hp engine (@ 6000rpm) or understeer? Why would I?

Another non-surprise: the Rio with a manual transmission is a pain to drive, with a box that puts the "arggg" in agricultural. Needless to say, the optional four-speed autobox is geared for maximum mileage (i.e. minimal acceleration). Unfortunately (for Kia), moving up to the automatic lifts the price firmly into Versa / Yaris territory– where the Rio simply can't compete.

The good news: the base Kia rides smoothly down the highway with controlled body motions, and remains quiet, in an "Applebee's isn't as noisy as a TGIF's" way. That's a good fit for most of the general public that seeks to drive no more than 2/10's to 3/10's of a vehicle's capability– and wants an upper body workout. Oh, the suspension bottoms-out on moderate bumps at highway speeds. Sorry.

01.jpgThe word "base" has new meaning here. No power steering. No ABS or rear disc brakes, poor IIHS side-impact safety rating and, just as dangerous for southerners, no air conditioning. You can't even order a chiller in the base model. You can get AC for $700 more in an entry-level, if equally unexciting, Toyota Yaris hatchback along with… power steering! Or, you can get a variety of near-new low-mileage vehicles ranging from the unloved but far more competent Chevy Cobalt, to the quite loved and still fairly unknown Suzuki SX4.
All of which means that if the Kia Rio loves good times as much as you do, you don't love good times. At all. The Rio has nothing whatsoever to offer the enthusiast and even less to offer the frugalist. OK, the warranty is long and extensive. But then most cars today will last 200k miles.

kia_rio_eva_padberg_31.jpgIt's a shame that the most economically-vulnerable members of society will be seduced by the Rio's low sticker. If they checked eBay's completed items section they'd see that an ultra-low mileage four-year-old Rio has trouble breaking the $4k barrier. That's $2k worth of depreciation per year. On the flip side, you can buy a certified three-year-old Corolla or Civic for nearly the same price as a new Kia Rio and get lower depreciation, better fuel economy and far better overall quality. Game, set and match.

2008 Porsche Cayenne Review

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"The Porsche Cayenne is a deeply misunderstood machine," RF told me before my test drive. "It's one of the world's fastest off-roaders, not a house-broken truck." Huh? Why would a world famous sports car maker (if not THE world famous sports car maker) tempt infamy by making a kick-ass mud plugger instead of a FX-style sports-car-on-stilts? The answer, I'm told, lies deep in Porsche's DNA. In the late eighties, Porsche jacked-up their 959 supercar and entered it in the grueling Paris - Dakar rally. In their second attempt, the German automaker scooped first, second and sixth places. "Take the entry level V6 off road," RF commanded. "Thrash it without mercy. THEN tell me what you think." Sounded like a plan.

So, as the concierge squealed around the corner, he gunned the Cayenne's engine. An attractive V6 rasp echoed off the concrete parking garage walls at the Wynn Las Vegas. Crisply creased with unnaturally angry Porsche eyes, the Midnight Black Metallic model created a strong initial impression. And then, it turned towards the side, and I shuddered. The Cayenne's rear is displeasingly plump and oddly rounded. The new blacked-out glass at the bottom of the rear window is a rare example of Porsche de-evolution; its angularity makes a bad design worse.

normal.jpgOur tester's interior was overwhelmingly beige. Only a black center stack– with a stereo face from 1986– relieved the Saharan color scheme. Sisters VW Touareg and Audi Q7 both have the Cayenne licked in terms of switchgear, material choices and general cabin appeal. That Porsche can still offer a vehicle at this price point without Bluetooth or iPod connectivity is testimony to the brand's snob appeal, rather than Porsche's ability to compete head-on with its upmarket peers.

Once you get used to the Cayenne's monotone color scheme and lack of toys, you begin to appreciate Stuttgartian subtleties. The Cayenne's buttons, knobs, and dials may be annoyingly small and fiddly, but they're all ideally situated for performance-oriented pilots. Better yet, there's nothing overly-complicated to distract you the business at hand– although saddling-up on expensive options might solve that "problem."

dscf1311.JPGOn the road, the base Cayenne proved stable and agile, just like the much cheaper VW Touareg. The Porsche's 3.6-liter direct injection 290bhp V6 motivated the 4949 lbs. truck adequately; the zero to 60 sprint takes only 7.5 seconds. Porsche tuned the exhaust to mimic their flat sixes, but they only receive a participation ribbon in that regard.

The Cayenne's long pedal travel and delayed throttle response added to the building suspicion I was driving an expensive VW, not a [relatively] cheap Porsche. The Cayenne's mileage-seeking tranny always started in second gear, guaranteeing a take-off reminiscent of a Wagoneer (or an over-loaded 727). You can select first gear from the Tiptronic. In traffic, that gets old real quick.

In general, on road, the Cayenne feels like it was designed with only a vague memory of the 911, as if the icon were a faded poster in the closet of the Porsche SUV department.

Leaving Las Vegas, I headed to Tikaboo Valley. Rumbling over the guard rail entrance to the 22.5 mile trail, I doubted Porsche's lumbering lummox could redeem itself. By the end of the first mile, I was looking in the glove box for a Papal dispensation.

dscf1302.JPGThe Cayenne's delayed throttle response made power modulation on bumps and sand a doddle; I could feed the six the perfect amount of gas at the perfect pace. Porsche Traction Management and the Cayenne's steel spring multi-link suspension made short work of washboard surfaces, deep sand, scree and dead jackrabbits. Flying down dirt roads, the Cayenne's six-speed transmission was always in the right gear. I was no longer a prat with a Bluetooth earpiece; I was Stig Blomqvist in the Dakar.

The harder and faster you pushed the Cayenne on the fast dirt sections, the more sure-footed it became. The Cayenne is as unflappable in the dirt as a Cayman is on the track. In the really rough sections, the Cayenne's low-range with the lockable differentials allowed absurd bouldering shenanigans. Climbing to the top of Tikaboo Peak, the Cayenne could do no wrong.

dscf1310.JPGMission accomplished. Point taken. The Porsche Cayenne, even in its simplest form, embodies all the passion and engineering skill of a 911. But it's a fervor rooted in the deserts, plains and mountains of Africa, not the middle of the Nürburgring. The Cayenne's fast and fun on dirt roads, and poised and capable scrambling over river washes and steep climbs. It's a damn shame the vast majority of Cayenne owners will never discover this vehicle's true essence. Because otherwise, cash cow or not, the Cayenne makes no sense.

2009 Lincoln MKS Review

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Ford's "premium" car lineup is engaged in a deadly game of last brand standing. Now that Jaguar, Range Rover and Aston Martin are casualities of war (i.e. someone else's problem), it's down to Volvo and Lincoln. Official denials aside, Volvo's the next to go. Lincoln must carry that weight (a long time). And so we meet the front wheel-drive-based Lincoln MKS, Ford's first post-Carmageddon (karmageddon?) luxury car. Has Lincoln's sibs' dismissal finally liberated the brand from badge-engineered mediocrity?


Genetically, no. The MKS is built on the same platform underpinning the Ford Taurus, Mercury Sable, several Volvos and the Ford Flex (sort of). So if you want to represent the streets and diss the MKS' D3ness, you can slight the big Lincoln as a tarted-up Taurus or a cheaped-out Volvo. Luckily for Lincoln, the brand's current core audience has no idea what I'm talking about.

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The MKS' design is as inoffensive/memorable as its nomenclature. The split grill is meant to become a brand trademark, created to stop the Lincoln logo from getting lost in the chrome (what logo?). Despite the nasal blingery, the car's British-born designer claims the Lincoln owner views the MKS as a "reward for hard work, not simply an outward symbol of status." Just as well, really. The MKS scores an F on the all-important Mom test (would your mom recognize it immediately). Still, there are some charming features, such as the too-small taillights cribbed from a Maserati Quattroporte.

The MKS' interior was designed by two different teams. The top half of the cabin (everything from chest level and up) is fantastic. There are nothing but soft touch plastics, trendy stitched soft leather(ette?) on the dashboard, buckets of genuine chromium and a beautiful horizontal strip of wood.

Let's call that wood strip the 38th Parallel. The lower half of the center stack is rock hard, festooned with two counter-intuitive, tightly gathered groupings of small radio and HVAC buttons. Below that: dead space, like some kind of polyurethane desert. Rather than add a cubby or storage area at the bottom of the center stack, buyers of the Aluminum Applique Package are treated to a giant six-inch wide chrome "LINCOLN"– just in case they thought they were driving a top-spec Ford Taurus.

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The first-for-Ford application of the enlarged Duratec 35 sits under the MKS' demure hood. The 3.7-liter V6 stumps-up 275hp and 270 ft.-lbs. of twist, feasting on regular gas. It's a far smoother and more flexible powerplant than GM's 3.6-liter six-pot, easily on par with the best of the Japanese V6 engines. For real.

Unfortunately, this sparkling piece of engineering is under house arrest, guarded by a sadistic six-speed autobox named Sucko the Clown. In the interests of fuel economy, it shifts into sixth gear at any speed above 0 miles per hour. Passing, maintaining speed up inclines, and merging all cause the box to reach for a bottle of Advil. The whole bottle.

If NSAID suicide isn't your bag, you can shift the transmission in auto-manual mode, or just lock it into SST mode (I kid you not). This tranny setting holds on to the gears for much longer (at times too long), harnessing the Lincoln's otherwise grazing horses. So configured, the MKS is a reasonably quick car. Seat of pants estimate: zero to 60mph in about seven seconds.

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Needless to say, the SST setting exacts a significant fuel economy penalty. I didn't measure the mpg because my actuary is off this week, but when the ostensibly efficiency-oriented "Drive" setting yields 16/23 (AWD model), you know it's not looking good for the sportier transmission setup.

And how does it handle? Yes. It handles. The game here isn't track daze, or high speed cornering, or anything even vaguely involving so-called "sportiness." It's all about the ride. The MKS' new, fully-independent rear suspension makes cobblestone streets your bitch. Also in terms of handling, the MKS is sound-deadened to the point of rigor mortis. Ambulance drivers better hope MKS buyers have keen peripheral vision.

The suspension is the ace up the sleeve for the MKS, a car that desperately needs four of a kind. Even on class-exclusive 20" wheels, you can sink into the supple leather chairs, pile on the highway miles and never remember a thing.

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Lincoln aimed for a base hit here, and by God they got one. It's too bad, because you can't come back from three runs down by taking the safest route. Had Lincoln swung for the fences, we might well have seen a very different MKS: a signature car for reborn brand. But they didn't, or couldn't. At this point, my advice is to buy a fully-loaded Mercury Sable instead or buy something used with genuine upmarket cachet.

[Ford provided the car, travel, gas and insurance.]

2009 Ford Escape Hybrid Review

eh3.jpgThe Ford Escape was the world's first hybrid SUV. Contrary to popular belief, The Blue Oval's gas - electric trucklette does NOT use Toyota's Synergy Drive. FoMoCo's hybrid cute ute shares some patents with ToMoCo, and that's it. And there's another idea floating around: Ford is artificially restricting supplies to limit their loss-per-vehicle. True dat. Until and unless Ford can find a way to reduce its costs, the automaker has capped production of "the most fuel-efficient SUV on Earth" at 25k special order units per year (so much for Bill Ford's 250k hybrid pledge). Tales of three month waits are not unknown. The question is, what, if anything, are we missing?

Last year, Ford updated the Escape's sheetmetal. Forgoing any remaining off-road pretense, the 2009 Escape features lip and rear-wheel spoilers for improved aerodynamics. Coupled with purpose built, low resistance Michelins, these tweaks increase mileage by 1 mpg across the range, city and highway. Visually they aren't terrible, but I miss the "aw shucks" fuzzies from the first gen Escape. Also, 1959 called and it would like its chrome back. All in all, the new Escape resembles a Jeep Liberty after the Atkins diet.

escape-hybrid-dashboard.jpgInside, it's a makeover to remember. Ford has been engaged in a death match with Chrysler, competing to give customers the worst interiors money can buy. Judging by the new Escape, Chrysler's won. Er, lost. Slab after slab of faux piano key material replaces the nauseating plastic previously dominating the Escape's cabin. It's a major step in the European direction. Blue collar ute purists will question the need for leather in such a vehicle, but we can't fault the 60/40 tip-forward second row seats, which put the "U" in SUV.

Sure, junky parts bin drek like the stalks and switches still stink-up the joint. But the horrid "brick" radio head unit– complete with 70's-style toothpick display– is gone. The Escape's new [optional] nav unit, with Sync and Sirius Travel Link, is a genuine game changer. The screen's bright, legible and large, with no-brainer touch-screen functionality. You get the now-usual "what's it doing" hybrid display, Syncitude (full phone and iPod integration, voice recognition plus a 10 gig drive) and real-time data from Sirius: weather for one, up-to-date traffic info, sports scores, my favorite movie listings and more. Mercedes, BMW, Audi, Lexus, Infinity and Cadillac should all hang their heads in shame. Ford is now selling the best navigation system in the business. Bar none.

eh4.jpgThe Escape Hybrid still comes with a continuously variable transmission (CVT). Ford's engineers have eliminated the transmission's endlessly annoying, never-shifting whine; it finally works, feels and sounds like a standard autobox. Ford's hybrid team has also created a brake simulation module to convince Escape drivers there are normal, non-regenerative stoppers underfoot. Job done. Perhaps most importantly, the Escape's noise, vibration and harshness levels have been reduced significantly. The cut ute's ride quality still doesn't match the transplants' highly evolved CUVs, but neither does the Escape's comfort level rival that of the Ford Focus.

The Escape Hybrid is the most fuel-efficient model, but it's also the heaviest, by 300 lbs. An additional rear sway bar helps handling, but the gas - electric cute ute's as top heavy as an Anabolic Video actress, and a lot less nimble. It is, however, no longer slower than slow motion. For '09, the gas engine part of the Escape's drivetrain grows from a 2.3-liter to a 2.5-liter four, boosting net horsepower from 155 to 177. The zero to 60mph sprint now takes less than 10 seconds. If you've got patience and persistence, you can just about evoke the gods of understeer. To keep them at bay on slick surfaces, electronic stability control finally makes it Escape debut.

09escape_04_hr.jpgEvery chance it gets, the Escape seamlessly shuts the gas engine down and runs off batteries. Like all Hybrids, mileage depends upon how you drive. If you're ready for the possibility of the person behind you exiting their vehicle, running up and bashing your skull in with a mallet (I love LA), very gentle throttle inputs will keep the gas motor at bay up to 40 mph. Even the Lexus LS600hL can only pull off that trick up to 30 mph. When no other cars are present you can hypermile your gas - electric Ford to 60 mpg around town.

Speaking of ToMoCo, a basic Escape Hybrid stickers at $28k. Our full-on tester would set you back $36,500 (ultimate ICE with satellite radio costs $2890). That's a lot of green. At that price, the Escape Hybrid overlaps with the seven-seat Toyota Highlander Hybrid ($33,700) AND it's not a million miles away from the Lexus RX400h ($43k). Factor in depreciation…

eh7.jpgThe Ford Escape Hybrid may be the politician's PC whip of choice, but it's still overpriced for the mainstream. If The Blue Oval Boyz aren't making money at this price, limiting supply makes a lot of sense. But you know what would make even more sense? Taking the hit.

(Ford provided the test vehicle, insurance and gas for this review)

2008 Dacia Logan MCV 1.5 dCi Review

I love European "people's" cars. The Renault R4, the Fiat Uno and Punto, Peugeots 205 to 207, the early Golfs– they were all affordable and fun to drive with more character than Marcello Mastroianni. By the same token, I hate what Lee Iacocca called PODS. Lido was referring to Chryslers, but plenty of manufacturers have built cars for Poor Old Dumb Shits. PODS-mobiles are often Russian; Lada leading the pack. More recently, they hail from Korea or Malaysia. They're cheap to buy, miserable to operate and not at all economical to own (as CityRover owners found out). When considering Europe's cheapest car– the Romanian-built Dacia Logan– you have to wonder if the penalty box tradition continues.

dacia-logan_mcv_12.jpgBottom line first. Eurozone consumers can buy a Renault-Nissan developed Dacia Logan for €7500. Back in 2003, that price equated to about $5500 or about twice as much as Tata Motors' theoretical Nano. Today, thanks to a weak Yankee greenback, the base Logan translates to $11,650. But keep in mind that the Logan is a world car, built in Mioveni, Romania; São José dos Pinhais, Brazil; Medellin, Colombia; Moscow, Russia; Casablanca, Morocco; Nasik, India and, yes, Tehran, Iran. Your currency may vary.

From the outside, you wouldn't know the [Euro] Logan's a bargain basement whip. Note the even panel gaps, high-quality paint and almost-acceptable proportions. The Logan looks utilitarian, solid. Ground clearance is third-world- sorry, developing nation compatible. Also to that end, the Logan's enormous hold (24.7 cubic feet) is considerably more capacious than a Mercedes C-class wagon. And with an optional rear row, the Logan seats seven or more (police and safety be damned). Basically, the Logan is station wagon as mini-van.

dacia-logan_mcv1f.jpgUnfortunately, the Logan pretends to have a car's interior. Anybody who says that space is the ultimate luxury has never sat in a Dacia. Although the Logan's cabin's been assembled properly, the interior makes an outhouse seem like a penthouse. The materials are hard, scratchy and odd-smelling. Colors are various shades of tombstone gray, ailing mouse, funeral black and deep-pit coal. The single-piece, injection molded dash is as ugly as it is durable. Everything you see and touch is unnecessarily dire.

Luckily, this ain't no living room. The Logan's [optional] diesel powerplant is a pleasant surprise: a bang-up-to-date 1.5-liter common-rail oil burner. The mini-mill may only stable 86 horses, but it delivers strongish torque from 1200 to 4000 rpm in a perfectly linear fashion, and does so less noisily than VW's TDI engines. Even better, the Logan only weighs around 2800lbs. So the car rockets from 0 to 60mph in… wait for it… almost there… 15 seconds. Your problem being?

dacia-logan_mcv_20.jpgAt autobahn speeds of around 90 mph the Dacia feels almost as unhappy as a moped. Still, in the interests of TTAC's Best and Brightest, I recorded an average of 38mpg. But when in Rome, you do as the Romanians do. When I backed off to around 75, the fuel efficiency rose well into the forties.

The Dacia's handling offers another pleasant surprise. The Logan is softly sprung for pot-holed eastern European roads; it's both comfortable and quiet. Thanks to sufficient damping, the Logan feels well-controlled through the inevitable bumps- a sea change from bouncy and harsh Dacias of old (also based on Renaults). The Logan doesn't hop or skip over rough roads or expander joints; neither does it lose its cool over load-change issues.

dacia-logan_mcv_22.jpgThe Logan's steering is exact and proportional, giving sublime tactical feedback through twisty European back roads. The transmission is slick and smooth. Combined with the straightforward engine, the Logan is a package you can actually, gulp, hustle. I found myself having unexpected fun, and I didn't have to drive at racetrack speeds (as if) to enjoy myself.

It's not too much of a stretch to call the Logan an intriguing modern-day interpretation of the Volvo 240. The Logan's cheap, robust and easy-to-repair; ideal for struggling economies and rugged roads. Stay away from any and all options– the diesel (a 1.4-liter petrol engine comes standard), air conditioning, electric windows– and the Logan's priced well below the competition. For a young, hard-working family with a few kids and a dog, there is no better deal. It's not for nothing the Dacia Logan leaped to the top of the Euro sales charts. And yet…

dacia-logan_mcv_17.jpgIt's also not for nothing the Logan crash test is so popular on YouTube. Clearly, dramatically, the Logan is no Volvo. While it has front airbags in Euro-spec, many national versions of the car do not. In a German slalom test, the Logan rolled over at 65 km/h- albeit on worn tires (like that'll ever happen). And, again, the Logan's hideous interior would test the will of a Spartan. As Auto, Motor und Sport put it, "this is a car for those who have little financial power, but plenty of mental fortitude."

2008 Lexus LS600hL Review - Take Two

08_lexus_ls600h_l_012.jpgI disagree with every review of the Lexus LS600hL ever written. Categorically. To a man, my colleagues misinterpret the most expensive Lexus as a misguided planet-saver that doesn't deliver enough mpg to justify its sky-high price tag. I view the ultimate hybrid as better driving through science. In fact, despite the dorky "hybrid" badges uglifying the LS600hL's flanks, Lexus didn't build this beast to sip fuel. They built it to go toe-to-toe with 12-cylinder Germans.

The LS600hL is no design statement, like the 760Li. It doesn't announce, "I have a huge wallet" like a Mercedes S600. The LS design is much more Audi A8 W12, only without the goatee. The restrained yet handsome lines strike the same chord as VW's Phaeton. Only this time they're brand correct.

08_lexus_ls600h_l_015.jpgThe LS600hL is a handsome package. At a distance, the big four-door appears clean and reserved. It's only when you pull up next to (and dwarf) anything else on the road that the long-wheelbase Japanese pseudo limo makes aesthetic sense. In a word: presence. In two: killer headlights.

Inside the LS600hL offers a hilarious split between grasping at straws luxury and techno overkill. You've never seen so many buttons. Lexus engineers loaded a shotgun with 'em and blasted away. The last LS I drove-complete with the mid-level rear-seat overkill option-boasted 166 buttons. This time out, the car was down to about 130 pieces of Camry-quality plastic to press. Still, you'll go crazy. And you'll never even notice the gaudily lacquered wood or hand stitched yet still not that rich leather because your attention will 100 percent focused on the AFS button. Whatever that is.

Y08_lexus_ls600h_l_092.jpgou want the truth about this car's mileage? Can you handle the truth? But before we discuss how much gas it sucks, I need to tell you about yet another button…

A toggle switch below the gear lever controls the LS600hL's throttle response. In the "Hybrid" setting, the first 10 percent-ish of peddle travel only engages the car's electric motor. "Snow" ups that to an almost undrivable level. Seeing as how this was my second fling with the LS600hL, I knew to stick it in "Sport" (about 3 percent pedal motion) before I pushed the start button. And that was that.

"That" means about 10 mpg around town. Terrible, yes. In both my and the car's defense, the massive, battering-ram acceleration from the 5.0-liter V8 plus the 221 hp electric motor is so addictive that I was forced to bury the pedal every chance I got. But here's the thing — after 300 miles the computer let me know that I had averaged 24.8 mpg. Say what?

As you may have guessed, there's a bit of ideal circumstances involved. The first piece of the puzzle is a lot of open road. The next is the radar cruise control, which does perform impressively (slowing the car down to a stop and setting off again in traffic). Forget the radar part. Just set the cruise to 80 mph and watch in sheer amazement as the tachometer registers a paltry 1,100 rpm and the computer claims 40 mpg.

08_lexus_ls600h_l_058.jpgNow for the part you can't handle… Setting the cruise control at 110 mph returns 25 mpg as the engine just crests 2,000 rpm.

I briefly mentioned the rocket sled-esque forward thrust but it merits repeating. Holy runaway train, Batman! This 5,219 monster flies like a Bentley. Rumor has it that Lexus can't quite figure out how much torque the car produces. They claim "just" 385 ft-lb of the stuff. However, the IS-F kicks out 371 ft-lb and it's the same (gas) engine. And the electric motor offers up 100 percent of what it's got at any rpm. Based on the seat of my pants, I say they're severely underrating the twist.

In his review, Mr. Montgomery described the following as bad manners; when you lift your foot off the gas, the electric mill provides an extra dollop of shove. I find it reassuring. And fun. You think that sounds dangerous? Perhaps, but Lexus did see fit to (uh) fit the LS600hL with some of the most serious stoppers in the luxo-barge biz.

The world's biggest hybrid weighs more than Oprah in her heavier years, but stretches over 17 feet. Which means the handling is about what you'd imagine. To be fair, the world's most expensive hybrid handles commendably. But you'd never know, as gauze-wrapped steering and active anti-roll bars dial out all sensation. Good or otherwise. Of course, you can't hear either engine, the CVT (literally — no whine), the wind, rocket attacks or anything.

08_ls_600h_l_09.jpgSo, should you buy one? Yes, absolutely. Look, it ain't going to save the earth or your checking account. But the LS600hL does get appreciably better mileage than the competition. And goes like a jet plane with a silencer.