Automedia Car

Ever since Ford introduced the modern Shelby GT500 four years ago, almost no one has complained about the prodigious power levels produced by its supercharged 5.4-liter V8. With as much as 540 horsepower and 510 pound-feet of torque in the 2010 model, there was no shortage of grunt. No, the issue was an excess of mass.

Before the contemporary GT500 was born, Ford had a blown aluminum block 5.4-liter V8 in the short lived GT supercar. However, when the engineers at Ford's Special Vehicle Team developed the GT500, they opted to mount the GT's cylinder heads on the cast iron block used in the big F-Series pickup trucks. After debuting a visual refresh for the Mustang a year ago, Ford has spent the last two months announcing fresh new powertrains for the base and GT models. That process has now come full circle with SVT rolling out a heart transplant for the Shelby GT500. The 2011 model finally has the aluminum powerplant we all wanted when it debuted, and the effect is absolutely en-lightening.

The SVT engineers actually had a reason for going with the iron block in the first place. Mustangs like the GT500 and its Cobra ancestors often end up being heavily modified for use at drag strips and race tracks, and the SVT crew wanted to make sure the standard block could stand up to the rigors of those significantly higher outputs. They chose not to use an aluminum block until they had a chance to develop one with the same strength as the iron version, and that time has now come.

We recently had a chance to sit down with GT500 chief nameplate engineer Jamal Hameedi in his office at SVT's headquarters to learn more about what's new for 2011. Switching to an aluminum block was a bit more complicated than simply digging out the casting molds that were used for the GT. The engine in that 200+ mph supercar used a dry sump lubrication system and featured iron cylinder liners. The new GT500 engine is derived from the structural design of the older block but retains the wet sump system used in other Mustangs. The real magic is something that most owners will likely never actually see.



Last June we learned about an award that several Ford researchers had received for a cylinder bore coating system they developed called the Plasma Transferred Wire Arc (PTWA) process. The Ford press release at the time framed the award in terms of fuel efficiency and gave no real hint about what was about to come. It now turns out that the first production Ford to use the PTWA process will be the 2011 GT500.

The heart of the PTWA process involves feeding a steel wire into a device that heats it up to 35,000 degrees Fahrenheit and then sprays it onto the aluminum cylinder bores. Ford is not actually the first company to use a process like this. Similar mechanisms have been used to coat the fan blades in jet engines for a number of years. One of the primary differences is that Ford is using PTWA with a conventional steel alloy rather than some super exotic aerospace material. Ford isn't even the first automaker to use this specific coating process. That honor falls to Nissan, which actually licensed the technology from Ford for use on its V6 engine in the GT-R.

Hameedi believes that Ford has an important advantage over Nissan. Anyone that has ever used a teflon-coated pan is familiar with the problem of the non-stick coating peeling off over time. In the past BMW has also had issues with the nickasil coatings prematurely separating on some of its aluminum blocks. Getting any dissimilar materials to adhere to each other is always a problem, so the initial surface has to be specially prepared in order for the coating to have something to hang on to. Nissan licensed Ford's coating technology but used its own surface preparation process. According to Hameedi, Ford's surface preparation works so well that even after engines have gone through a full durability cycle the bores still look like new.



Using the PTWA process allows the block to have a thinner surface coating – only 150 microns deep – that is just as tough as one with cast or pressed-in iron or steel liners. However, using less material results in lower weight. According to Hameedi, the GT500 block is 8.5 pounds lighter than the sleeved GT version. Overall, the complete engine is 102 pounds lighter than the 2010 cast iron engine. The steel coating has also helped Ford reduce the internal friction of the engine, aiding both efficiency and power production.

Hameedi explained that some drag racers complained of power drop off on humid summer days, which was attributed to reduced heat transfer efficiency. SVT addressed this with a larger intercooler that helps the engine deliver more consistent power over its entire operating range as well as under different environmental conditions. Hameedi tells Autoblog that the new aluminum block engine should be able to survive "at least" as much maximum power in modified form as the iron block equivalent. Also aiding breathing is a larger exhaust system with 2.75 inch header pipes like those on the new 5.0-liter in the Mustang GT. Out of the box, the new powerplant delivers 10 more horsepower bringing the tally up to 550 hp with the same peak torque of 510 pound-feet. Eighty percent of that torque is available everywhere between 1,750 rpm and 6,250 rpm.



For 2011, Hameedi tells us "We're at the top of the power heap, we're the fastest accelerating vehicle, so this really wasn't about going any faster in a straight line. This was about improving the weight distribution and handling of the vehicle." The new engine contributed to a 120 pound overall weight reduction with most of that coming off the front axle. Most of the rest of the weight loss came from new lighter weight wheels that are part of the SVT Performance Package. The front wheels that come with the Performance Package remain 19 inches in diameter but are 4.7 pounds lighter. The rears grow to 20 inches but are still 2.8 pounds lighter. Cutting unsprung mass is never a bad thing when it comes to both ride quality and handling. Along with the extra rear grip provided by the larger Performance Package wheels and tires, SVT has added a 3.73:1 rear axle ratio.

Like other 2011 Mustangs, the GT500 gets a new electric power assist steering (EPAS) system that Hameedi describes as "extremely precise." At parking lot speeds, he describes the steering effort as Lincoln-like but it rapidly builds up as you drive more aggressively and it supposedly has excellent on-center feel, something that is often tough to achieve with EPAS. We'll have to wait a few more months to find out just how precise that is since we won't get to drive the car until Spring.

Getting any high-powered car to accelerate, stop or turn is highly dependent on the adhesion between the tire and the road surface, especially when it's wet. SVT has adopted the latest generation Goodyear F1 supercar tires for the 2011 GT500, which Hameedi says are "a major step" beyond the previous version in both wet and dry grip. With the reduced mass on the front axle, SVT has also modified the spring and damper rates on both base and Performance Package models. The latter version gets 20.5-percent stiffer front springs and 9.5-percent tighter rears that also bring the front end 11 millimeters closer to the road and the rear 8 mm lower.



One of the main criticisms of the Mustang convertible ever since the S197 debuted for 2005 (actually ever since pretty much forever) is a lack of structural integrity. Because of that flexibility, the 2010 model GT500 convertible was actually considered more of a cruiser model and was thus tuned more for ride comfort than handling. Thus the old convertible was only available with 18-inch wheels. For 2011, SVT took the lead on developing an upgraded body structure for the convertibles that should help keep the corners of the car from moving relative to each other. The effort was successful enough that the changes are being implemented across the board on all 2011 Mustang convertibles. The 2011 GT500 convertible also gets bumped up to the 19-inch wheels and offers handling that is supposedly much closer to the coupe without degrading the ride comfort.

For those who want the sun to shine but still want the extra stiffness of the coupe, the GT500 is now available with the glass roof that has been available on regular Mustangs for the past two years.



Regardless of the roof type, Hameedi tells us that the GT500 has "a very different driving experience driving an '11 from a '10, they're much more nimble, they feel more alive, the steering is quicker." The straight-line acceleration was improved by about 1/10th of second, but overall drivability and handling are said to be vastly improved. The upgrades are far more apparent on a road course than they are at the drag strip. According to SVT spokesman Patrick Hespen, the 2011 GT500 model is three seconds a lap faster than the 2010 around a certain un-named 2.3-mile-long, northern California racetrack that happens to play host to a big historic racing event every August. Closer to home at Grattan raceway in west Michigan, the 2011 GT500 is also about 2.5-3 seconds a lap faster. Given the relatively modest power increase, those are some big numbers.

The Performance Package also gets some modest visual differentiators including narrower racing stripes down the center of the body along with the new wheel design. Inside the car, the shift knob on the Performance Package model lacks the stripes found on the base model.



While most GT500 drivers are unlikely to be too concerned about fuel efficiency, it is a political and commercial reality that Ford does have to deal with. The EPA rated the 2010 GT500 at 14 mpg city and 22 mpg highway and slapped a $1,000 gas guzzler tax on the hood. The addition of EPAS, reduced mass and reduced friction all helped to improve the 2011 GT500's EPA numbers to 15 and 23 mpg and cleared the GT500 of the dreaded guzzler label.

[Source: Autoblog]

The wunderkinds in Wiessach have wrought a new head of the family in the form of the 2011 911 Turbo S, the first 911 S model in five years and the first for the 997. In Porsche parlance, the S suffix generally means more power and better handling, and this car appears ready to live up to the badge.

As we surmised last August, the twin-turbo flat-six is boosted to 530 horsepower, though it sips fuel at the same rate as the "base" Turbo's with its 500-horsepower engine. All that power and 516 pound-feet of torque are transferred to all four wheels – now 19 inches in diameter with center locking nuts – through Porsche's seven-speed PDK dual clutch gearbox, and a torque vectoring system helps point the car directly where the driver wants it. 0-62 miles per hour should arrive in 3.3 seconds and top speed is pegged at 196 mph. For comparison's sake, the almighty 911 GT2 makes the same amount of horsepower (530), is slower to 62 mph at 3.7 seconds, but beats the new 911 S at the top end with a 204-mph terminal velocity.

Both fixed and folding roof versions of the Turbo S will officially debut at the Geneva Motor Show next month and go on sale in Europe in May. The coupe will cost €173,241 including 19 percent VAT (the actual base price is €145,400), while the Cabriolet goes €184,546, also including the 19 percent VAT (base price €154,900). U.S. market models should follow soon after.

[Source: Porsche]

Brush your long, grungy mop from your eyes, turn down the Nirvana and take a look around. It's the early '90s and an army of sport utility vehicles are flooding the streets. The newest four-wheeled object of America's affection has quickly become the default mode of transportation for everyone from inner city professionals to suburban soccer moms.

Fast forward a couple of decades and although sport utes are still around, they've largely been displaced by the crossover – the SUV's easier-to-maneuver, more fuel efficient and more comfortable unibody progeny. But even after years of refinement, the CUV is still a basketcase of compromises. Which begs the question: Did we have it right back in the day? Is a wagon still the best compromise of size, functionality and driving dynamics? We snagged the keys to a 2011 Acura TSX Sports Wagon to find out.

Needless to say, the TSX Sport Wagon is based on its sedan counterpart, but in addition to its two-box shape, Acura has set it off with a redesigned grille. The new piece looks far less hawk-nosed than the one worn by the four-door, as its been broken up by a thinner frame that creates a slimming effect. The lower bumper also improves front-end styling with a much wider and more aggressive appearance. Seeing the TSX Sport Wagon for the first time is a bit like running into that formerly plain-looking girl from high school who got some work done and now dates a pro baseball player; she looks nearly the same, but somehow better. And she knows it. All of which suggests that Acura's stylists may have been listening to at least some of the criticism they've received over the company's controversial front fascia.

The Sport Wagon's updated nose gives way to that long wagon body, which also benefits from a handful of well-placed styling elements. Noticeable fender bulges wrap around the 17-inch five-spoke aluminum wheels and serve to bookend a razor sharp shoulder crease. A strong character line takes over and works its way around the perimeter of the car. It's a neat visual trick that keeps your eyes moving along the bodywork, and it also helps to hide the extra length the wagon wears – a grand total of about 3.6 inches. The overall appearance, however, is somewhat sportier than the sedan because of how the rotund rear end sets off the car's stance.



The driver's perch gives you the chance to enjoy the TSX's dark trim and subtle contrast stitching on its seats. The heated leather front chairs wrap around your body like a mold and while the Audi A4 Avant, BMW 328i Sport Wagon and Volvo V50 might have nice seats, none of them offer standard heating and few are as comfortable. Rear seat passengers are well taken care of, too, as the wagon loses just 0.1-inch of headroom compared to the sedan, while leg, hip and shoulder room all remain the same.

Better still, the rear seats fold down nearly flat with the touch of a switch. The side pockets and lower panels can be removed to reveal even more storage options and the 28-inch height of the rear opening allows for some sizable objects to catch a lift. The 60.5 cubic-feet of rear cargo space is downright cavernous compared to the 50.5, 48.9 and 44.2 found in the Audi, BMW and Volvo, respectively. The closest you'll get to equaling the TSX's cargo hold is the Cadillac CTS Wagon which comes in at 58 cubes with the seats folded flat.



It's not just comfort and utility that makes the TSX Sport Wagon a near ideal place to log trips over the hills and through the woods. All of the knobs and switches are easy to reach, and the available infotainment system hits the moving target of today's technological standards. With the exception of the bulbous multi-directional controller blighting the center stack, the controls are logically laid out, providing an easy learning curve. Dual-zone climate controls keep more than just the driver happy and even the base seven-speaker sound system provides an enjoyable audio experience. The navigation system and rearview camera, however, only show up on the dashboard if you opt for the Technology Package, but Bluetooth and USB audio come standard.

The base model starts at $30,960 plus $860 for destination and handling, while the TSX Sport Wagon with Tech Package costs $34,610 plus D&H. When upgrading to the latter, buyers also receive a power-actuated tailgate, boosted ELS 460-watt 10-speaker audio system with voice recognition, navigation with real-time weather, traffic updates and dynamic re-routing, and the rearview camera. A loaded Acura TSX Sport Wagon with Tech Package still comes in under the base price of the A4 ($35,940), 328i ($36,200) and comparably-equipped V50 ($35,650). The Caddy? Just over $38,000 in base spec.



Comparing pricing and amenities never paints a complete picture, though, and that's where driving dynamics come into play. "Sport" is the TSX Sport Wagon's middle name, and after hauling around Southern California for a couple of days, the moniker is well-deserved. If just. The suspension is firm – almost surprisingly so – making this five-door a joy to push hard, at least on SoCal's smooth roads. The rack-and-pinion steering is also tight and responsive, combining neatly with the TSX's stiff suspenders to make for an engaging driving experience.

When the road turns even slightly rough, however, the TSX Sport Wagon transforms into something of a child's moonbounce. While never unsettled, on certain course surfaces we found the Acura to be not unlike navigating a Boston whaler across a choppy harbor. Suspension for this front-wheel drive wagon is composed of double wishbones up front and multi-link setup in the rear, and we suspect the issue lies with the constant-rate coil springs. Perhaps a set of progressive units would help smooth things out, but prospective buyers who live in areas blessed with four distinctly separate seasons should keep the TSX Sport Wagon's stiff nature in mind.



Under the hood of the TSX Sport Wagon lies a 2.4-liter four-cylinder producing 201 horsepower at 7,000 rpm and 172 pound-feet of torque at 4,300 rpm. That doesn't sound like much, but the powertrain actually provides a surprising amount of motivation for this 3,599-pound premium utility sled and sounds pretty good while doing it.

Power is routed to the front wheels courtesy of a five-speed automatic transmission, while a pair of paddles mounted to the steering wheel allow for manual gear selection. When left alone, the automatic shifts smoothly, though sometimes it plays a game of hide-and-seek when pressing on with authority. If you're not in the mood for the cogbox's automated games, you can always switch the transmission into Sport and use the paddleshifters. Fortunately, whatever speed you build is just as easy to shed thanks to the TSX's well-sorted 11.8-inch ventilated front and 11.1-inch solid rear discs.



A six-speed manual transmission would offer even more engagement, but sadly Acura can't build a business case for one. When pressed why we can't get a row-our-own version, Acura officials indicated that the company expects to sell around 4,000 units per year, or 10 percent of all TSX models sold. The take rate for manual transmissions amongst current TSX buyers is only around two to three percent, and with the wagon already making up a minority of TSX sales, it doesn't make financial sense to offer a three-pedal model.

So where is the V6 that's offered in the sedan? The four-cylinder does a surprisingly credible job, but the 280-hp, 3.5-liter unit available in the four-door would be a welcome addition. Just as Acura was listening to its customers with regards to the front-end design, it's also evidently deferred to market research regarding what engine to plunk in the TSX Wagon's beaky nose. As the theory goes, the average wagon buyer doesn't need 280 hp when 201 hp works just fine, and prospective buyers Acura spoke with placed a higher priority on fuel economy than power. The 2.4-liter is rated at 22 miles per gallon in the city and 30 miles per gallon on the highway, while the V6-powered sedan achieves 18/27 – numbers that would no doubt fall in the heavier wagon.



That all said, why is the TSX Sport Wagon finally available in the U.S.? Because Acura says it wants to provide an SUV alternative for its entry-level customers. The wagon is aimed squarely at those successful members of Generation-Y for whom owning an SUV has become a stigma. Priced below the competition and boasting better fuel economy, the 2011 Acura TSX Sport Wagon is not yet the near-luxury estate of our dreams, but it's a welcome step in the continued resurrection of the premium wagon.

There was a time when General Motors was a design leader. Before the Aztek, before the Catera, before the Sunfire and before the Citation, GM was synonymous with bold, strong, emotional automotive design. The General was so good at it that in the 1950s it was able to flood dealerships and stress factories just by tweaking a given model's sheetmetal a few shades. Imagine anyone caring about a new rear end on a 2011 Chevy Malibu. Yet the revised bodywork of the 1956 Bel Air was a major cultural phenomenon.

The name Harley Earl – the legendary head of GM design from 1927 until 1958 – still strikes reverence into the hearts of many. One glance at his famed Buick Y-Job, a 1949 Cadillac or the original Corvette is enough to see why. Earl's parting shot was the 1959 Cadillac Eldorado – the one with the tail fins that could nearly touch the moon. Then you have Earl's successor, Bill Mitchell, the man responsible for the third generation Corvette, the 1966 Toronado and the magnificent boattail Buick Riviera.

For a variety of reasons, in the 1970s General Motors and striking design parted ways. GM's styling wandered through the desert, swapping glitz, purpose and chrome for tighter profit margins, increased badge engineering and a large patina of plain ol' dull. All you need to do is take a gander at the third-generation B-bodies to see how far GM went in the wrong direction. Let's not even mention cladding.

For the last decade or so there have been signs of hope. Vehicles like the Chevrolet SSR, Pontiac Solstice, C6 Corvette and the new Camaro were proof that GM and great design are on the road to reconciliation. As a division, Cadillac has made the biggest strides with their Art and Science design motif, showing great signs of life. The front end of the second generation CTS is fantastic. From a pure design point of view, and with the possible exception of the now dead Pontiac Solstice, no General Motors product has been world class since Mitchell retired in 1977.

It's difficult to describe just how striking the CTS Coupe is in the flesh. Fresh, crisp, bold, sexy, smart, savvy and even – to quote Cadillac – audacious. We hate to swallow marketing pabulum of any sort, but in this situation, with this car, the descriptor "audacious" rings absolutely true. What other word could we use to explain the dramatic, emotional and complex combination of lines, angles and curves that make up this new Cadillac? "Brave" perhaps, but regardless of the adjective, the CTS Coupe is a shot across the design world's bow.

The CTS Coupe is not simply a two-door version of the four-door CTS. Instead, Cadillac opted to shorten the car by two inches, widen the rear track by two inches and chop the roof by two inches. Naturally, if you take away two inches of height you have to give it back somewhere else, right? Cadillac says that's not really so, noting that it was able to simply lower the CTS Coupe's seats by nearly two inches making no one the wiser. Caddy also raked the Coupe's windshield back, producing a much racier profile than either the CTS sedan or Sport Wagon. They also yanked the door handles off, instead favoring two pushbutton Corvette-style openers hidden in the doors' metal. When the decision was made to, "Build the concept car," that entailed keeping the dual center-mounted tail pipes where they were. We freely admit that they look quite good, however be prepared to burn the front of your calves when getting groceries out of the trunk.



The most audacious (there's that word again) aspect of the Coupe's design is its rear end. It looks like nothing else on the road. At once muscular yet avant-garde, the straight-on and rear three-quarter view of the CTS Coupe's haunches is mesmerizing. We found ourselves muttering, "That's a good looking car," every time we stopped and looked. From its vertical, LED-filled taillights to the third brake light that's angled up enough to double as a downforce-generating spoiler to more points than a star fish, the CTS Coupe is Tertris meets tangrams meets sophisticated industrial design. It all works fabulously; the Coupe is an aspirational shape, one that simultaneously signifies a suddenly reborn brand. Once again and for the first time in a while, we're talking world-class.

The Coupe's interior is a different chapter from an older book. While there's no question that the second generation CTS' innards are a large step in the right direction, you won't find yourself thinking "The Standard of the World" while sitting in the captain's chair. The wood is nice, and there's leather trim here and there, but there is also a whole mess of fake leather and real plastic. Competitive with Lexus or the Hyundai Genesis, sure, but in no way does the Coupe's interior approach the luxury level of recent, resurgent Mercedes-Benz. And thirty-seconds spent in the new Porsche Panamera will leave you shaking your head in terms of Cadillac's take on luxury.



The wood-capped steering wheel is thick and fully adjustable, and is now heated, but for an exterior design of such sporting pretensions, it still errs on the side of your Uncle Al's Caddy. Cadillac has seen fit to include shift-buttons on the back of the helm (left for down, right for up), but serious drivers will prefer actual paddles. That said, it's a step in the right direction, especially as the CTS' gear-shift manual mode is activated by flopping the lever over to the right, into the passenger's knee space. Curiously, the new SRX's shifter flops to the left, towards the driver. As for the rear seats, they are on par with the space provided by Benz's E-Coupe or the Audi A5, though ingress and egress can be a bit of a squeeze. Really, no worse than the competition, though the front seats in the Mercedes do automatically slide when the seatback is flipped forward.

Then there's the matter of the slide up navigation screen. A nifty trick, but like similar moving parts in the new crop of Jaguars, we're left anxious in anticipation of the day when those little electric motors stop working. However, unlike the Jaguar's gearshift puck and air vents, the CTS Coupe will still be drivable when the nav-screen refuses to rise. When it's up, the display's quality is (again) not nearly up to snuff with what the competition is selling. Actually, forget other luxury cars, a Sync with Sirius Travel Link-equipped Ford Focus features a screen that's roughly five times better. To their credit, the Cadillac folks acknowledged that the interior isn't world class – yet. They suggested several times that we should wait 18 months before issuing final judgment, whatever that means.



On the road, everything that's good about the four-door CTS is amplified in the coupe. You're lower to the road, the wider rear-track and sticky 19-inch summer tires provide gooey gobs of grip and the view out over the hood is definitely sporting. The only available Coupe engine is the more potent 304 horsepower, 274 pound-feet of torque 3.6-liter V6, as opposed to the sedan which can also be had with a less powerful 3.0-liter V6. Well, we shouldn't say "only available" as the full-mental patient 556-hp supercharged LSA motor will be available in the CTS-V Coupe when both models go on sale later this summer. However, Cadillac chooses to view the V Coupe as a separate model, and for the purposes of this review, so shall we.

The direct-injection 3.6-liter V6 provides adequate if not good forward thrust, though introducing a new model into such a hyper-competitive segment and not being the most potent in class can be viewed as a bit of a head-scratcher. For instance, the Coupe is more powerful than the E350 Coupe and Audi A5, but is nearly thirty ponies down on the Infiniti G37 Coupe. Likewise, both the Merc and the Audi can be had with more powerful mills – the E550 Coupe and S5, respectively. We asked Cadillac if they planned to offer a CTS Coupe with the 6.2-liter LS3, with its 425 or so ponies and 420+ lb-ft of torque (depending on tune) or even the (slightly) less potent L99 6.2-liter V8. Our thinking being that a butt-kicking V8 would endow the CTS Coupe with performance worthy of its looks while smothering the competition without breaking the bank like the CTS-V is sure to do. For their part, Cadillac said "no," but we observed more than one suspicious smirk while they were answering. Either way, more power would do the Coupe wonders.



For the launch, Cadillac only had automatic-equipped Coupes on hand. A pity, sure, but we should point out that there's a less than thirty-pound weight penalty should you opt for the slushbox version (the manual Coupe weighs about 3,900 pounds, the automatic about 3,930, while the all-wheel drive Coupe, which is automatic-only, tips the scales at a hefty 4,100 pounds). The six-speed cogswapper performs quite well in both low-speed traffic situations and on back roads, where a heavy right-foot will convince the transmission to hold a gear until near redline. The wheel-mounted button-shifters work fine, and for the first time in a Cadillac, you don't need to move the gearshift into manual for the buttons to work. A very handy feature. If you do select a gear while in auto, the transmission moves in manual-mode for about ten seconds before reverting back to full-auto. The shifts, however, are on the slow side, and as far as we can ascertain, no dual-clutch transmission is in the immediate future.

As mentioned, the grip is copious if not prolific, in part due to the well sorted chassis and wider rear-track, though mostly, we suspect, because of the super-sticky Continental summer tires (245/19/40 front, 275/19/35 rear). For such a heavy two-door, the Cadillac is able to admirably change direction. At least as well as the G37, Audi A5 and E-Coupe, though its moves are not nearly as graceful and athletic as the thoroughbred BMW 3 Series. This is still good news, and a touch surprising when you compare the Coupe to the same-engined, similarly hefty Chevy Camaro. Again, this points to the inherent sportiness of the CTS' Nürburgring-tuned chassis. Remember, too, that come 2015, both the CTS and the Camaro is expected to ride on GM's new Alpha chassis, along with the upcoming Cadillac ATS, a dedicated 3 Series fighter.



The Coupe's ride isn't quite up to its handling. Cadillac has decided to go with floaty as opposed to tight and tied down. That makes the CTS Coupe something of a handful when the going gets really twisty. In fact, Cadillac made a point of offering us motion sickness hand wraps that they had procured after the previous day's drive. In fairness, we were turned loose on some rather excellent roads in California's Napa, Sonoma and Lake counties that would surely upset several stomachs no matter what car we were driving. We didn't get sick, nor did our passenger, but we found ourselves begging for firmer dampers and less bounce. Unlike the upcoming CTS-V Coupe, the regular flavor Coupe isn't available with GM's excellent MagneRide suspension, which is a shame.

At the end of the day, however, ride and handling, acceleration and even the interior aren't the point of the CTS Coupe. Style is, and in that regard Cadillac has grand-slammed it. Take a look at the competition. All of the previously mentioned Germans and Japanese two-doors simply can't hold a candle to the Coupe's glorious lines. The shape and the shape alone is what will attract buyers. And really, by taking the bold way out and "building the concept car," Cadillac has accomplished something we think is really, truly special. With the already gorgeous front end of the CTS coupled to the sculpted, athletic profile and sleek, groundbreaking rear, the Coupe is a powerful statement. Announcing that not only is GM on the road to recovery, but that Cadillac is once again ready to compete with the world's best.

The benefits of having an F1 team is that, in the off season at least, you've got some of the world's best professional drivers on call for test driving duties. And promotional detail, too.
Specifically, In this case, we're talking about star driver Nico Rosberg and upcoming Mercedes-Benz 2012 SLK. Michael Scheer-Vehicle engineer riding in the new roadster around Monte Carlo shot some footage as Rosberg brief us of what to expect from the new SLK. Check it out in the video

Brush your long, grungy mop from your eyes, turn down the Nirvana and take a look around. It's the early '90s and an army of sport utility vehicles are flooding the streets. The newest four-wheeled object of America's affection has quickly become the default mode of transportation for everyone from inner city professionals to suburban soccer moms.

Fast forward a couple of decades and although sport utes are still around, they've largely been displaced by the crossover – the SUV's easier-to-maneuver, more fuel efficient and more comfortable unibody progeny. But even after years of refinement, the CUV is still a basketcase of compromises. Which begs the question: Did we have it right back in the day? Is a wagon still the best compromise of size, functionality and driving dynamics? We snagged the keys to a 2011 Acura TSX Sports Wagon to find out.

Needless to say, the TSX Sport Wagon is based on its sedan counterpart, but in addition to its two-box shape, Acura has set it off with a redesigned grille. The new piece looks far less hawk-nosed than the one worn by the four-door, as its been broken up by a thinner frame that creates a slimming effect. The lower bumper also improves front-end styling with a much wider and more aggressive appearance. Seeing the TSX Sport Wagon for the first time is a bit like running into that formerly plain-looking girl from high school who got some work done and now dates a pro baseball player; she looks nearly the same, but somehow better. And she knows it. All of which suggests that Acura's stylists may have been listening to at least some of the criticism they've received over the company's controversial front fascia.

The Sport Wagon's updated nose gives way to that long wagon body, which also benefits from a handful of well-placed styling elements. Noticeable fender bulges wrap around the 17-inch five-spoke aluminum wheels and serve to bookend a razor sharp shoulder crease. A strong character line takes over and works its way around the perimeter of the car. It's a neat visual trick that keeps your eyes moving along the bodywork, and it also helps to hide the extra length the wagon wears – a grand total of about 3.6 inches. The overall appearance, however, is somewhat sportier than the sedan because of how the rotund rear end sets off the car's stance.



The driver's perch gives you the chance to enjoy the TSX's dark trim and subtle contrast stitching on its seats. The heated leather front chairs wrap around your body like a mold and while the Audi A4 Avant, BMW 328i Sport Wagon and Volvo V50 might have nice seats, none of them offer standard heating and few are as comfortable. Rear seat passengers are well taken care of, too, as the wagon loses just 0.1-inch of headroom compared to the sedan, while leg, hip and shoulder room all remain the same.

Better still, the rear seats fold down nearly flat with the touch of a switch. The side pockets and lower panels can be removed to reveal even more storage options and the 28-inch height of the rear opening allows for some sizable objects to catch a lift. The 60.5 cubic-feet of rear cargo space is downright cavernous compared to the 50.5, 48.9 and 44.2 found in the Audi, BMW and Volvo, respectively. The closest you'll get to equaling the TSX's cargo hold is the Cadillac CTS Wagon which comes in at 58 cubes with the seats folded flat.



It's not just comfort and utility that makes the TSX Sport Wagon a near ideal place to log trips over the hills and through the woods. All of the knobs and switches are easy to reach, and the available infotainment system hits the moving target of today's technological standards. With the exception of the bulbous multi-directional controller blighting the center stack, the controls are logically laid out, providing an easy learning curve. Dual-zone climate controls keep more than just the driver happy and even the base seven-speaker sound system provides an enjoyable audio experience. The navigation system and rearview camera, however, only show up on the dashboard if you opt for the Technology Package, but Bluetooth and USB audio come standard.

The base model starts at $30,960 plus $860 for destination and handling, while the TSX Sport Wagon with Tech Package costs $34,610 plus D&H. When upgrading to the latter, buyers also receive a power-actuated tailgate, boosted ELS 460-watt 10-speaker audio system with voice recognition, navigation with real-time weather, traffic updates and dynamic re-routing, and the rearview camera. A loaded Acura TSX Sport Wagon with Tech Package still comes in under the base price of the A4 ($35,940), 328i ($36,200) and comparably-equipped V50 ($35,650). The Caddy? Just over $38,000 in base spec.



Comparing pricing and amenities never paints a complete picture, though, and that's where driving dynamics come into play. "Sport" is the TSX Sport Wagon's middle name, and after hauling around Southern California for a couple of days, the moniker is well-deserved. If just. The suspension is firm – almost surprisingly so – making this five-door a joy to push hard, at least on SoCal's smooth roads. The rack-and-pinion steering is also tight and responsive, combining neatly with the TSX's stiff suspenders to make for an engaging driving experience.

When the road turns even slightly rough, however, the TSX Sport Wagon transforms into something of a child's moonbounce. While never unsettled, on certain course surfaces we found the Acura to be not unlike navigating a Boston whaler across a choppy harbor. Suspension for this front-wheel drive wagon is composed of double wishbones up front and multi-link setup in the rear, and we suspect the issue lies with the constant-rate coil springs. Perhaps a set of progressive units would help smooth things out, but prospective buyers who live in areas blessed with four distinctly separate seasons should keep the TSX Sport Wagon's stiff nature in mind.



Under the hood of the TSX Sport Wagon lies a 2.4-liter four-cylinder producing 201 horsepower at 7,000 rpm and 172 pound-feet of torque at 4,300 rpm. That doesn't sound like much, but the powertrain actually provides a surprising amount of motivation for this 3,599-pound premium utility sled and sounds pretty good while doing it.

Power is routed to the front wheels courtesy of a five-speed automatic transmission, while a pair of paddles mounted to the steering wheel allow for manual gear selection. When left alone, the automatic shifts smoothly, though sometimes it plays a game of hide-and-seek when pressing on with authority. If you're not in the mood for the cogbox's automated games, you can always switch the transmission into Sport and use the paddleshifters. Fortunately, whatever speed you build is just as easy to shed thanks to the TSX's well-sorted 11.8-inch ventilated front and 11.1-inch solid rear discs.



A six-speed manual transmission would offer even more engagement, but sadly Acura can't build a business case for one. When pressed why we can't get a row-our-own version, Acura officials indicated that the company expects to sell around 4,000 units per year, or 10 percent of all TSX models sold. The take rate for manual transmissions amongst current TSX buyers is only around two to three percent, and with the wagon already making up a minority of TSX sales, it doesn't make financial sense to offer a three-pedal model.

So where is the V6 that's offered in the sedan? The four-cylinder does a surprisingly credible job, but the 280-hp, 3.5-liter unit available in the four-door would be a welcome addition. Just as Acura was listening to its customers with regards to the front-end design, it's also evidently deferred to market research regarding what engine to plunk in the TSX Wagon's beaky nose. As the theory goes, the average wagon buyer doesn't need 280 hp when 201 hp works just fine, and prospective buyers Acura spoke with placed a higher priority on fuel economy than power. The 2.4-liter is rated at 22 miles per gallon in the city and 30 miles per gallon on the highway, while the V6-powered sedan achieves 18/27 – numbers that would no doubt fall in the heavier wagon.



That all said, why is the TSX Sport Wagon finally available in the U.S.? Because Acura says it wants to provide an SUV alternative for its entry-level customers. The wagon is aimed squarely at those successful members of Generation-Y for whom owning an SUV has become a stigma. Priced below the competition and boasting better fuel economy, the 2011 Acura TSX Sport Wagon is not yet the near-luxury estate of our dreams, but it's a welcome step in the continued resurrection of the premium wagon.