Honda CR-Z

Recently a CarReview reader commented that he didn�t understand why the Honda Accord continued to make everyone�s �Best Choices� list when the design and drivetrain appeared relatively conventional. The answer is execution and detail engineering. A car is more than the sum of its parts. Behind the wheel you realize that at its core Honda is an engineering company and knows how to make exceptional products � even the seemingly mundane volume selling sedans.

That said, what standout engineering and technology has Honda offered lately? Where�s the new VTEC? Or the lauded double wishbone suspension? The 2010 Fit was listed as one of CarReview�s �Best Choices� and is the current standard for packaging efficiency. The upcoming CR-Z is poised to be a similar dramatic hit. Drawing on the storied 80s and 90�s CRX styling, the Honda CR-Z will blend packaging efficiency and an innovative hybrid drivetrain to add a sporting flair previously unseen in hybrids. Honda�s engineering mojo is back and the CR-Z has many enthusiasts waiting in the wings for this sporty urban runabout.

Cadillac CTS Coupe

Every company needs a halo car. Lexus finally has its LFA. Mercedes has its SLS. Audi has the R8. GM has� the Corvette? GM has been struggling with the halo concept for years and has desperately tried to place it within its premium Cadillac brand. Starting with the misunderstood Allante and the recently cancelled XLR, GM and Cadillac desperately need something to get people into Cadillac showrooms. It has to be beautiful. It has to be powerful. It has to be well engineered and it has to be right for the times. The CTS Coupe, in base high-tech V6 or V-Series supercharged V8 form is that car. In the metal it is achingly beautiful and the thoughtful engineering that comes from the thorough engineering behind the sedan shines though.

Audi A4 S4

"Now," says the serene Audi chassis engineer sitting alongside me in the S4, pressing a button on the dash, "you shall understeer."

Through the rain, we pile into a tight left-hander on the drenched Mallorcan race circuit. Sure enough, the S4's nose pushes wide, resisting any effort to be wrestled into oversteer. Sensible. Locked down. Audi-ish.

"See?" continues the engineer in impassive Teutonic monotone. He presses the button a couple more times. "Now you shall oversteer."

We hit a similarly tight-radius right-hander, and the S4 launches sideways into a lurid, tail-happy drift. A fraction before we reach that critical backwards-into-barrier moment, the rear end catches, and the S4 barrels out on to the straight. Most un-Audi.

It's quite a party trick, and one that rapidly dispels TG's biggest criticism of the old S4: that it simply wasn't engaging enough to justify the premium over a top-spec diesel A4.

But this is the all-new S4, and that magical button is controlling Audi's new 'drive select' system which adjusts the steering, dampers and, most importantly, the quattro's new 'sport differential'. Similar to the torque vectoring on the BMW X6, it varies the amount of torque distributed to each driven wheel. Audi calls it 'inverse ESP' - instead of braking a spinning wheel, the diff pumps more power to the wheel that can use it best.

In 'Comfort' mode, it's set to safety-first understeer, but in 'Dynamic' mode - and in the right road conditions - it'll let you get quite spectacularly crossed up before deciding to put a halt to all the fun.

It's a similarly bipolar story with the engine: Audi has ditched its tried-and-tested V8 in favour of an all-new supercharged 3.0-litre V6. Power is fractionally down on the old S4 - 328bhp plays 339bhp - but torque is up by 22lb ft to a mighty respectable 324lb ft. That's good news for acceleration - the S4's 0-62mph time is down to 5.1 seconds, a full half-second quicker than the previous generation - and even better news for economy, up to 29.1mpg from 21.2mpg. That's nigh-on BMW M3 pace with 40 per cent more economy, and vital ammunition against those who feel it might not be in the best taste to launch a big new petrol supersaloon into the current climate.

Sadly, the new V6 just isn't as visceral as an M3's V8 - or, for that matter, the V8 it replaces. Despite a pleasingly off-beat thrum at idle, the engine is subtle and muted at any revs, the supercharger whine registering as little more than a whispering hiss.

That's in keeping with the performance, though. There's a silky smooth delivery of power throughout the rev range - no hammer-blow of torque, but instead a flat, urgent, linear wave of acceleration. It's the sort of engine that lulls you unwarily into triple figures rather than scares the bejesus out of you.

Volkswagen Scirocco

Difficult to buy anything these days without some sort of phony justification, isn't it? That big leather sofa you just bought? Well it was half price, so you had to. And that flatscreen telly? You'd lost the remote for your old one...

So how do you justify buying a quick petrol coupe in a high-ish tax band, at a time when the economy is flat on its arse and you can barely afford loo roll?

Easy, just put a diesel in it. Which is what VW has done with the Scirocco, therefore making it more accessible to more people. OK, so shoving a diesel in a desirable car is nothing new, but we're pleased one made it into a Scirocco - our Car of the Year 2008.

You get all the gorgeousness of the petrol version, with just a little less guilt and a few more notes in your wallet. Some might say that the 'Roc should stay pure to petrol, and that giving it a diesel somehow dilutes its brand.

It doesn't. It's obviously not as quick as the 2.0-litre TSI, which don't forget is just a Golf GTi in disguise, but it's just as sharp and certainly not slow. Throttle response is about as instant as it gets in a diesel, and it pulls quickly and cleanly through the gears - feeling more powerful than its quoted 138bhp and 236lb ft.

Yes, the driver in you will probably always want the petrol. But just remember, this one's 500 quid cheaper, two tax bands lower and cheaper to run. What more justification do you need?

Mazda CX-7

The 2.2-litre engine is taken from a Mazda6. On first impressions, it's a bit gravelly around the edges, but improves as you get going. There's a sharp clatter when it first fires, which smoothes as things warm up. It can bog down after upshifts and gearchanges aren't satisfyingly sweet, but stick to third and fourth and it soon feels more energetic.

Like the outgoing version, it drives more like a regular car than an SUV. The high floor and low-ish roof keep you neatly sandwiched so it doesn't feel porky. It also hides its size on the move as the independent (front) and multilink (rear) suspension does its thing. The result it a comfortable ride that isn't lollopy and can handle some pace.

But to chatter on about engines and handling rather avoids the big story here: the options list, or rather, the lack of it. Instead, you get everything as standard - full leather seats (heated and electric), cruise, electric folding mirrors, Bluetooth, a rear-view parking camera and satnav. The Bluetooth's voice recognition system may require your very best accent and the wheel-mounted satnav buttons are trickier than a jumbo's flight deck, but those are the sort of things you'll master as you absorb the car into your life.

More importantly, Mazda will charge you �25,785 for it. To equip rivals in a similar fashion - stuff like the Land Rover Freelander or perhaps the BMW X1 - you'd have to dip into �30k territory. Admittedly the materials aren't as plush as BMW's, but the CX-7 is hardly shoddy. It's like the difference between an M&S pullover and a cashmere sweater - both are quite posh and they definitely beat a cheap shiny one from Primark.

The exterior design changes can be dealt with swiftly as they are barely worth the effort: a bigger grille, a splash more chrome here and there, a bigger spoiler and a new wheel design.

Porsche Boxster Spyder

California, especially the northern bit, is purpose-built for driving romantics. Out here, you're the star in your own private movie.

It's happening right now, though we might have inadvertently cast ourselves in the wrong film. We're on the edge of the Sierra de Salinas mountain range, near Carmel Valley, where Clint Eastwood used to be mayor. There are vast tracts of farmland either side of us, with one long, bendy road spearing through the middle. We're in Porsche's new flyweight Boxster Spyder, which weighs 1,275kg. This isn't just 80kg lighter than the regular Boxster S, it makes it the lightest model in the current Porsche range. With 320bhp on tap, the power-to-weight ratio is what you might call promising.

There's a big, blue sky above us, and an orangey winter sun. We're following another Boxster Spyder, whose exhaust emits a fruity Porsche parp as its driver works his way through the 'box. Its back tyres kick up little curlicues of dust as it runs momentarily wide. Romantic, see?

Overtaking out here isn't the teeth-gnashing lottery that is, say, junction 19 of the M25 on a wet Wednesday evening. In fact, in 20 minutes we see just one other vehicle. Unfortunately, it's a vehicle that happens to be about 60ft long, and has mad Jack McMad behind the wheel with only his shotgun and whatever the US version of the Yorkie bar is for company.

Porsche no.1 blasts past. Porsche no.2 finds a 32-tonne artic in the middle of the road to be something of an impediment. We hang back, and lay off the fruity parping for a bit. He moves back over. But we've seen Duel enough times to wonder what's next. Do we really want to play chicken with a big rig? Maybe this guy's more of a 911 fan...

Porsche takes the business of saving weight pretty seriously. For example, the gudgeon pins on the 911 GT3's pistons are 180g lighter than standard, and making its connecting rods out of titanium saves another 150g. But that's the race-spec GT3, and though the Boxster Spyder shares some of its DNA, its role is completely different. This Porsche reboots a model line that goes right back to the company's roots, to cars like the '53 356 America Roadster but more significantly 1954's 550 Spyder (the one James Dean christened �little bastard', with good reason as it turned out). Rummage through the history books a bit further, and it's clear that the Spyder name is reserved for racing cars. Should we care that this latest one absolutely isn't?

It's also not an RS. Or a Clubsport. This is the third official and unlimited edition Boxster variant, the most powerful and, at �44,643, the most expensive. And in the time-honoured tradition, what that extra money buys you is... less. Specifically, less roof. In exchange for the standard car's perfectly useful electric folding roof, you now get a �thing', to fiddle into place above your head. They're geniuses, these people, they really are.

Mind you, �thing' or not, the Boxster Spyder looks fantastic, like a distilled Carrera GT. If not quite as rakish as some previous open-topped Porsche specials, the fairings on the newly extended rear deck are striking, and the body-side graphics are coolly retro (Google the 909 Bergspyder for proof). If it looks meaner and less effeminate than usual, that's because it's 20mm lower, with narrower, lighter side windows.

There's new engineering here too. While most of the Spyder is steel, the doors and single-piece rear deck are now made of aluminium, saving a total of 18kg. The new roof - which Porsche variously refers to as a sunsail or cap, which is why I will continue to call it �thing' - weighs less than 6kg, while the carbon-fibre frame that holds it in position is just 5kg.

There are new 10-spoke alloy wheels, which weigh less than 10kg each, qualifying them as the lightest 19in rims in Porsche's range. Inside, there are new lightweight carbon-fibre sports seats, which trim another 12kg from the overall kerbweight. There's a front bumper with LED daytime running lights, black plastic mesh inserts on the side air intakes, and a black double exhaust pipe. The standard Boxster Spyder does without a stereo system or air-conditioning, though tellingly every test car I looked at featured both items. There are fabric door-pulls, there's no cowl over the main instrument binnacle (how much weight must that have saved?), and the wind-deflector's plastic. The centre console and dash facings are finished in the exterior body colour, and the gear lever shift pattern and seatbelts are red. This isn't the place for modern life's rubbish, either; the cup-holders and door pockets have been deleted.

Modern life being what it is, most of these things are still available as options. As are things like Porsche's Sport Chrono pack, which buys you the dash-mounted stopwatch, and a button on the centre console that sharpens up throttle response (cost: �520). Go for the dual-shift PDK transmission, and you'll get a Sport Plus button, that speeds up shift times and oversees a launch-control system (that'll be a total of �1,920).

And that's just the tip of one expensive iceberg. The fact is, the whole options thing is a bit of a conundrum. What looks at first glance like a Boxster unplugged has the potential to be anything but. You can have regular leather seats and the full audio system as a no-cost option, or the full-on PCM �communication module' with the touchscreen. Order that and aircon, and a good chunk of the 80kg weight-saving must surely pile straight back on.

Ceramic brakes are another pricey option (�5,235), but more in keeping with the car's lightweight ethos because they reduce its unsprung mass. The sports exhaust, which gives the Boxster a rasping character boost, is another option that should surely be standard here, but isn't (�1,249). In other words, an idiot Spyder buyer could easily send this supposedly lo-cal Porsche to the all-you-can-eat buffet, or simply tick the wrong boxes, and ruin it. In fact, a fat idiot Spyder buyer would ruin it simply by getting into it.

Though ruin in this context is a relative term. Because even a poorly specified Boxster Spyder is still a very, very good thing. The Spyder gets Porsche's brilliant direct injection 3.4-litre flat-six power unit, with Variocam Plus variable valve timing. It's almost identical to the Boxster S but for a few important differences. With 320bhp to call on, it's 10bhp more powerful. Peak power is at 7,200rpm, 950rpm higher than in the regular car. It has more grunt too, and a slightly flatter torque curve.

This means it laps the 'Ring seven seconds faster than the standard car. It also means our time exposed to mental trucker man is pretty minimal, thank God. We head deeper into the valley, and by now we're having so much fun I honestly can't think of anything that would work better out here. As much power as any sane individual could ever need, magnificent drivetrain, easily exploitable chassis... It's quite a thing, this car - especially with the roofy �thing' stowed away and the breeze aerating us.

2010 Toyota Prius

No shoes were flung when the 2010 Toyota Prius debuted at the recent Detroit auto show. Considering the grim mood in the Motor City - with domestic automakers on death watch and frozen credit paralyzing sales - and the fact that a gallon of gas costs little more than a can of beer, that's remarkable. Detroit was hardly the opportune place for a fuel-scrimping, technically advanced Asian import to bow. Then again, consider the Latin meaning of the word Prius: to go before. Defying skeptics is this car's cause. The Prius's mission has always been venturing ahead of the gas-saving, earth-hugging curve.

Toyota calls this the third generation of the Prius (not counting one sold in Japan from 1997 to 2000 but never imported here), but the gist of the world's best-selling gas-electric hybrid hasn't changed an iota. It rides on the same 106.3-inch wheelbase as its predecessor, and its external dimensions are longer, lower, and wider by smidgens. The fresh but still nerdy-looking skin smites the wind with a drag coefficient trimmed from 0.26 to 0.25. The front wheels are again energized by a compound powertrain consisting of one four-cylinder engine, two motor/generators, one planetary gearbox, and a nickel-metal-hydride battery pack.

The rumored plug-in lithium-ion batteries are a no-show for now, yet Toyota engineers overhauled the rest of the Prius's propulsion system. The DOHC sixteen-valve I-4 engine grows from 1.5 to 1.8 liters in displacement, upping peak output from 76 to 98 hp at 5200 rpm. One carryover feature is the use of the Atkinson cycle, a delayed intake-valve closing arrangement that yields a longer expansion stroke and reduced fuel consumption. The most notable engine innovation is the elimination of belts under the hood; all accessory equipment (A/C compressor, coolant pump, power-steering pump) is now directly driven by the engine or by an electric motor.

GREEN: 2010 Lexus RX450h

The RX is the best-selling Lexus, and one in five sold is the hybrid version. It's no surprise, then, that with the new third-generation RX - the second to have a hybrid powertrain - Lexus is treading very carefully.

The design is a careful evolution, both inside and out. The car is slightly longer and wider but manages to look sleeker than before. The interior retains the traditional Lexus virtues of comfort (on even bigger, cushier seats) and refinement (with available semi-aniline leather for a still more luxurious feel). Lexus has joined the Germans by adopting an iDrive-style controller instead of a touch screen for its optional navigation system. But rather than a knob you twist and push, the Lexus control (called Remote Touch) works more like a joystick that you move from side to side or forward and back, and then make a selection by pressing buttons on the side of the unit. It takes some getting used to.

Other new options don't require a learning curve, such as the head-up display and the curb-view camera; the latter is located in the right-side mirror, and at low speeds it shows an image of what's alongside the car. The hybrid model supplements its previous ECO indicator, which lights up when you're driving efficiently, with a selectable ECO mode, which changes the responsiveness of the throttle and instructs the climate control to use the A/C compressor more judiciously. There's also an EV mode, which extends the threshold before the engine starts, up to a still-modest 8 to 10 mph.

The changes aren't dramatic, but Lexus has given its cushy suburban hybrid a slightly greener tinge. Lexus engineers identify four elements that underpin the brand's hybrids: performance, quiet refinement, low emissions, and fuel economy. In this redesign, the latter received the most emphasis.

2009 Alfa Romeo MiTo

The MiTo is a brand-new, two-door hatchback minicar (only 4.06 meters, or 13.3 feet, long) that Alfa Romeo is aiming at young people in an attempt to reconnect the brand to a new generation of buyers. Alfa hopes that the MiTo's evocative Italian styling, its full range of electronic equipment, and its economical but sporty powertrains will set the car apart from the crowded minicar field in Europe and other major world markets where Alfa Romeos are sold. As the first new Alfa Romeo designed and built after the 8C Competizione (a limited-edition supercoupe of which only a few examples will trickle into the United States), the MiTo is a good look at where Alfa Romeo is heading in terms of future products. It is also a car that, in some future iteration, could herald the brand's return to the United States, although Alfa officials continue to be cagey about that matter, as they have been for years. However, Alfa's parent company, Fiat, just announced that it is entering into an agreement with BMW wherein the German company might help market and sell cars for Alfa in the United States. Under such a scenario, the next-generation MiTo could come here.

And as for the name, MiTo? It represents the historic connection between the city where Alfa Romeo was founded, Milan, and the city where Alfas have been designed and manufactured for decades, Torino (Turin).

MiTo styling: very Italian, very modern, but with a definite nod to the past.

he MiTo oozes Italian style and has a prominent shield grille that is instantly identifiable to any Alfa Romeo fan. During our test drive into the Lakes Region north of Milan, our bright red MiTo turned lots of Italian heads. Alfa designers like to point out the MiTo's styling similarities to the 8C, such as the side window profile and the three-lobed motif of the grille, the front bumper, the headlights, and the LED taillights. The MiTo makes the rest of Alfa's mainstream lineup - handsome, well-admired cars all - look a bit staid. But one wonders if the MiTo is overstyled. MiTo buyers can customize their cars endlessly, choosing among ten shades of paint, fourteen finishes for the headlight and taillight surrounds (shiny or satin chrome, opaque black and titanium gray, plus the ten body shades), and five styles of sixteen-inch to eighteen-inch wheels. Two versions of red paint are available: the traditional nonmetallic Alfa Red and a lighter Giulietta red, yet another reminder of Alfa Romeo's past.

MiTo cabin: This is no econocar interior.

ike its exterior, the MiTo's interior is a repository of modern Italian style as expressed through a bewildering array of possible color and trim combinations. Two trim packages, Progression and Distinctive, are offered, and those two styling themes also can be modified with available Sport and Premium packages. The Progression specification provides what Alfa calls a "Sprint" instrument panel finished either in black or red, while the Distinctive trim, which our test car was outfitted with, comes with a "Competizione" fabric with a faux-carbon-fiber weave. It is expertly fitted over the main instrument binnacle surround, around the circular center vents, the dash, and the door inserts. Aluminum, quality black plastics, and high-quality black leather complete the interior trim. Seating comfort in front is excellent, with good lateral support, and the rear seats have surprisingly generous foot-, hip-, and headroom. Seats for four are standard, but a middle seat in the rear, as on our test car, is optional. All seating positions have adjustable head restraints.

The MiTo keeps you connected.

he MiTo offers every conceivable electronic device that the car's young target audience might desire. Blue&Me is an optional telematics system similar to Ford's Sync; like that system, it was developed in conjunction with Microsoft and allows easy use of the BlueTooth and text-messaging capabilities of mobile phones, MP3 players, and the like. Blue&Me Map is a portable navigation system that mounts into a bracket on top of the dash; you can easily pop off the entire unit and carry it with you when you leave the car. If you've ever tried to navigate the narrow, confusingly laid-out streets of an old European city center by foot, you'll understand just how useful the portable nav system could be if you're a 22-year-old trying to find Rome's hottest new nightclub.

Going compact, green and fuel efficient

It seems that an awareness of global warming and the degradation in the quality of the environment have inspired carmakers in manufacturing their cars and encouraged them to make a green automotive innovation. Ideally, the presence of new cars will no longer worsen pollution, particularly air pollution.

Next is a common problem in cities. High mobility forces people to own private cars to support their activities. As a result, motorized vehicles have become very great in number and traffic jams can be found everywhere. In fact, this situation can be addressed by safe and adequate public transportation.

Another factor that has prompted the manufacturing of ideal automobiles is the increasing price of crude oil. It is undeniable that an increase in the price of crude oil is unavoidable. Oil resources are limited while the demand continues to soar.

The three factors above have forced carmakers to rack their brains to produce a car of a compact size that is both fuel-efficient and green. A compact size is needed to ensure that the roads can accommodate more cars with ease. A small-sized body also means high mobility as it allows the car to move between larger automobiles. Another advantage of owning a compact car is that it will be easy for you to find a parking space.

The engine used for this compact car is not large, ranging between 900 and 1500 cc. A particular technology is employed to maximize combustion. The cc of the engine also makes sure that the car can be easily driven. In addition, this car will also be more fuel-efficient and environmentally friendly. A few years ago, we learned of the Suzuki Karimun as a successful city car. A short while later, compact cars of other makes were introduced such as the Hyundai Atoz, the Kia Picanto, the Honda Jazz, the Toyota Yaris and the Chevrolet Sparks, which is taken from the Daewoo Matiz.

The only trouble with this car is perhaps the size is too small to allow you to take your entire family or travel long distances. To this end, we need a car larger than just a city car. Luckily, these cars are now available in Indonesia. They use a diesel engine but are still limited in their types. Examples of these cars are the Isuzu Panther and the Toyota Kijang or the Peugeot 307 HDI in the sedan class. These larger cars can take in more passengers. Although the engines are nearly the same in their cc class, they are more fuel-efficient and more environmentally friendly.

In terms of fuel efficiency, a diesel car is slightly different to a car using gasoline engine. Engine efficiency comes from the combustion process, which uses an air compression system and fuel. Here the power to drive the car is bigger than in a car with a gasoline engine. Fuel efficiency can be seen from the fact that the gas exhaust emission contains less CO and CO2 because the combustion is perfect. In addition, the market price of diesel oil is now lower than that of gasoline.

Aside from a diesel engine, carmakers have come up with a new solution, namely the hybrid engine. Toyota uses this hybrid engine in several of its products. Its first car with a hybrid engine is the Toyota Prius and in 2008 it uses this engine in the Toyota Fortuner and the Camry. Meanwhile, this year Honda has its Civic Hybrid, in addition to the Honda Insight, which is the first generation of Honda automobiles with a hybrid engine.

Unlike a conventional engine, a hybrid engine uses two types of engines that work alternately. The gasoline engine is used when we drive the cars as usual. It is also useful to charge the battery cells for the engine. When we are trapped in a traffic jam or when we drive the car very slowly, the engine will be driven by the battery cells. The vendor claims that this car can save fuel by up to 200 percent compared with an ordinary car. If this claim is true, we can considerably cut our fuel costs.

Not only a gasoline engine but also a diesel engine can be hybridized with an electronic driver. One example is the Peugeot 308 X5 Hdi, which, according to motorauthority.com, will be launched in 2010. This new car has a turbo diesel engine of 1.6 L capacity with torque of 80 kW and 240 Nm. According to motorauthority.com, its fuel consumption is 4.9 L/100 km or about one liter of diesel oil to 20.4 km. John and Helen Taylor of Australia have even successfully covered a distance of 14,580 km using only 60 L of fuel.

Air pollution, traffic congestion and increasing fuel oil prices have prompted people to think about new options for existing motorized vehicles. A car of a compact size, a green technology and a low price will become the characteristics of an ideal car for daily purposes. Technology is not the solution to all these demands. Good behavior and a good intention are more than enough to respond to this challenge, particularly in terms of using a motorized vehicle. People, for example, should use public transportation more than their private cars for daily purposes. They can plan their trips carefully and carry out the plan with a high level of discipline so that they will not speed on the roads just because they are pressed for time.

2008 Ferrari F430 Scuderia

The Ferrari F430 Scuderia, a lightweight version of the F430 coupe, goes on sale next spring.

The F430 Scuderia, which joins the F430 Coupe and Spyder already on the market, is powered by a 510-hp, 9000-rpm, 4.3-liter V8 engine that makes almost 30 horsepower more than the standard F430 engine. Ferrari says it can go from a dead stop to 62 mph in a mere 3.7 seconds. The engine uses a carbon-fiber intake manifold and a sophisticated spark plug ionization-monitoring ignition system. A paddle-shifted six-speed semiautomatic transmission is standard on the car.

The Scuderia model is a lightweight version of the existing F430 coupe, with a few extra grilles and vents on the body for cooling, and a pair of pointed stripes running over the body from nose to tail. Ferrari says it is completely street legal in the United States, but the car has only the bare minimum of creature comforts for the weekend racer who wants the fastest version available.

Some of the exotic extra-cost features on the Scuderia version include the latest version of the F1 Superfast2 software, which reduces gearshift time down to 60 milliseconds. A new traction control system incorporates F1-Trac traction and stability control with an E-Diff2 electronically controlled clutch-pack differential. Ferrari says the Scuderia version marks the first time all three systems have been combined in a single black box control system. Carbon ceramic brakes are standard equipment.

Beijing Unveiled: 2009 Roewe 550

The 550 is much more contemporary-looking than its larger sibling.

Shanghai Automotive Industry Corp. (SAIC) acquired the tooling to the Rover 75 and has been building the car as the Roewe 750, renamed because BMW had sold the rights to the Rover name to Ford, which was looking to protect its investment in Land Rover.

Now SAIC has added to the Roewe range with the 550, a slightly smaller sedan powered by a turbocharged 1.8-liter gasoline-powered inline-4. The 550 rides on a 106.4-in. wheelbase and measures 182.0 in. in overall length. This front-drive sedan was first thought to be based on the old short-wheelbase platform of the Rover 75 (the Roewe 750 is based on the long-wheelbase version), but apparently SAIC has developed an all-new platform for this entry to go along with the new sheet metal. The 550 is much more contemporary-looking than its larger sibling, with clean body sides, fluted headlamps and a compact horizontal grille as opposed to the larger vertical grille found on the 750.

Beijing Unveiled: Buick Invicta Concept

Exploring what a future LaCrosse midsize sedan might look like.

This collaboration between GM design in Detroit and Shanghai explores what a future LaCrosse midsize sedan might look like. Riding on a 114.5-in. wheelbase, the Invicta concept is powered by a turbocharged direct-injected 2.0-liter four making 250 bhp and 220 lb.-ft. of torque. It is mated to a 6-speed automatic transmission.

The design language on the Invicta is pure Buick, from its large, shield-shaped waterfall grille to the ventiports, which have been moved from the fenders onto the hood. The 4-door sedan has sharp, yet flowing character lines, including one that describes the classic Buick sweep spear cue on the car's flanks. The high beltline and low greenhouse give the Invicta a muscular stance.

The exterior's flowing lines are carried over to the interior, where the door panels, dashboard and center console are melded in a seamless wraparound design that gives the front seating area a dual-cockpit look. The cabin has an upscale feel thanks to wood and aluminum accents and LED ambient lighting.

The 5-passenger Invicta measures 194.2 in. in overall length, rides on 20-in. wheels and tires and has a fully independent suspension with 4-wheel disc brakes. The Invicta name was originally introduced by Buick in 1959 and used until the 1962 model year.

Beijing Unveiled: 2010 Mercedes-Benz GLK

Meet the German automaker's first compact SUV designed primarily for the American market.

Slated for a January launch in the U.S. as a 2010 model, the Mercedes-Benz GLK is the German automaker's first compact SUV designed primarily for the American market. The GLK is powered by a 3.5-liter V-6 making 268 bhp and will come in either rear - or 4Matic all wheel-drive. Riding on a 108.5-in. wheelbase, the GLK has angular lines that give it the look of a traditional truck-based SUV inspired by the larger G-Class Gelaendewagen.

Measuring 178.3 in. in overall length, the GLK stands 66.9 in. tall and is 72.4 inches wide. Mercedes has loaded the vehicle with many amenities found in its luxury cars, including dual-zone climate control, adjustable steering, power seats, front and side airbags and a 5-in. in-dash LCD display. A rear-seat entertainment system with two 8-in. headrest-mounted screens is available as an option.

When equipped with 4Matic all-wheel drive, the GLK splits torque 45/55 front to rear under normal conditions, while the multidisc clutch in the center differential will send traction to the wheels with the most traction under icy conditions. Weighing 4036 lb., the GLK is capable of 0�60-mph acceleration of 6.5 seconds, according to factory numbers, while delivering 23 mpg on the EPA highway cycle.

Beijing Unveiled: 2009 Audi Q5

This global debut underscores the importance German automakers place on the growing Chinese market.

The global debut of the 2009 Audi Q5 crossover, a model developed primarily with the U.S. market in mind, underscores the importance German automakers place on the growing Chinese market.

Although Audi says the Q5 has sedanlike styling, its looks are clearly inspired by the much larger Q7, with its signature single -frame grille opening and strong character lines. Thinner pillars and a slightly lower beltline, however, make the Q5 look a bit more like a station wagon than an SUV. It looks like a slightly beefier version of the Allroad Quattro, the vehicle it replaces in Audi's lineup.

The all-wheel-drive Q5 was introduced with a choice of a V-6 or two 4-cylinder engines. The V-6 is a 3.0-liter turbodiesel, while the fours include gasoline 2.0-liter turbo and supercharged engines, or a 2.0-liter direct-injection diesel. When the Q5 bows later this year in the U.S, we can expect a 3.2-liter V-6 making 265 bhp. It will be equipped with a 6-speed automatic gearbox and the front/rear torque split will be 40/60 percent. European models will offer a 2.0-liter direct-injection gas engine and a diesel. Slightly larger than the VW Tiguan, the Q5 shares no components with the VW but instead is based on Audi's new A4/A5 architecture that includes a longitudinally mounted engine. With prices starting in the $30,000�$40,000 range, the 5-passenger Q5 is expected to compete with other upscale crossovers like the Acura RDX, Infiniti EX and BMW X3.

Beijing Unveiled: Geely Tiger GT

Looking to flex its muscle at its home show, Geely brought no fewer than 23 concepts to the Beijing show. But the headliner for this bevy of dream cars was the GT, which stands for Geely Tiger � the putative successor to the current Leopard coupe in the company's lineup. This large 2-door coupe features swoopy styling that Geely hopes will set it apart from its Chinese rivals.

The dropped front snout of the car features a split grille that has holes rather than traditional slats or mesh. The headlamps are nestled in fenders defined by sharp character lines that sweep upward and then back down into the doors. The rear haunches have a similar curve to them with large taillamps that come to a point just above the center line of the rear wheels. The greenhouse features two small rear quarter windows for the rear passengers in this 2+2 coupe.

The rear-drive Tiger GT is powered by a 3.5-liter V-6 producing some 225 bhp and 340 lb.-ft. of torque. Geely says the car is equipped with a multilink suspension and that it rides on 19-in. wheels and tires.

2008 Beijing Auto Show Unveiled

As one of the fastest-growing carmakers on the planet, the Chinese automotive industry has taken an unusual approach to staging international auto shows. Like Geneva and Detroit, it has a major exhibition every year, but like the biennial events in places like Frankfurt, Paris and Tokyo, China alternates its big one between Shanghai and Beijing. This year it's Beijing's turn.

The show is a chance for not only the local makers to strut their stuff, but for other global players on hand to show both production and concept cars for both China and international markets.

The most talked about concept at Beijing is the Geely Tiger, which is also known as the Geely GT. This 2-door show car was shown without the Geely badge, leading to some speculation that the automaker has an eye to creating an upscale brand similar to Lexus or Infiniti and that the Tiger would be its flagship model. In any event, this V-6-powered 2+2 is evidence that the Chinese are catching up quickly to the rest of the world and may be a formidable player even in luxury segments.

Relying heavily on its Shanghai design studio, General Motors developed the Buick Invicta show car, which not only hints at what a future LaCrosse midsize sedan might look like, but it also underscores the importance of the Chinese market. Buick actually sells more cars there than it does in the United States. The Invicta brings back an old Buick name from the 1950s and puts it on the flanks of an ultramodern 5-passenger sedan.

Crossovers are the hottest segment in the industry today, and the Audi Q5 made its world debut at Beijing, which shows the universal appeal of these types of vehicles. While the Q5 shares some styling cues with the larger Q7, it has a healthy dollop of station wagon styling, thanks to its thinner pillars and large glass area. The Q5 is intended as a replacement for the Allroad Quattro in Audi's lineup.

Audi wasn't alone with a world debut of a production model. Its Stuttgart-based rival introduced the Mercedes-Benz GLK. This answer to the Q5 in the compact crossover segment has a more truck-oriented design theme. It is boxier, with sharp edges and offers V-6 power in both 2- and all-wheel-drive versions.

Shanghai Automotive Industry Corp. (SAIC) is a multifaceted concern with ties to GM. It also owns the tooling to the Rover 75, which it continues to build today as the Roewe 750. But like Geely, SAIC hopes to expand beyond the Chinese mainland. The new Roewe 550 is a handsome, midsize family sedan that may be the answer to those hopes. Built on a new platform, the 550 is powered by a turbocharged 1.8-liter 4-cylinder engine, which provides good performance and fuel economy.

2010 Chevrolet Volt Prototype Spied

Chevrolet's Volt plug-in hybrid won't be arriving in showrooms for at least another two years, but a careful eye may spot one of the many development mules testing its hybrid powertrain on public roads.

Our spies did just that, snapping some pictures of the Malibu-bodied test vehicle as GM engineers took it for a spin outside of the automaker's proving grounds. Although the vehicle's body is radically different from the slippery shape the production car will wear, we're told the mechanicals beneath the skin are all Volt-specific and stem not from the Malibu, but from the next-generation Delta small-car platform.

That means we're expecting a small-displacement gasoline motor (possibly a three- or four-cylinder) underhood, partnered with electric drive motors. We'd also expect the car to sport some form of a lithium-ion battery pack, as both Continental and A123 Systems - GM's partners in developing the Volt's batteries - have reportedly delivered prototype packs to GM engineers.

Those batteries are reportedly a large headache in pushing the Volt into production. GM hopes to begin mass production of the car in 2010, but development delays threaten to push that date back by nearly two years. When Volts do arrive in showrooms, the added costs of the lithium-ion batteries may push its price tag to $40,000 - nearly $10,000 more than GM originally suggested.

2009 Mitsubishi Lancer GTS

We love the Mitsubishi Lancer Evolution. The all-wheel-drive turbocharged rally car for the street grips, steers, and tackles a bumpy road better than many cars costing twice as much. The last-generation Evo--known in Mitsu parlance as Evolutions VII and IX--impressed us with the fact that Mitsubishi had turned the ho-hum base Lancer into such a performance icon. The newest Evo may have lost a little of its raw character, but it's still clearly an automobile engineered by hardcore enthusiasts for hardcore enthusiasts.

That said, like its predecessors, the newest Lancer Evolution had to evolve from something. That something is the new front-wheel-drive, $14,890 Mitsubishi Lancer. We recently spent some time in the top-spec, non-Evo Lancer, known as the Lancer GTS, to see what relationship it had to its manic sibling.

After a scan of the specification list, you can't help but be impressed by the little Mitsubishi. Our CVT-equipped model came in at $23,340, and its window sticker boasted such features as a navigation system, a sunroof, Bluetooth, keyless entry and starting, auto climate control, and eighteen-inch wheels. Not too shabby. The only glaring omission is electronic stability control; this safety feature isn't available, even as an option. We also wish that Mitsubishi had added rake adjustment to the steering wheel and that the navigation unit featured a more intuitive interface.

On the road, it's clear that Mitsubishi spent money on the Lancer's long equipment list rather than chassis development--the wonderful steering and handling found in the Lancer Evo clearly doesn't come from the base Lancer. The steering rack on the GTS is a hydraulically assisted unit, but it feels more like a poorly calibrated electric setup. And while the Lancer's overall ride quality and suspension damping is quite good at normal speeds, rough pavement tends to upset things, sending unwelcome kickback through the steering wheel.(The GTS's standard eighteen-inch wheels surely don't help.) At a quicker pace, understeer rears its ugly head far too early. On a whole, we wish the gang responsible for the Evolution could have sprinkled some of its magic on the base Lancer.

While you can't really expect Evo-like thrust from a $23,000 econobox, the front-drive Lancer's 2.4-liter four-cylinder does provide decent acceleration. Unfortunately, that powerplant is a bit too coarse and buzzy for our liking, a fact not helped by the optional CVT fitted to our test car. During maximum acceleration, the engine sits at a very busy 6000 RPM as the transmission constantly adjusts the drive ratio. Sure, there are magnesium paddles behind the steering wheel, allowing the choice of six different "gears," but you're still better off with the standard five-speed manual. Plus, the row-it-yourself option brings along a small increase in fuel economy. This is a notable plus, because the Lancer's thirst is somewhat surprising. Its 21/27 EPA rating loses out to a great many small cars, including the notoriously thirsty five-cylinder (automatic) Volkswagen Jetta.

While we knew that the Lancer GTS wouldn't be a hard-core driver's car, we do wish it carried a greater amount of the Evolution's DNA. Mitsubishi needs to concentrate on improving the steering feel and upping the refinement levels. (Available electronic stability control is a must, too.) With just a few changes, the Lancer could be a very competitive entry in its segment.

2009 Porsche 911

First of all, you should know that the changes to the 2009 Porsche 911 aren't just skin deep. In addition to the obvious changes (revised front and rear fascias and lighting), Porsche is debuting a brand-new family of engines, a first-ever dual-clutch transmission, updated brakes and suspension, and a new touch-screen infotainment system.

The face-lift consists of new wheels (eighteen-inch wheels are now standard for the base 911 Carrera, while the Carrera S gets nineteens), side mirrors, and fascias. The revised front bumper houses six-LED daytime running lights, and the headlights (now standard HID, or high-intensity discharge) swivel in corners. Each of the new, pointier taillights illuminates brightly thanks to the help of 60 LEDs and one standard filament bulb (for the reverse light). New, larger side-view mirrors conform to forthcoming regulations.

Inside the 2009 Porsche is the third generation of Porsche Communication Management, which combines audio and navigation functions. The enlarged screen now is touch-sensitive, and a revised menu structure vastly reduces the complexity of use. The system also features an auxiliary input jack, a USB input jack, and an iPod jack. The iPod integration works better than most, allowing quick searches through the familiar Artist, Album, or Track parameters.

Also available for the first time are seat coolers, which blow cool air through perforations in the leather seat covers. The system works almost immediately and cools far better than any other system we've tried - but it also makes more noise than any other. And in addition to the requisite heated seats (the 911 seems very concerned with the temperature of your butt), a heated steering wheel is also available.

But enough about the toys - the most important changes to the 911 are in the driveline. Base 911s receive, as before, a 3.6-liter flat-six. The all-new boxer is part of a new family of engines that is lighter and smaller than the old engines, with a lower center of gravity and featuring a host of changes to improve power and efficiency, chiefly direct injection. The 3.6-liter produces 20 hp more than last year's 3.6, for a total of 345 hp and 287 lb-ft of torque.

Carrera S models come with a 3.8-liter flat-six, also from the new engine family. It produces 30 more horsepower than last year's 3.8: 385 in total, with 310 lb-ft of torque. The 3.8-liter now surpasses the magic 100hp/liter mark, making it one of the highest specific-output normally aspirated engines on sale today.

Both engines now rev to 7500 (instead of their predecessors' 7300-rpm redline), and they weigh 12 pounds less. The compression ratio has been raised to 12.5:1.

Both engines are available with either a six-speed manual transmission or the all-new, seven-speed PDK. PDK stands for Porsche Doppelkupplungsgetriebe, or Porsche Double Clutch Transmission. Developed jointly with the German supplier ZF, the transmission replaces the ancient five-speed Tiptronic transmission, and boy does it ever. Combined with the additional power from the new engines, PDK-equipped cars will accelerate to 62 mph a full second faster than last year's Tiptronic-equipped models. And when you're talking about a drop from 5.3 seconds to 4.3 seconds (Carrera S with Sports Chrono Plus package), that's a huge difference.