Vehicle Road Test

FAIL – Most 2010 Vehicles Can’t Pass Tougher Safety Tests

David Walker, LeaseTrader.com — Wed, 18 Nov 2009 16:21:41 GMT

FAIL – Most 2010 Vehicles Can’t Pass Tougher Safety Tests

Shoppers looking to buy the safest 2010-model cars will have 67 fewer choices this year than they did in 2009. That's because the test for safety ratings got a lot tougher.

A new roof-strength requirement aimed at protecting passengers in rollover crashes cut the number of top-rated vehicles to 27 for the 2010 model year, compared with 94 in 2009. The Insurance Institute for Highway Safety added the roof test to the already-rigorous tests it uses to address increasingly specific circumstances under which drivers and passengers are injured and killed in collisions.

The institute, an auto-safety research group funded by the insurance industry, named 19 cars and eight sport-utility vehicles as "top safety picks." Among them are the Audi A3, Honda Civic, Dodge Journey and Ford Taurus. Auto makers with the most top-rated models include Subaru, a unit of Fuji Heavy Industries, with five vehicles making the cut. Ford Motor Co. and its Volvo unit had six top-rated vehicles, and Volkswagen AG and its Audi unit combined for five vehicles. Four Chrysler LLC vehicles got the top rating. General Motors Corp.'s Buick LaCrosse and Chevrolet Malibu are also on the list.

Video of front-impact crash tests used to determine which vehicles receive top safety ratings. Video courtesy of the Insurance Institute for Highway Safety.

Among major auto makers with no top picks is Toyota Motor Corp. Toyota's Camry came close with good front, side and rollover protection, but fell short in the rear-impact test. A Toyota spokesman called the institute's findings "extreme and misleading," considering that Toyota and its units make 38 different vehicles and that only three were tested for roof strength. BMW AG says none of its models were tested by the institute and that its cars must pass rigorous rollover tests conducted internally.

To become a top safety pick, a vehicle has to have the insurance group's top rating of "good" in front, side, rollover and rear-impact crash tests and also have electronic stability control, which helps drivers maintain control of their vehicles in situations that might otherwise result in crashes.

Adrian Lund, president of the Insurance Institute, says his group tests about 50 to 55 vehicles during the model year, using its own funding. Additional cars are tested at the request of car makers, which in these cases pay for the test vehicle. Often these vehicles initially missed the top rating and were resubmitted for testing later in the model year. At the beginning of the 2009 model year, 72 vehicles received the group's top rating. By the end of the year, following additional tests, the list grew to 94.

Video of side-impact crash tests used to determine which vehicles receive top safety ratings. Video courtesy of the Insurance Institute for Highway Safety.

The 2010-model roof-strength requirement, however, pared the list considerably. In this test, a metal plate is pressed against one corner of the roof. To receive a top rating, the roof has to withstand a force equal to four times the vehicle's weight without crushing the roof five inches inward.

The National Highway Traffic Safety Administration earlier this year said it was making its roof-strength test more stringent as well. In this test, a force equal to 2.5 times a vehicle's weight will be applied separately to the right and left sides of the roof. The rule will limit how much the roof can buckle under the pressure. The previous standard was 1.5 times the vehicle's weight.

The main difference between the two safety groups' test programs is that the federal standard sets a requirement every vehicle must meet. The Insurance Institute tests are designed to show consumers the differences from one vehicle to another under more severe crash conditions.

Roof strength has long been a point of contention between the Insurance Institute and the auto industry, as well as among safety experts. Car makers have resisted tougher roof-strength standards, in part because they say their testing hasn't shown a conclusive relationship between roof strength and occupant safety. They also say that focusing on roof strength in isolation doesn't consider how well a vehicle's structure performs as a whole in a rollover crash.

Other safety experts point out that most people killed in rollovers weren't wearing seat belts and died after being partially or completely ejected from the vehicle. Some say this further clouds the role of roof strength in preventing fatalities.

The institute's Mr. Lund says that while seat belts and crash-avoidance technology like electronic stability control are critical in reducing rollover fatalities, a strong roof is better at maintaining the overall integrity of a vehicle's passenger compartment. Mr. Lund says his group's research, which looked specifically at rollover crashes, indicated occupants die more often in vehicles with weaker roofs.

Top Models

Vehicles that received a top rating of "good" in all four crash tests—front, side, rollover and rear impact—and have electronic stability control to help drivers avoid crashes.

Large Cars	Buick LaCrosse, Ford Taurus, Lincoln MKS, Volvo S80
Midsize	Audi A3, Chevrolet Malibu built after Oct. 2009, Chrysler Sebring, with optional ESC, Dodge Avenger with optional ESC, Mercedes C class, Subaru Legacy, Subaru Outback, Volkswagen Jetta 4-door, Volkswagen Passat 4-door, Volvo C30
Small Cars	Honda Civic 4-door, Kia Soul, Nissan Cube, Subaru Impreza, Volkswagen Golf 4-door
Midsize SUVs	Dodge Journey, Subaru Tribeca, Volvo XC60, Volvo XC90
Small SUVs	Honda Element, Jeep Patriot, Subaru Forester, Volkswagen Tiguan

Source: [ Wall Street Journal ]

Porsche SE reports a $6.6 billion loss after failed VW takeover bid

David Walker, LeaseTrader.com — Thu, 12 Nov 2009 21:20:56 GMT

Porsche SE reports a $6.6 billion loss after failed VW takeover bid

MUNICH – Porsche AG's parent company said Thursday it lost 4.4 billion euros ($6.6 billion) before tax in the year ending July 31, after earning 8.6 billion euros before tax the year before.

Porsche Automobil Holding SE's loss comes after the company failed in its bid to take over the much larger Volkswagen AG.

A Porsche SE statement said the main factor in the loss was a write-down on cash settlement options to VW shares.

The loss was also influenced by the "hidden reserves and liabilities" identified in the course of the purchase price allocation for the shareholding in VW, the company said.

VW's reverse takeover

In its attempt to buy a controlling stake in VW, Porsche SE amassed more than 10 billion euros in net debt just when credit markets froze and it needed to refinance, forcing VW to extend it an emergency loan and opening the door for a reverse takeover.

The attempt ended with VW agreeing to take over Porsche SE's sports car business, which makes cars such as the 911 and Cayenne.

Porsche SE said its auto business operated by Porsche AG still recorded a double-digit operating margin, which means 'Porsche remains world's the most profitable automaker," a statement said.

Porsche drastically slashed its dividend, proposing a symbolic dividend of 0.05 euros per preferred share and 0.044 euros on ordinary shares that it will distribute after taking 1 billion euros from earnings retained in the past to post a tiny 8.2 million euro net profit based on German accounting standards.

Qatar's sovereign wealth fund freed up much-needed cash for Porsche by agreeing in August to take over a derivatives package at a substantial discount to book value that gives the Gulf state access to nearly a fifth of VW's votes.

VW shares slip

VW shares slid 5.1 percent on Thursday, falling below the 100 euro mark for the first time since March 2007, as the air came out of the stock that had seen shares rise to 1,000 euros at the end of October 2008.

The Porsche and Piech clans that control Porsche SE put aside their differences and sacked CEO Wendelin Wiedeking, Germany's highest paid manager, along with his finance chief Holger Haerter in July after their bold attempt to swallow VW backfired.

VW plans to buy a 49.9 per cent stake Porsche's sports car business for 3.9 billion euros by the end of the year, as a first step towards a full merger with Porsche by 2011.

On December 3, VW will seek approval from shareholders for a more than 4 billion euros increase of its preference share capital to fund the deal.

Porsche SE plans to raise at least 5 billion euros in fresh equity to bolster its shaky finances ahead of a merger with its 51 percent-owned unit Volkswagen, a deal set to be completed in 2011.

SOURCE: [ Automotive News ] Reuters contributed to this report

2010 BMW 5 Series Gran Turismo

David Walker, LeaseTrader.com — Fri, 22 May 2009 19:28:51 GMT

2010 BMW 5 Series Gran Turismo

Despite the departure of controversial lead designer Chris Bangle, BMW is showing no signs of returning to the "One sausage, three-sizes" styling brief that it once adhered to. The latest proof of this is the announcement of the production 5 Series Gran Turismo, which, as expected, looks little changed from the concept that set tongues wagging in Geneva, save for a few details like smaller wheels, more conventional interior fabrics and real-world-sized side mirrors.

The genre-blurring 5 Series GT is, in the words of BMW, meant to combine "the characteristic features of a prestige saloon, a modern, highly versatile Sports Activity Vehicle, and a classic Gran Turismo" – outwardly, at least, we'd say that they've succeeded in meeting that goal, although the final judgment on whether this amalgam of characteristics is a even a direction worth pursuing will ultimately be made by consumers.

In the meantime, we can focus not only on the five-door hatchback's design, but also its internals, as BMW has released specifications and pricing for its European market models.

In the main, BMW has disclosed that Europe's gasoline model range will be composed of the 306 horsepower, 3.0-liter 535i Gran Turismo (a derivative of the fabulous dual-turbo inline-six seen in the engine bays of the 1, 3, and 5 Series) and the 550i Gran Turismo, which relies on a stonking dual-turbo 4.4-liter V8 good for 407 horsepower, an engine that promises to be just the thing when you're running late for your squash court appointment. Finally, there's the 530d Gran Turismo, which offers a 3.0-liter, 245 horsepower I6 diesel powerplant and a tidy C02 rating of 173 grams per kilometer. Regardless of which engine the buyer chooses, the sole gearbox offering will be the eight-speed automatic gearbox borrowed from the 760i luxury sedan. The cog-happy unit should not only help with overall fuel economy, but it makes any model in the range a sprightly performer, with BMW quoting 0-62 mph times of 6.3 seconds for the 535i GT, 5.5 seconds for the 550i GT, and a thoroughly respectable 6.9 seconds for the 530d GT (which also achieves 43.5 miles per imperial gallon, or around 36 mpg US).

It isn't yet clear what models will come to the States, but we're hearing that the 550i will be the first to make the journey, and it is likely to arrive carrying a price tag of around $70,000, which would represent around a $10,000 premium over the less-powerful 550i sedan. Check out the official video and complete press release after the jump, as well as the massive high-res gallery below. Thanks to everyone for the tips!

[SOURCE AUTOBLOG]

New 2009 Nissan 370Z, On Sale January 2009

David Walker, LeaseTrader.com — Tue, 02 Dec 2008 21:40:11 GMT

NEW 2009 NISSAN 370Z, ON SALE JANUARY 2009

The 2009 Nissan 370Z will be delivered to Nissan dealers in late January 2009
The much expected release has a subtle face lift and performance features.

As per Edmonds.com, they have mixed reviews but in all gave it thumbs up
Here are some of there remarks

Positive Remarks
the 2009 Nissan 370Z is very Responsive with a powerful V6 engine. It has powerful firm cornering grip and excellent limber highway ride. Has an excellent seating position.

Negative Remarks
The 2009 Nissan 370Z has a slight engine vibration at its peak rpm that could be annoying for some drivers and a massive right-rear blind spot that could cause problems for others. The instrument panel looks great but its reflections in windshield at nighttime could be very distracting.

Overall
The 2009 Nissan 370Z is a world-class sports car for the price of a Mitsubishi Evo or Subaru WRX STI.
I included some photos and a complete specification

Model Year: 2009
Make: Nissan
Model: 370Z
Style: 2dr Hatchback (3.7L 6cyl 6M)
Base Price: $29,930
Price as Tested: $34,430 (est.)
Options on Test Vehicle: Sport Package (includes viscous limited-slip differential, 19-inch forged aluminum alloy wheels, Bridgestone RE050A tires, Nissan sport brakes, chin spoiler, rear spoiler, SynchroRev Match) and Nogaro Red Paint.
Drive Type: Rear-wheel drive
Transmission Type: 6-speed manual
Transmission and Axle Ratios (x:1): I = 3.794, II = 2.324, III = 1.624, IV = 1.271, V = 1.000, VI = 0.794, FD = 3.446, R = 3.446
Engine Type: 60-degree V6
Displacement (cc / cu-in): 3,696cc (226 cu-in)
Block/Head Material: Aluminum/aluminum
Valvetrain: DOHC 4 valves per cylinder, infinitely variable intake-valve timing and lift
Compression Ratio: 11.0:1
Redline (rpm): 7,500
Horsepower (hp @ rpm): 332 @ 7,000
Torque (lb-ft @ rpm): 270 @ 5,200
Brake Type (front): 14.0-inch ventilated disc with 4-piston fixed aluminum caliper
Brake Type (rear): 13.8-inch ventilated disc with 2-piston fixed, aluminum caliper
Steering System: Speed-proportional hydraulic-assist rack-and-pinion power steering
Steering Ratio: 14.7:1
Suspension Type (front): Independent, double wishbone, coil spring and stabilizer bar
Suspension Type (rear): Independent, multilink, coil spring and stabilizer bar
Tire Size (front): 245/40R19 94W (35 psi)
Tire Size (rear): 275/35R19 96W (35 psi)
Tire Brand: Bridgestone
Tire Model: Potenza RE050A
Tire Type: Summer Performance
Wheel Size: 19-by-9 inches front -- 19-by-10 inches rear
Wheel Material (front/rear): Forged aluminum alloy
Manufacturer Curb Weight (lb): 3,232
Curb Weight As Tested (lb): 3,359
Weight Distribution, F/R (%): 55/45
Recommended Fuel: Premium unleaded
Fuel Tank Capacity (gal): 19.0
EPA Fuel Economy (mpg): 18 city/26 highway/20 combined (est.)

2008 Maserati Quattroporte Sport GT S

David Walker, LeaseTrader.com — Tue, 28 Aug 2007 16:26:07 GMT

2008 Maserati Quattroporte Sport GT S

The 2008 Maserati Quattroporte Sport GT S. A bit of a mouthful?

It is, but Quattroporte sounds better than ‘four-door’ - which is the literal translation - and when the whole thing is said in an Italian accent then there are few more evocative names on the market. Add Sport GT S to that and you’re now looking at the most focused Quattroporte yet.

The Quattroporte Sport GT S (and no, I’m not paid by the word) builds on the Sport GT package but takes this saloon one sporting step further. The Italian company, which turned a profit this year for the first time in 17 years of Fiat ownership, claims the car is designed to provide ‘exceptional dynamic behaviour and uncompromised handling’.
Having said that, the Quattroporte will only come with the six-speed automatic transmission that appeared at the start of 2007.

So what are the changes to make this the most sporting Quattroporte yet?

First up are new fixed dampers, doing away with the adaptive Skyhook system. The Sport GT S also sits 10mm lower at the front and 25mm at the rear than the non-S version to benefit the handling and the car's appearance.

And just below the suspension are so-called ‘co-fusional brakes’. The discs - co-developed with Brembo - are made of iron and aluminium and are supposed to increase both brake feel and resistance to fade. Clamping these up-front are new six-piston callipers.

And what about this sinister black trim?

Taking its styling cues from Darth Vader, the Sport GT S has a black mesh grille, window trim and exhausts. The door handles are body-coloured and the dark chrome 20-inch wheels are wrapped in specially-developed Pirelli tyres.
Inside there are leather seats with Alcantara inserts, and that same material features on the door panels and steering wheel. The dashboard is finished in ‘carbonfibre with a new woven aluminium design’, whatever that may mean.
Finally, the rear seats are said to be more cosseting, though if our experiences of the Sport GT are anything to go by, the only place you’ll want to be is the driver’s seat. No word yet on prices but the regular car costs $167k, so expect to shell out near-$180k for the coolest four-door on the planet.

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Porsche Cayenne Hybrid

David Walker, LeaseTrader.com — Fri, 17 Aug 2007 22:35:23 GMT

porsche's Recipe for Green Chili

By Dan Edmunds, Director of Vehicle Testing

Date posted: 08-07-2007 EDMUNDS

Greenpeace's timing couldn't have been more laughable. We're gathered behind the security gates of porsche's Weissach technical center, part of a select group getting an in-depth look at running prototypes of the porsche Cayenne Hybrid.

Meanwhile, a few dozen kilometers away in Zuffenhausen, protesters are brandishing signs and screaming "Climate Pigs!" in the faces of bemused porsche executives. Apparently the pickets don't know that porsche sports cars are considerably more fuel-efficient than the cars they compete with. And they must not realize how close porsche engineers are to releasing hybrid technology into the market in not one, but two cars: the porsche Cayenne sport-utility and the porsche Panamera sedan.
For several years, porsche has been researching hybrid powertrains with VW and Audi, studying the technology with an eye toward improved fuel-efficiency and greenhouse gas reduction. In 2005, work began in earnest on a production-ready porsche Cayenne Hybrid.

Strong, Yet Simple
One of porsche's primary aims has been the creation of a so-called "full" or "strong" hybrid (the terminology is evolving with the technology), with enough capacity to propel the car electrically with the gasoline engine turned off. The porsche engineers have also sought to utilize as much of the original Cayenne as possible in order to preserve essential porsche driving characteristics, reduce complexity and keep development costs down.
To these ends, porsche started with the base-model Cayenne with its direct-injected, 290-horsepower 3.6-liter V6 and six-speed Tiptronic automatic transmission. The newly redesigned engine's narrow vee-angle of 10.6 degrees leaves sufficient room under the hood for porsche's sizable "Hybrid Manager" electronics module and power inverter.
The V6 engine sits in the standard location, but the transmission has been scooted back almost 5 inches. The resultant gap has been filled by a 51-hp (38 kW) three-phase electric motor-generator (MG), the output of which has been largely determined by the space available for the nickel-metal hydride (NI-MH) battery pack. A fully reinforced "crash box" containing 240 battery cells that put out a combined 288 volts DC is firmly mounted under the cargo floor where the spare tire usually sits.

The Critical Difference
This layout is conceptually similar to that of the 2007 Honda Civic Hybrid, which also sandwiches its MG between the internal combustion engine (ICE) and the transmission. The drawback to Honda's approach is that the electric motor and engine are always connected. Even when fuel to the engine is cut during electric-only operation, the crankshaft and pistons continue to spin, creating friction and sapping power.
porsche solves this by placing a computer-controlled "disengagement clutch" between the motor-generator and the V6 engine, allowing the ICE to be entirely disconnected and shut down during electric drive mode. When the engine is required to accelerate the car or recharge the battery, engagement shock is mitigated by careful control of the clutch and the automatic transmission's torque converter.
The porsche solution's only significant limitation is its inability to operate the electric motor and ICE at different rpm and blend them to maximize fuel economy. It also cannot propel the vehicle on electricity while the ICE charges batteries. To do these things, a Toyota-like system featuring a second MG and a continuously variable transmission is needed, and porsche rejected this approach for reasons of cost and complexity.

Riding Impressions
porsche didn't let us drive the Cayenne Hybrid at its Weissach proving ground, but we did go for a brief ride. Our driver told us that a fully charged battery can propel the Cayenne in electric mode up to about 30-35 mph. Indeed our ride stayed all-electric as we wound our way through the Weissach campus at low speed. When coasting, the ICE can remain off at speeds up to 75 mph.
Mashing the throttle results in a seamless leap of acceleration, and there's no perceptible delay as the gasoline engine fires up. Start/stop events at intersections and while coasting down hills are accomplished without a stutter, too. But since we weren't at the wheel ourselves, we suspect that the driver can sense momentary discontinuities in the operation of the powertrain and regenerative brakes that the passenger cannot. porsche didn't confirm or deny this, saying instead that more fine-tuning of the system is needed.
We were permitted to "drive" a Cayenne Hybrid on a dynamometer programmed to duplicate a small portion of the test loop used to determine European fuel-economy ratings. It was impossible to determine much in such a lab setting (don't touch the steering wheel!), but the benefits of staying in e-mode for as long as possible were easily seen. Driver 1 had a full charge and achieved 28 mpg, but Driver 2 started with only 50 percent in the electric "tank" and achieved only 20 mpg, as the engine was more often needed to propel the car and recharge batteries.
porsche engineers say that they have produced 24.4 mpg on the U.S. "FTP" city test (one of five tests used to determine EPA fuel-economy ratings), and this represents a 36 percent increase over the standard Cayenne V6. This increase suggests that the Cayenne Hybrid's city rating could rise from 14 mpg to 19 mpg. And porsche is still tweaking the system for better performance.

Secondary Systems
All hybrids must have regenerative braking capability, as this is the primary source of the electrical energy required to recharge the batteries. In the porsche hybrid system, the Cayenne's all-wheel-drive system is particularly advantageous, as the participation of all four wheels makes the recharge effort more fruitful and also provides an improved measure of dynamic stability during deceleration. The Cayenne's conventional braking system carries over intact, so performance in demanding real-world situations should be as good as ever. Making a Cayenne drivable when the engine is switched off naturally requires some careful modifications. The brakes retain their vacuum booster, so an electric vacuum pump is needed. porsche's standards for steering performance led hybrid engineers to reject electric-only steering assist, so another electric pump develops hydraulic assist for the Cayenne's standard ZF steering rack. The air-conditioning compressor and an oil circulation pump for the automatic transmission have been electrified as well. Low rolling resistance tires are being considered.

Coming Soon, but When?
Work continues on porsche's hybrid system, as the engineers seek improved durability and refinement. In its current state of development, the Cayenne Hybrid is packing about 250 pounds of additional weight. porsche is not ready to give us answers to our "When?" and "How much?" questions. It would only say that the Cayenne Hybrid will hit the market "before the end of the decade," adding that the "USA has the highest hybrid sales potential."
porsche continues working on a parallel path toward lithium-ion batteries for their hybrids, but admits we won't see results until after 2010. When lithium batteries are ready, a battery pack of the same size as the current one will provide 74 hp (55 kW) of electric propulsion — enabling another huge step forward in overall efficiency.
The porsche Cayenne Hybrid seems just about ready for prime time, but we have yet to see how much porsche-ness remains in the driving experience. Greenpeace's Climate Pig slur notwithstanding, porsche is dedicated to coming to market with the real thing.

2008 BMW M3 Takes On All Challengers

David Walker, LeaseTrader.com — Fri, 17 Aug 2007 22:31:50 GMT

Across Spain in a 2008 BMW M3, VW Golf GTI, Audi RS4, Porsche 911 GT3 and Audi R8

By Chris Chilton, Contributor

Date posted: 08-12-2007 EDMUNDS

Before we begin, you should know a few things.
One: This is not a comparison test.
Two: Because this is not a comparison test, we did not run the 2008 BMW M3, Audi R8, Audi RS4, Porsche 911 GT3 and VW Golf GTI through our battery of track tests (slalom, 0-60 mph acceleration, etc.). Although we have tested the Audi RS4, Audi R8, Porsche 911 GT3 and Volkswagen Golf GTI in previous contests, this time we just climbed in and drove the bunch flat out through the Spanish mountains. All impressions are straight from our seat pants and not from our elaborate electronic testing gear.

Three: We're well aware that these five cars are not direct rivals. The only sort of guy who buys a $25,000 hot hatch when he can afford a supercar either lost his wife to a cad in a Countach or is one of those weirdos they find dead at 87 with three tins of value beans in the cupboard and $2 million in the bank.
But there's actually a very obvious link between the Audi R8, Audi RS4, Porsche 911 GT3 and Volkswagen Golf GTI, a very good reason for bringing them to face the new 2008 BMW M3, and it's simply that these are some of our very favorite cars, from hot hatch to supercar. They each do a different job but, crucially, they all do a job that BMW's M3 reckons it can do, too.

That's always been the thing about the M3, or certainly the recently departed E46 version: It's so many cars to so many people, and all at the same time. It's the car hot-hatch drivers aspire to own: discreet and practical like their rides, but with enough guts to worry supercars on real roads — something not lost on those who could stretch to an exotic but wonder if they really need anything more than an M3 after all. Historically it's been the best performance car money can buy.
So we thought we'd welcome the new car by throwing it in at the deep end. In concrete shoes. I mean, look at what it's up against.

The Wild Bunch
Audi's sensational midengine R8, a cut-price Lambo with a 414-horsepower V8 but so much refinement you wouldn't think twice about using it every day. Then there's the best 911 we've driven for years: the GT3, a car that clearly spent some time at finishing school in the transition from 996 to 997 generations because it's now barely less civilized than a regular Carrera. And we couldn't leave out the Audi RS4, the M3's key rival and quite possibly the reason BMW pushed on to V8 power. Yes, we know the sedan version would have been the better choice for comparison, but Audi could only provide a cabrio on the day. Well, it suited the sunny weather. Mechanically, these cars could be brothers: Both have V8s up front packing around four liters (4.2 in the RS4, 4.0 in the M3), both producing exactly 420 hp with which to inflict grievous harm on their driveshafts. In the Audi's case, that pain is spread across all four wheels, while the M3 tortures the rears alone but has that clever M-differential to lend a hand. For now both are old-style manuals only. BMW is working on a dual-clutch semiauto to replace the old M3's optional SMG box and Porsche will have one soon, too, but the RS4 will go to its grave with clutch pedal firmly in place: The longitudinal layout means the TT's S-Tronic (DSG in old-speak) won't fit and a proper auto couldn't cope with the 8,000 rpm-plus capability of the V8.
Of the two, the Audi has the more positive shift, the BMW retaining that long-throw, old-fashioned BMW feel. But it's clearly no impediment to performance: BMW says the M3 will hit 62 mph in 4.8 seconds, exactly what Audi claims of the RS4 sedan. Little surprise when just 11 pounds separates them (Audi 3,638 pounds, BMW 3,649); Audi says the 430-pound-lardier cabrio needs just a 10th longer.

Let the Fun Begin
Although they're close against the clock, that extra weight and the awful effects on rigidity of carving off the top ruin the RS4's chances of scalping the M3.
On roughly surfaced Spanish mountain roads, the RS4 wobbles like a newborn calf, but puts its power down cleanly while the M3's traction light blinks stroboscopically, even if the wheels never actually lose purchase sufficiently to ruin forward progress without provocation. Sideways is on the menu — this is an M3 — but it's nearer the back now and you'll find yourself having to munch a starter of stabilizing understeer first. Yet there are lessons even the RS4 cabrio can teach the M3, such as how to make an interior feel special enough to match the expectations of your most prized badge. (It's all in the dressing because, beneath the incredible seats and flat-bottomed wheel, the A4 cabin looks pretty dated.) And, more surprisingly, lessons BMW has been handing out to Audi for years — how to make a car ride well and how to make it steer. The RS4 is both more comfortable and steers more positively than the M3, particularly just off the straight-ahead where the Audi rack's weighting generates confidence that the overlight BMW's cannot.

Call 911
But if it's a lesson in steering you want, the GT3's your car. For immediacy of response, weight and genuine feel, nothing here gets close. Matched to near-impeccable body control, it means you can swing from lock to lock on the Ronda road above Marbella without breaking a sweat. It's almost disconcerting at first, so hardwired are your hands into what's happening up front. The brakes (in this case optional PCCB ceramics) are sharp and decisive to match, and only the slightly heavy, notchy gearshift — it requires a little too much concentration in the heat of action — gets it wrong.
Once it was simple. The GT3 was your track-day nut's car, edgy and uncompromised, and the Turbo was your road-going hero. But now Porsche has tamed the $106,000 GT3's manners without diluting any of the drama, it's become an everyday proposition, a far more appealing car than the pricier Turbo and a serious alternative to an M3.
With the PASM switchable dampers set to "4normal," the GT3 is astonishingly civilized. OK, so this one's got the ClubSport package that brings a half-cage instead of rear seats and some seriously grippy buckets up front, but you can have an ordinary interior instead and still enjoy the same 410-hp naturally aspirated 3.6-liter flat-6 whose roots can be traced to Porsche's late-1990s Le Mans racers.
Porsche says it takes half a second out of the M3 to 60 mph and gets even sillier thereafter, right up to 192 mph. The noise is hard, mechanical and utterly addictive, but the 298 pound-feet torque peak doesn't turn up until 5,500 rpm has registered on the big central dial staring back at you through the Alcantara-trimmed wheel, so you can forget any thoughts of serious overtaking maneuvers in the top two gears.
Yet 3rd and 4th are epic cogs on quick A and B roads, taking you up to 140 mph and safely past errant M3s and RS4s. If it's pure involvement you're after, an ability to immerse you so deep in the experience you never want to surface for air, the GT3 is unstoppable. And good as the M3 is, it just can't compete. We'll have to wait for the M3 CSL for a true GT3 rival.

Ready for the R8
Then what chance does the Audi R8 have, given that we earlier judged it very marginally less exciting than the Porsche 911 Turbo? In fact, there's very little wrong with the $118,000 R8, bar the amount of noise generated when you uncork the RS4-derived 420-hp V8. There's just not enough of it.
But on the same lump-strewn roads that set the RS4 wobbling and the M3's rear tires hopping, the R8 is a revelation. And the reason it works so well is not because it's racecar stiff but exactly the opposite. Its incredible compliance means it can carry ludicrous speeds over terrain that has you hanging on in the GT3 for fear of a car/hedge interface.
With a mammoth 628 fewer pounds to haul than the RS4 cabrio, performance takes a big leap, and not just the small step the 0.3-second advantage Audi says it has to 62 mph suggests. Also, unlike the RS4 with its minimal rear-drive bias, the R8 can be provoked into a satisfying drift through tighter corners. This is a genuine driver's car, so don't let any supercar snob tell you otherwise.

What a shame the steering is a little slow, and very slightly numb. Obviously Audi set out to build a supercar more refined and usable than any that had gone before, but a few minutes in a Porsche Cayman is all it takes to convince that midengine cars can steer well without being nervous. There are clear parallels between the M3 and R8. Both have been designed to be great all-rounders; both are immensely capable but possess an air of refinement that disguises just how talented they are, and both are about to be eclipsed by more hard-core versions of themselves to placate those not excited enough by what they see here. But the M3 CSL and V10-powered R8 will cost more and take each car into the jaws of some seriously talented competition.

Finally a Round of Golf
So what of the Golf? We left it until the last minute to write about it, just as we all did to drive it.
Well, wouldn't you? We'd just spent two days with the keys to an R8, an RS4, a GT3 and the spanking-new M3 in our pockets. Greedy maybe, but hey, we're only human. Except the GTI is brilliant. This is the Edition 30, built to mark three decades of the Golf GTI and sold only in Europe. It gets more color coding, stunning dark-finish 18-inch wheels (optional in the U.K.), half leather for the retro-check seats and some very unwelcome red flashes in the interior, including the steering wheel stitching and carpet edges. Oh, and it costs more, $3,400 more. Which sounds like a rip-off until you learn it's packing 227 hp, up from the 197 hp of the standard car. Torque climbs, too, by 14 lb-ft to 221 lb-ft and, as a result, performance gets a boost, the sprint to 60 mph dropping by 0.4 second and below the psychologically crucial-in-this-class 7.0-second mark, to 6.8 seconds. VW also says top speed is up from 146 mph to more than 150 mph, a hair's breadth from the 155 mph of the electronically limited M3. Quick, yes, but it feels even faster than the numbers can convey, answering one of the few criticisms of the ordinary car: that its chassis deserved a bigger challenge than the stock 2.0-liter blown FSI could deliver. In fact, in a three-car convoy back to the hotel at the end of the day at high speed, with the Golf the meat in an M3/GT3 sandwich. It feels light, urgent and significantly livelier than the standard car. Its plain-Jane four-pot motor can't hold a candle to the others when it comes to sonic enjoyment, but in key areas such as the instinctive rightness of the driving position and the way the wheel sits in your hands, it crucifies the M3.
And here, the optional DSG box is a joy, leagues ahead of the R8's old-style semiautomatic for sophistication. Next year, Volkswagen will make this 227-hp engine standard in the GTI and the case for not buying one even weaker.

You Get What You Pay For
We love a giant killer because it makes great headlines and there's always pressure to deliver an upset. But there's no upset here. The Golf is dynamite, but would we buy it over an M3 if I had the money for either? Of course we wouldn't.
The Golf is not merely half as good as the M3 (which the price would suggest), but the noise, character and extra performance of that V8, the drama of the M3's silhouette in the windows of shops as you pass by, and the greater scope for naughtiness that rear-wheel drive affords on those days when you just fancy treating yourself, all mean we'd lay down the extra coin. We'd pick it ahead of the RS4 cabrio, too. The Audi's too compromised dynamically by the loss of a roof and at $82,675, it costs $20K more than the M3 (which will be available as a convertible soon enough), which is getting close to what BMW will want for the forthcoming, stripped-for-action M3 CSL. But there is no CSL RS4; it already feels hard-core enough not to need one, and we have a suspicion that in sedan form it might be more than the M3 can cope with, at least for those who'd rather not hide their automotive light under a bushel. So we'd take the M3 over the Audi and the Golf but stretch again for the GT3 if we didn't need the M3's practicality. It's one of the best cars any sum of money can buy and, though it can't compete with the R8 for visual appeal, it has the Audi licked for entertainment. And so the Porsche is the car we would most want to drive through the Spanish hills a second time. Add a family and luggage, trips to the tip and holiday clutter, and the multifaceted M3 is still the car for the job.

The manufacturers provided Edmunds these vehicles for the purposes of evaluation.

First Look: 2008 Mini Cooper S Clubman

David Walker, LeaseTrader.com — Fri, 17 Aug 2007 22:26:03 GMT

Looks Like a Wagon, Drives Like a Mini

By Andreas Stahl, Contributor

Date posted: 07-26-2007 EDMUNDS

The modern-day Mini Clubman has found its way from concept to production reality less than two years after it first made headlines at the 2005 Frankfurt Motor Show.Although called "Traveller" at Frankfurt, lease has decided the Clubman moniker is a better fit for the new car.The 2008 Mini Cooper S Clubman partakes of the third in what insiders hint could eventually be a whole range of differing body styles for the Mini, as lease seeks to build the brand into a complete lineup of models to carry the British carmaker's sales into the next decade.

A Little Wagon, but Quirky
Riding on a wheelbase that's 3.1 inches longer than the Mini coupe and convertible, the quirkily configured 2008 Clubman aims to inject added practicality and greater levels of versatility into the Mini lineup. When North American sales get under way in 2008, the price of the Clubman is expected to start at about $23,000.
To be offered from the outset with the choice of two different gasoline engines, the Clubman draws heavily on the retro-inspired look established by the standard Mini coupe. It's configured like a wagon, with a pair of doors affording access into the cargo compartment. In addition, there's a small rear door on the passenger side of the car to make the rear seat more accessible. Altogether, it's now easier to take advantage of the Mini's superb space-efficiency.
The short suicide-style rear door on the passenger side had been featured on the Traveller concept car, but here it's referred to as the "clubdoor." Since it can only be opened when the conventional right-hand side front door is opened, there's no exterior door handle required (preserving the bodywork's classic lines); and a simple latch does the job.
Once opened, there's no door pillar to impede access to the rear seat, and the door itself extends all the way back to the arch of the rear fender. Of course we've seen similar arrangements for compact pickup trucks, the Honda Element and the Toyota FJ Cruiser.

More Doors, More Space
Oddly enough, this clubdoor design is expressly tailored for the U.S. market, as Mini says the cost of retooling the design for countries with right-hand-drive vehicles just doesn't make financial sense. This American-style configuration will be sold worldwide.

Just like the original Morris Mini Traveller of the 1950s, the new Clubman eschews a traditional hatchback in favor of side-by-side rear doors. The opening is wide, and cut-outs in the rear doors ensure the Mini's taillights can be safely seen even while you're loading the cargo area. To highlight the unusual configuration, the C-pillars and bumper are painted a contrasting color.

The 3.1-inch stretch in wheelbase has liberated significantly more space than in standard Mini models. Rear legroom has increased by 3.1 inches, while cargo capacity increases by 3.5 cubic feet to 9.1 cubic feet. Once the split-folding rear seats are tumbled forward, overall cargo capacity is an impressive 33 cubic feet. This added practicality should make the Clubman an attractive alternative to traditional hatchbacks.

Five Doors, Two Engines
The Clubman will be sold in North America with the choice of the two existing four-cylinder engines. The Mini Cooper S Clubman will feature the Cooper S-specification, direct-injection, turbocharged 1.6-liter four, which produces 175 horsepower and 177 pound-feet of torque. The Mini Cooper Clubman has the naturally aspirated version of this same engine, and its output continues to be 120 hp and 118 lb-ft.European markets can also get the Clubman with a turbocharged 1.6-liter common-rail diesel that delivers 110 hp and 177 lb-ft, but there's no word whether the engine will eventually come to the U.S.The six-speed manual transmission and six-speed automatic will both be offered. In keeping with recent developments at Mini, the Clubman will be offered in combination with lease's brake energy regeneration.
While the increase in length has pushed up overall weight by 165 pounds, straight-line performance remains impressive. The Mini Cooper S Clubman hits 60 mph in 7.6 seconds and reaches a top speed of 139 mph.

Drives Like a Mini?
Despite the Clubman's larger footprint, it's supposed to have all the dynamic qualities of its standard sibling. The MacPherson strut front suspension and multilink rear suspension have been calibrated for the expected increase in everyday cargo with different spring and damping rates as well as more compliant bushings.
The Cooper S Clubman rides on 195/55R16 tires, just like the Cooper S. The same electrohydraulic steering system is in place, but the turning circle has increased slightly from 35.1 feet to 36 feet.With the introduction of the new Clubman, lease has moved away from the single body-style policy it pursued for Mini since it purchased the revered British carmaker in 1994. Among other proposals said to be under consideration to rejuvenate the Mini's appeal is a compact SUV. It is rumored to be based around a four-wheel-drive system developed by Getrag, allowing the Mini to retain its space-saving transverse engine while providing drive to all four wheels.The 2008 Mini Cooper S Clubman is interesting in its own right, and yet best of all, it sustains the special charm that has made the Mini a favorite in both Europe and the U.S.

The manufacturer provided Edmunds this vehicle for the purposes of evaluation.