The 1960 Jaguar E2A

Auto Car | The 1960 Jaguar E2A | The 24 Hours of LeMans endurance sports car race has been held annually since 1923 in the lown of LeMans, France. It is a race that tests reliability, stamina, speed, and determination. Jaguar had competed at this arena on many occasions, and by the 1960s had won top honors five times. Their gorgeous C-Type had won twice and the dynamic D-Type had won three times for the British company.

The factory team withdrew from racing at the close of the 1956 season. Within a six-year period, Jaguar had proven they were the best four out of six attempts. For 1957, a privateer added another victory to the D-Type's resume. By 1958, rule changes for racing were imposed which included a displacement limit of three-liters. This immediately made the Jaguar D-Type unable to compete for the 1958 season. To qualify, several D-Types were given engines that complied with the new regulations, but the decrease in power failed to produce winning results for the legendary sports car.

With the factory team withdrawn from racing, the marque focused on turning their LeMans winning designs into road going vehicles to serve as replacements for the XK-series. The prototypes that followed borrowed heavily from the racing machines that had proven their worth on the race tracks. The first attempt was dubbed the E1A. It was similar to its racing sibling but given a fully independent rear suspension instead of the live-axle setup. Mounted under the long and flowing bonnet was a straight-six version from the XK-Series. It had an aluminum monocoque chassis that was lightweight and strong, but expensive. A realistic road-going version, it was decided, would be constructed from steel.

It took an additional three years to create the next prototype, dubbed E2A after its chassis number. By February of 1960, the experimental department at Brown's Lane, Coventry, had completed the car. This future 'E-Type' had an independent rear suspension, contemporary tail-finned rear bodywork similar to the D-Type, and a one-piece bodywork. Power was from an aluminum-block fuel-injected 3-liter six-cylinder engine. With the help of the Lucas fuel injection system, the engine produced nearly 300 horsepower. The aluminum body was painted in the Cunningham team racing colors of white with two parallel centerline stripes in dark blue.

E2A was entered in the 1960 LeMans 24 Hours race by the Cunningham Team. It drivers were BRM Formula 1 team's ex-Ferrari star Dan Gurney and veteran multiple SCCA Champion Walt Hansgen. As the race began, E2A quickly proved it was fast, despite its heavy steel chassis. The cars attempts at glory were slowed when an injector pipe split. Repairs were made and the car returned to racing. The return was temporary; after six hours, E2A was retired from racing when its engine seized due to a failed head seal and burned piston.

After the race, E2A was given the D-Type 3.8-liter engine and sent to America for SCCA Competition. Its first North American race was at a minor event at Bridgehampton, Long Island. Fitted with narrow section Firestone tires, Walt Hansgen drove E2A to a convincing victory. Next on the racing schedule was the Road America '500' at Elkhart Lake road circuit in Wisconsin. The car was not the fastest in the race. Dick Thompson, in his General Motors String Ray, lapped E2A on lap number 30. The Sting Ray later spun due to failed brakes and it was sidelined for the day. A Maserati had also lapped E2A, but the Jaguar had been given an advantage. An additional gas tank had been fitted in the trunk behind the spare wheel. It was now able to carry 46 gallons and required less fuel stops than most other cars.

As the sun began to set, only a 3-liter Ferrari driven by Augie Pabst was ahead of E2A. Rain began to fall and accidents began occurring. The distance between the Ferrari and the Jaguar began to close, but as the checkered flag fell, it was the Ferrari as the victor. Just twenty-one seconds behind was E2A and with six gallons of fuel remaining.

The next race on E2A's schedule was at the Los Angeles Times Grand Prix at Riverside. The Cunningham team enlisted the services of the Formula 1 World Champion Jack Brabham. Battling the finely tuned and lightweight specials, Brabham brought E2A to the finish line in 10th place. The next race, Laguna Seca Pacific Grand Prix, the Jaguar was given to Bruce McLaren to pilot. The car endured several small problems to finish in 12 place in one Heat and 17th in the other.

At the close of the season, E2A was sent back to the British Factory. The cars next task was to test the Dunlop Maxaret anti-lock braking system, or 'WSP' meaning 'Wheel Slide Protector.' This system could also be found on the 4WD Ferguson P99 Formula 1 car and the InterContinental single-seater.

The car was retired from racing and testing and a few months later, the production version of the E-Type was introduced at the Geneva Auto Show. E2A was put into storage. Several years later, its headrest fin was removed and it was painted in British Racing green paintwork. It was brought to the MIRA test track at Lindley where it did laps for no other purpose than to divert attention away from the XJ-13 mid-engined prototype.

After playing the role of a decoy, the duties of the Jaguar E2A were done. Orders were given to scrap the car - to cut it up and dispose of it. This would have been the cars fate had it not been for Roger Woodley. His wife, Penny Griffiths, along with her father Guy, had assembled a collection of important Jaguars. Roger persuaded 'Lofty' England, then CEO of Jaguar Cars Ltd., to sell the car. An agreement was reached which included a strict understanding that it was not to be used competitively. The car was repainted in its original Cunningham livery, engine removed, and sent to Roger. Later, a wide-angle head 3.8-liter engine with plate number 'E5028-10' was fitted. Later, a correct all-aluminum fuel-injection 3.0-liter engine (no. EE1309-10) was obtained.

The car remained in single ownership for over four decades. IN 2008, it was brought to the 'Quail Lodge, A Sale of Exceptional Motorcars and Automobilia' presented by Bonhams Auction. As would be expected, it was one of the highlights of the event. It is one of the most important Jaguars ever produced and it was piloted by four such all-time greats as Sir Jack Brabham, Bruce McLaren, Dan Gurney and the SCCA's revered Walt Hansgen.

It was believed that bidding could plateau as high as $7 million for this magnificent car, but as the gavel fell for the third and final time, the lot had been sold for $4,957,000 inclusive of buyer's premium. Still a very impressive sale, E2A set a world record with the highest sale ever achieved by a Jaguar at auction.

2010 First Drive: Lamborghini Gallardo LP 5704

Auto Car | 2010 First Drive:  Lamborghini Gallardo LP 5704 | The explosive burble from the V10's exhaust coming off the back straight seems powerful enough to vaporize insects in mid-air. The Howitzer-like concussions shock through the firewall and slam into our spines an instant before the combustive dissonance has time to reverberate off the outside wall and into our eardrums. The menacing acoustics force the other cars on the circuit to back off, while trackside spectators crane their necks to look up and cheer as the Lamborghini rockets by. We're at California Speedway attending the "The Ultimate Lamborghini Experience." This annual event allows owners to play with their exotics in a controlled environment free of driving citations and other pesky... um, slow cars. Since we don't own an Italian exotic, we have to thank Lamborghini of Beverly Hills for graciously bringing along the automaker's latest and greatest. In this case, it's the Gallardo LP 570-4 Superleggera.

Metamorphosing into the highest-performing Lamborghini Gallardo model to ever leave the assembly line in Sant'Agata Bolognese wasn't easy. Using a 560-4 as a base, Lamborghini painstakingly made dozens of changes to lighten the chassis, improve aerodynamics, refine the suspension and tune the ten-cylinder engine for more power. When it finally debuted at the Geneva Motor Show in early 2010, the newest Gallardo flagship was nothing short of spectacular. At a glance, the 570-4 Superleggera is physically differentiated by its reworked front bumper with deep trapezoidal frames around the air intakes, a V-shaped nose and LED daytime running lamps. Lamborghini says the new fascia is functional, as it increases engine cooling and adds downforce to the front axle. The underbody, featuring a full belly pan, has new side sills, new tailpipes and a redesigned diffuser to improve aerodynamics. A small spoiler is standard, but a large wing for even more downforce is optional. There are new graphics on the sides and the ever-important identifying "LP 570-4" emblems in front of each rear wheel.

Under the paint, things are a bit more radical. As mentioned, the 570-4 Superleggera is based on the Gallardo 560-4 (itself a lightweight 3,108-pound platform). The new model retains aluminum spaceframe and body panels, but replaces many of the exterior components with lighter composite structures. Carbon fiber has been used on the rear spoiler, sills, diffuser, exterior mirror casings and underbody panels. Composites are also used extensively in the cabin. The center tunnel cover, door panels, transmission surround and sport seat shells are all carbon fiber (our model had an optional carbon fiber package that adds even more "lightness" to the cockpit). Even the "heavy" natural leather has been replaced by lightweight synthetic Alcantara. Still seeking to save more weight, Lamborghini fitted the 570-4 Superleggera with polycarbonate rear and side windows, and a polycarbonate panel over the engine. While the engineering team went seriously unhinged when it came to weight loss, the air conditioning and power windows were deliberately retained (one must not sacrifice comfort, says Lamborghini).

The aluminum double-wishbone suspension is left in place, but the shock absorbers are firmer, the anti-roll bars are stiffened and the mounting points have been reinforced. Standard brakes are huge iron rotors with aluminum calipers. However, our test car was fitted with Lambo's optional carbon-fiber ceramic brake package with 15-inch discs and six-piston calipers in the front, and four-piston units at the rear. The wheels are 10-spoke forged aluminum beauties secured by featherweight, but very strong, titanium wheel bolts. Special Pirelli P Zero Corsa tires are 235/35ZR19 in the front and 295/30ZR19 at the rear. In all fairness, the R8 5.2 is a trophy-toting beauty queen while the LP 570-4 is an international supermodel – but let's ignore the ocular comparisons for now.

The Audi is amazingly easy to drive fast, and just as easy to drive slowly. The German is comfortable, roomy and well-mannered. The Lamborghini is harder to drive, but faster and more rewarding at speed. The Italian is impeccably finished, but raw by design. To be more concise: The Audi can waltz, but the Lamborghini grabs you and does an R-rated Rio tango.

The Audi doesn't really compete with the LP 570-4 Superleggera, nor does the Aston Martin DBS or Mercedes-Benz SLS AMG, for that matter. However, the upcoming Porsche GT2 RS may put up a good fight. We didn't check with Animal Planet, but our current research says the only true natural enemy of the LP 570-4 Superleggera could be the stunning Ferrari 458 Italia. Owners need not worry, as this Lamborghini will most likely never cross paths with any worthy adversary.

The 570-4 Superleggera is unquestionably the most talented Lamborghini on the road today. Fusing a highly-tuned powerplant and a sophisticated drive system to a lightweight chassis is what real sports cars are all about. Unlike its predecessors that seemed to possess more panache than event-winning medals, the all-new 2010 Lamborghini Gallardo LP 570-4 Superleggera delivers astronomical performance that will not only land the coupe on the red carpet, but more often than not, on the top of the podium.

2011 Mercedes-Benz CL63, CL65 AMG Twin-Turbo Temptresses

Auto Car | 2011 Mercedes-Benz CL63, CL65 AMG Twin-Turbo Temptresses | How does one make the Mercedes-Benz CL-Class  more exclusive than it already is? If you're Mercedes, you unveil the gonzo AMG variants. Appearance-wise, changes are minimal for the 2011 CL63 and CL65  AMG, save for the addition of Mercedes' new corporate face, which includes the standard LED running-light strip and some small tweaks to the rear fascia. The big news, however, centers on the changes underhood.

Gone is the naturally aspirated 6.3 6.2-liter AMG V8 in favor of a smaller and more powerful 5.5-liter twin-turbocharged mill. In base form, this V8 cranks out 536 horsepower and 590 pound-feet of torque (increases of 18 and 125, respectively), and with the optional AMG Performance Package, these numbers increase to an even more robust 563 hp and 664 lb-ft. Sweet stuff, and when matched with Mercedes' AMG Speedshift seven-speed automatic, 0-60 runs will take just 4.4 seconds (4.3 if you opt for the more powerful setup). What's most impressive, though, is that even with this added power boost, fuel consumption has been reduced by 27 percent. The range-topping CL65 AMG will carry over its 6.0-liter twin-turbo V12, though Mercedes has managed to coax an additional 17 horsepower from it for 2011. Output for the CL65 is now rated at 621 horses and 738 lb-ft of torque.

Both AMG CLs get a host new standard equipment as well. Mercedes-Benz's Direct-Steer system is on hand, as is a new crosswind stabilization feature that alters wheel-load distribution to keep things in line during heavy breezes. From there, a new torque-vectoring brake system applies one-sided braking during instances of understeer. The full suite of Mercedes-Benz driver aids is thrown in as well, including drowsiness detection, night-view assist, active lane-keeping assist and blind-spot assist. After all, with so much power on tap, you'll need a nanny (or several) to help keep things in line. Interior upgrades are similar to what we've already seen in the 2010 S-Class.

Official pricing hasn't been released yet, but expect MSRPs to increase slightly over the 2010 models ($145,200 for the CL63 and $207,170 for the CL65). Shoppers in that tax bracket shouldn't have any trouble shelling out a few grand extra for the latest in CL-Class exclusivity.

2011 Tata Nano CX - Driving the World's Cheapest Car

Auto Car | 2011 Tata Nano CX - Driving the World's Cheapest Car | People love the idea of super-cheap transportation. Two generations ago, Volkswagen  captured the world's attention with the Beetle (known originally as "The People's Car"), but when people finally drove the rear-engined VW, they realized it was more than just a cheap car – it was remarkably fun to drive. India's Tata Motors picked up on the people's car idea several years ago. Motorbikes and pedal bikes are the go-to transportation options for millions in India, which presented an opportunity. But with the average price of a new car in the U.S. hovering around $30,000, an inconceivable sum in the developing world, Tata would have to do something very different. The tiny Nano was the result. It's currently on sale in India starting at around $2,500. That sound you hear is over a billion people cheering because they can now envision themselves owning transportation with a roof that they don't have to pedal.

The pint-sized sedan wowed crowds at its New Delhi introduction in 2008 and Tata began exporting the Nano throughout the developing world. Speculation swirled that the company would eventually target the U.S. after the car was put on display at the 2010 Detroit Auto Show, but do we really want it here?
Given enough smooth, straight road, the Nano might have hit 65 mph, but driving that fast isn't the little car's forte. It's designed for congested city streets where speeds rarely top 45 mph. Even at these lower speeds, the Nano still feels floppy and sloppy. Around corners the softly-sprung suspension wallows like a rowboat in angry beach surf. Even slight road imperfections or tiny steering inputs cause the body to roll and flex with a sickening queasiness. Confidence inspiring it was not.

Compared to motorcycles, motorized tricycles and bicycles, the Nano is a real car that's actually affordable to the rapidly growing middle class in developing countries. It surrounds occupants in steel, puts a solid roof over their heads, and even provides a climate-controlled interior. And with an estimated EPA fuel economy of 52 mpg city and 62 mpg highway, the Nano is economical to operate. This car is a huge step forward in terms of transportation for a lot of people who've never had the opportunity.

That said, the Nano is clearly not ready for U.S. shores. Americans who want transportation for $2,500 have an endless supply of used vehicles to choose from, nearly all of which would outperform the Nano while providing more safety. Representatives from Tata Motors freely admit that to enter the U.S. market, the Nano would require crush zones, airbags, anti-lock brakes and electronic stability control, which would dramatically increase the vehicle's cost. Estimates of $8,000 have been tossed about – so much for ultra-cheap transportation in America.

However, looking ahead a few years, Tata shouldn't be counted out. It recently purchased Jaguar and Land Rover from Ford Motor Company, so it has access to top-notch automotive technology. Additionally, development of the Nano is supported by an already huge and advanced manufacturing operation. So there's the potential – and a desire – for a push into North America. And if anybody can bring the world a modern people's car, Tata can.

2011 BMW 535i

Auto Car | 2011 BMW 535i | The 535i has a high level of available infotainment technology and driver aid features, including a Park Assist feature that automates parallel parking. Performance is good and efficiency is up despite this being a larger, more spacious sedan than years prior.

The bad: Suspension feels a bit floaty and body roll is evident despite active suspension tech. Nearly every feature we like in the 5 Series is an additional cost option, which adds considerably to the bottom line.

The bottom line: The 2011 BMW 535i is easily one of the best sport sedans in its class for handling, fit and finish, and prestige, but it doesn't represent the highest value on the market.

The new-for-2011 BMW 5 Series is no mere visual refresh. This updated model is physically larger, yet visually smaller. It features updated drivetrain tech and an overhauled infotainment system, but has the 5 Series lost some of the fabled BMW driving dynamic with this revision? We got behind the wheel of 3.0-liter TwinPower turbocharged 535i variant to put it to the test.

Driving dynamics
Beneath the BMW's hood breathes a 300-horsepower, TwinPower turbocharged three-liter inline six-cylinder engine. However, this isn't exactly the same mill that can be found in the previous model year. For 2011, BMW has moved from a true twin-turbo setup to a twin-scroll single turbo for the 3.0-liter engine's forced induction. This configuration retains the quick spooling characteristics of the twin-turbo, reducing turbo lag, and maintains identical power ratings and the same 300 foot-pounds of torque as the previous model had--although peak torque now comes on 200rpm earlier.

Power delivery is smooth, with a flat torque curve that makes the inline six-cylinder feel more like a small displacement V-8. However, though the 535i isn't wanting for grunt, its power delivery is not overwhelming. There's an adequate amount of torque to motivate the car, but not enough to bend the laws of physics and mask the fact that you're behind the wheel of heavy sedan.

Two automatic transmission options are available on the 5 Series, a no cost optional 8-speed and a $500 sport automatic with paddle shifters, but we were happy to find a six-speed manual shifter gracing our tester's center console. Shifts are chunky, with deliberate engagement, and the heavy clutch pedal will give your left leg a workout, but there is little that's more satisfying than rowing through your own gears.

Between the sedan's unibody and where the rubber meets the road there's a good deal of adaptive chassis tech available to the 5 Series owner. By checking the box next to the $2,700 Dynamic Handling Package, the 535i gains electronic damping control, which varies the stiffness of the sedan's suspension for a more comfortable or sporty ride, and Active Roll Stabilization (ARS), which uses adjustable antiroll bars at the front and rear of the vehicle to help keep the sedan flat when cornering. Tying these systems together is BMW's Adaptive Drive system, which gives you the choice of Comfort, Normal, Sport, and Sport+ presets.

Choosing the Dynamic Handling Package requires you to also choose the Sport Package, adding 19-inch wheels with performance tires, swapping in sportier seats and steering wheel, and raising the top speed limiter-- all for an additional $2,200.

Even with the Adaptive Drive set to Sport, the BMW feels heavy through twisty mountain roads. Body roll was evident and noticeable, despite the ARS system, and the 535i feels as though it's relying too heavily on its gadgets to offset the increased mass. Thankfully, although the BMW rolls, it doesn't feel like it's floating or is disconnected from the road, and the increased low-end grunt meant that we were almost never caught without enough torque to power the sedan out of turns.

After unsuccessfully trying to make a canyon carver out of this Ultimate Driving Machine, we switched modes and tackled a few wider roads with sweeping high speed turns and found the 5 Series to be an excellent grand-touring machine. Its long wheelbase and compliant suspension made the sedan quite comfortable for relaxed blasts through the countryside, but its communicative steering never lets you forget that you're driving rather than merely transporting.

Also available on the 5 Series is a feature called Integral Active Steering, which adds up to 2.5-degrees of rear wheel steering. It steers against the front wheels at low speeds to reduce turning radius, and steers with the front wheels to add stability for highway speed lane changes. Our vehicle was not equipped with this $1,750 option.

Cabin tech
The 5 Series' cabin tech package checks all of the right boxes, but only if you make sure to check the those boxes when making your purchase, as nearly all of the Beemer's gee-whiz gadgets are optional.

Starting at the top of the center console, the BMW's wide-screen hard-drive-based navigation system features 3D terrain data and satellite imagery when zoomed far enough out and, in major metropolitan areas, 3D building data when zoomed far enough in. The wide screen allows users to split the screen to display secondary data (audio source, trip computers, and turn-by-turn directions) alongside the map, or fill the entire screen with the beautifully rendered maps. The navigation system also features traffic data.

Bluetooth connectivity with BMW Assist is standard on the 535i. BMW Assist is the automaker's connected-telematics system that integrates GPS positioning, cellular connectivity, and something of a concierge service to give you access to a live operator who will assist the driver with locating destinations (and cueing up the vehicle's turn-by-turn directions) or alerting first responder services in the event of an emergency. The system also enables hands-free calling with voice activated dialing and supports Bluetooth PBAP, allowing it to automatically import contacts from a paired handset that also supports this profile. A2DP audio streaming is not supported, so smartphone users wanting to get their Internet streaming-radio fix will need to use the BMW's analog auxiliary input.

Mercedes-Benz shows off its green supercar

Auto Car | Mercedes-Benz shows off its green supercar | When Mercedes-Benz showed off its new SLS AMG supercar at the 2009 Frankfurt auto show, the company said it would also build an electric version of the SLS. We promptly ignored that claim as lip service to green pressure, and proceeded to drool over the truly stunning SLS AMG.

But now Mercedes-Benz has released photos and specs for the SLS AMG E-Cell, teaching us not to dismiss Mercedes-Benz's intentions as idle plans.

This vehicle uses the SLS AMG's body and most of its original suspension, but replaces the 6.3-liter V-8 engine with four electric motors, one positioned near each wheel. Combined with a 400-volt lithium ion battery pack producing 48 kilowatt hours, the SLS AMG E-Cell gets to 60 mph in 4 seconds, just .3 seconds slower than the gasoline-powered version.
The four electric motors and battery pack give this electric supercar 526 horsepower and 649 pound-feet of torque, a little less than the 563 horsepower afforded by the gasoline engine. Unlike the SLS AMG, the SLS AMG E-Cell has all-wheel-drive due to the four electric motors, which could give it a cornering advantage.

Mercedes-Benz has not mentioned the SLS AMG E-Cell's range.

The SLS AMG E-Cell keeps the ceramic brakes of its gasoline equivalent, but also gets regenerative braking. Further, liquid cooling and a heating element keep the battery pack at optimum temperature for long life.

Mercedes-Benz has not announced plans to produce the SLS AMG E-Cell. The car serves as an early attempt by Mercedes-Benz's performance division to show it can remain relevant in a post-fossil-fuel era.

2011 BMW 335is

Auto Car | 2011 BMW 335is | A wide-screen LCD for the navigation system and Harman Kardon audio are highlights of the 2011 BMW 335is' cabin tech. The six-speed manual transmission has an excellent feel, and a dual-clutch transmission is available.But, With no comfort setting, the ride quality is always sports car stiff. The navigation system is too talkative, and the filter-based iPod interface makes more sense in a computer than a car.

The 2011 BMW 335is embodies BMW's unique handling character, making it an excellent sports car, but less comfortable for everyday use.MW's 335i model is no slouch when it comes to performance, but the company decided to step it up for the 2011 model year, offering a 335is model. The last model bearing the "is" appendage in the U.S. was the 325is, discontinued in 1995. The "s" in the model name stands for sport, something that seems oxymoronic when added to a BMW.

You might think of the 2011 BMW 335is as an intermediate step between the 335i and the M3, but you would be wrong. Although an excellent sports car, the 335is falls far short of the standard set by the M3. The 335is is more of a slightly tuned-up version of the standard 335i.
But a slightly hotter 335i is just fine with us.
Although the 335i got an engine update for 2011, going to a single twin scroll turbocharger from the previous dual turbos, the 335is keeps the engine from the 2010 3-series. BMW tuned the 335is' engine to output 320 horsepower and 317 pound-feet of torque, an increase over the 335i's 300 horsepower and 300 pound-feet of torque.

To us, the 335is did not feel much more powerful than the 335i, and BMW's own numbers bear this out. BMW's testing puts the 335i Coupe with a manual transmission at 5.3 seconds to 60 mph. The 335is makes the same run in 5.1 seconds, only a 0.2 second gain, crucial in drag racing but difficult to notice on public roads.
This engine is also supposed to have an overboost feature, bumping the torque up to 370 for a few seconds when the accelerator is floored. We have to apply a "MythBusters"-type rating of "Plausible" to overboost. We found many occasions to put the pedal to the metal, but never felt this extra boost. If it's there, it is either too subtle to notice, or takes something extra to engage it.

Optional DCT
But the above numbers hardly tell the tale of this car. First of all, the 335is is gorgeous. Using the same body and dimensions as the 335i Coupe, the 335is looks sleek, with a low hood and trunk lid. The roofline doesn't bubble up too high, and it flows quickly and neatly into the rear of the car. The only exterior differences for the 335is model are black painted grille inserts and mirror caps.

The 335is also uses different gear ratios than the 335i on its six-speed manual transmission, letting the engine speed run higher in the low and midrange gears. We had a lot of love for this gearbox, the shifter dropping into each slot in the gate with liquid smoothness. The transmission also seems aware of engine speed, the shifter naturally moving toward higher gears when the RPMs are up.
One thing that makes the 335is particularly attractive is that BMW offers its DCT, or seven-speed dual clutch transmission, as an option. That transmission works exceptionally well, yet is not available on the standard 335i, only on the M3. The DCT actually shaves another tenth of a second off the zero to 60 mph time.
Another difference between 335i and 335is is that the suspension feels more tightly tuned in the latter. This tuning means a harsher ride over rough pavement, with jolts felt more strongly in the cabin, but it also means better handling.

Racing along a twisty back-country road, the stiff suspension kept all wheels pushed hard down on the pavement, like a centipede as it went over hillocks at speed. It also kept body roll to a minimum, letting us apply rotation in the corners.

In fact, it handled so well that we would truly need to drive at reckless speeds to approach its limits. The only way to really hit the 335is' maximum cornering speeds would be on the track. BMWs have a unique attribute of not understeering when powered through a turn, something the 335is embodies.
Where the M3 has a bunch of different modes, giving it a dual personality, the 335is is pure sports car, always on. But there is one driver-controllable tweak, Dynamic Traction Control. After hitting the DTC button, we had even more fun with the car, getting it to rotate a few degrees more in the corners without it ever feeling out of control.

2011 Audi R8 Spyder 5.2 Quattro supercar in "Iron Man 2"

Auto Car | 2011 Audi R8 Spyder 5.2 Quattro supercar in "Iron Man 2" | Tony Stark drove the 2011 R8 Spyder 5.2 Quattro supercar in "Iron Man 2," now you can too for a mere $161,000, Audi today announced. The first open-top Audi supercar, which has a top speed of 195 mph, will begin rolling into U.S. showrooms as soon as next month.
The R8 Spyder 5.2 Quattro differs from the classic Audi look--there are no signature sideblades on the Spyder. Another significant difference on the R8 Spyder is the use of dramatic Aluminum Optic vents on the new rear engine cover and aluminum a-pillars. Last year, CNET's Antuan Goodwin compared the R8 Spyder with the Gallardo Spyder.

The Spyder features thermal-resistant leather seats that are colored with pigments that can cool hot seats by as much as 68 degrees--even in direct sunlight. The sports car also has a Bluetooth system with a seat belt mounted microphone that operates clearly even with the top down.
Audi today also said it intends to sell the Audi RS5 in the U.S. market starting in 2012.
The 4.2-liter V-8 engine in the Audi RS5 Coupe generates 450 horsepower. Audi will release details on the RS5's equipment levels, pricing, and fuel economy standards at a later date.

First Drive: 2011 Volkswagen Jetta

Auto Car | First Drive: 2011 Volkswagen Jetta | For Volkswagen of America, it doesn't get more brot-und-butter than the Jetta. Forced into the shadow of the best-selling Golf, VW Germany's refrain was "Sell more Golfs!" To which VoA would steadfastly reply, "Americans don't want hatchback. This went on for over two decades until the corporate mothership finally recognized that its compact sedan was what the people wanted Stateside. So for 2011, the Jetta has been restyled, reformed and reinvigorated with a new purpose: to take on the Honda Civic and Toyota Corolla, not to mention the Mazda3. How? This story begins and ends with price. A 2011 Jetta in "S" trim will set you back just $15,995. Compare that to the 2010 model, which starts at $17,735, and the Civic and Corolla which clock in at $15,655 and $15,450, respectively. The "German premium" has finally been addressed. But at what cost? We trekked to San Francisco to find out.

Brake feel is reminiscent of the last-generation model – spongy up top with a more progressive pedal feel further down the travel – and power from the 2.5-liter five-pot is more than adequate for most applications, particularity given the car's commendable 110-pound weight reduction over its predecessor. Our lone gripe with the engine/tranny combo came in the form of a unnerving lurch when applying minimal pressure to the throttle from a standstill. We're not sure if this was a calibration issue or something related to the hill-start assist feature, but VW assures us that the hiccup will be exorcised before sales begin later this year.

Although the banner headline for the 2011 Jetta is its $15,995 price of entry, as with all vehicles hailing from Germany, that price rises precipitously as the option boxes are ticked. The SE comes in at $18,195, and with the Convenience package, the tally rises to just below $20k. Add the sunroof and you're up to $20,795. Start going for broke with an SEL ($21,395) and you're on a collision course to $24,195, not including the $1,100 automatic option. Compared to its rivals, that's easily in-line with the market, but two overarching questions remain: How will the new Jetta's reliability fare after more than five years of ownership (something that's standard in this segment)? And can public perception of a German car's affordability and durability be shifted enough to allow Volkswagen to score the market share it so desperately craves. With VW gunning hard for the mantle of world's largest automaker by 2018, this new Jetta is a massive cornerstone in its plans for global domination. The pricing is about right and the experience its exactly what American consumers expect. And perhaps even more significant, if you line up the Corolla, Civic and Jetta, the German still offers a more premium first impression despite the new cost cutting. But will that all be enough, and will marque loyalists accept this shift in focus? We should have a good indication by this time next year.

2010 Porsche 911 Sport Classic

Auto Car | 2010 Porsche 911 Sport Classic | The Porsche 911 Sport Classic, introduced late last year, never made it into North American showrooms. The Feds wanted it certified, and with a production run of just a couple hundred units, the German automaker couldn't accomplish the task in a financially feasible manner. That's a cryin' shame, as the gray 911 sporting retro-styled Fuchs wheels and a ducktail is likely one of the best street vehicles to ever come out of Stuttgart. As good fortune would have it, we crossed paths with a 911 Sport Classic factory prototype in France at the 2010 Le Mans Classic earlier this month. Not only were we able to spend three days with the ultra-limited-edition Porsche, but we had the opportunity to take her out for several hot laps of the complete Le Mans circuit. What differentiates the Sport Classic from the Carrera S, and what's the story behind those retro-styled touches? How does the Sport Classic drive, and can it be compared to a track-ready GT3? Lastly, what's the justification for such a high sticker price? Find these answers, and more, after the jump.

When Porsche says "Limited Production," it means it. Compared to short run models from Mercedes-Benz (making a planned 1,200 SLS AMG models), Ferrari (assembling 599 copies of its new 599 GTO) and Bugatti (crafting about 500 copies of its Veyron  supercar, including various boutique models), the 250 copies Porsche made of its 911 Sport Classic was just a token run. Nevertheless, exclusivity helps drive demand, and as Porsche expected, all models were sold as quickly as they were produced.

The 911 Sport Classic is based on the standard-production Porsche 911 Carrera S. However, there are several significant differences. Compared to the often brightly-colored Carrera S, all copies of the limited-production Sport Classic wear the identical drab gray paint (appropriately named "Sport Classic Grey") with very discreet twin racing stripes running up and over the length of the bodyshell. The front fascia of the Sports Classic is capped with a "SportDesign" (Porsche's in-house customizing department) lower front splitter, and there are custom black-painted surrounds circling the standard bi-xenon headlights that are reminiscent of those found on the 1974 911 Turbo RSR. Black is also the standard paint treatment for the intake grids, mirror triangles and the lower sections of the mirror base. Look a bit more carefully up top, and you will also notice the subtle double-dome roof (mirroring the roof contours of the 911 Panamericana show car and the roofline of the Carrera GT).

Step over the illuminated door sills and you are taken back to a time when the mechanical movement of a transmission, the exhaust note of a flat-six at full song, a perfectly modulated brake pedal and uncompromised steering took precedence over amenities and technology. The classic double-bubble roof, ducktail spoiler, Fuchs wheels and woven seat fabrics are all necessary to reinforce the sensations on the left side of the brain and complete the creative and elaborate retrospective fabrication. The lucky few who were fortunate enough to put a Porsche 911 Sport Classic in their garage didn't stumble over the price – they seldom do. Instead, they were drawn in by the vehicle's bloodline and exclusivity, and taken by the joy they experienced each time their left hand turned the key. We can hardly blame them.

First Drive: 2011 Hyundai Sonata Hybrid

Auto Car | First Drive: 2011 Hyundai Sonata Hybrid | Perhaps we shouldn't be surprised that the 2011 Hyundai Sonata Hybrid hails from a nation where Buddhism is one of the dominant religions. After all, this slippery sedan's design is the gas-electric's equivalent of The Middle Path a road that the company hopes is truly the way to automotive enlightenment. In the still-young history of the modern hybrid automobile, there have been two prevailing schools of thought on design: As the less costly path, The Low Road to hybridization is already a crowded one – it's a design route that basically calls for the electrification hardware to be buried beneath a familiar bodyshell that's shared with a conventional internal combustion-only model (see: Lexus LS 600h, Ford Fusion Hybrid, Chevrolet Silverado, etc.). The driving philosophy here is to keep production costs in check while also appealing to audiences that might be otherwise reluctant to embrace "new" technology.

While it shares its platform, doors, glass and roofline with the conventional gas-powered models, the Sonata Hybrid has a surprisingly assertive look all its own. Just check out its gaping hexagonal air inlet with a floating bumperette and license plate holder – it looks nothing like the controversial wavy slat assembly on the gas Sonata. The same goes for the piercing new headlamps with integrated light tube ribboning, as well as the wing-shaped chrome garnish on the hood's leading edge. The Sonata Hybrid's visuals are actually bold enough that one could be forgiven for thinking that Hyundai might have reserved it for the forced-induction 2.0T model. We wouldn't call it a pretty face, but it's clearly got aggression to spare.

Move along the Sonata Hybrid's profile, and you first notice the KitchenAid-spec 16-inch alloys and the subtle rocker panel extensions employed for better aerodynamics. Out back, the rear bumper cap has also been resculpted to more cleanly detach air (notice the harder-edged lines around the corners), and a blacked-out lower fascia helps to visually lighten the design. The Sonata Hybrid's coolest design element? Its clear rear lights, because the brake lamps appear to incorporate an atom symbol graphic when lit. All of those changes help drop the coefficient of drag from a slick 0.28 cD to a positively eel-like 0.25.

Lamborghini LM002

Auto Car | Lamborghini LM002 | Not only is this one of just 48 Lamborghini  LM002 Americans produced, but it's the only "Rambo Lambo" we've ever seen finished in color-shifting DuPont ChromaLusion paint. That may be a good thing, depending on your personal sense of style and how it meshes with your image of Lamborghini. These Italian Hummers were built for military use but never really caught on. Maybe those expensive and fragile Countach V12s in the engine bay had something to do with it. Even after Lamborghini switched to the more robust Diablo mills, the trucks were still relegated to private service, mainly in the fleets of wealthy sheiks and celebs.

The 5.2-liter, 420-horsepower Diablo V12 in this particular LM has just 3,068 original miles on it, and in addition to the chromatic color-shift paint, it features bespoke magnesium wheels, revised hood and trim, along with polished aluminum skid plates. It once belonged to renowned wildlife artist Christian Lassen, who had it painted this quad-toned hue. At Barrett-Jackson's inaugural Orange County auction, this LM002 hammered home $75,000. Check out more photos in the gallery below.

Lamborghini developing Touareg-based SUV, V8 Gallardo

Auto Car | Lamborghini developing Touareg-based SUV, V8 Gallardo | Hold on to your butts, Lamborghini fans. Word from Car and Driver's  German correspondent is that the bullish Italian automaker is strongly considering re-entering the hardcore SUV segment. Considering that the brand's last effort into such uncharted territory brought us the Hummer-esque LM002, you can officially color us intrigued. If the machine does make it past the planning stages, it will reportedly be based on the platform shared by the Volkswagen Touareg and Porsche Cayenne, but we imagine it would get a powertrain more suitable for Lamborghini use we can only hope that means a V12, as was the case with the LM002.

Another market Lamborghini is said to be considering is the entry-level V8 supercar segment. If a production model does indeed come about, it would slot below the V10-powered Gallardo. As with the aforementioned SUV, this would not be the first time Lambo has dipped a toe in these waters, as its Urraco, Silhouette and Jalpa played in the exact same market in the 1970s and 1980s before the Italian manufacturer pulled out in favor of traditional range-topping supercars like the Diablo and Murcielago.

Sadly, rumor has it that Lamborghini will not pursue the Estoque concept, leaving the Maserati Quattroporte as the only Italian to do battle with the likes of the Porsche Panamera and Aston Martin Rapide. Still, the company must at least be considering the Estoque since it went ahead and produced a concept to gauge reaction. So, which of these new Lamborghini rumors would you most like to see fulfilled? Take part in our totally unscientific poll after the break.

2011 Kia Sportage first drive

Auto Car | 2011 Kia Sportage first drive | Something unexpected is happening at Kia. The Korean car  company released new models, updated others, and put hamsters in its commercials. We took a preview drive in the Sportage, Kia's small SUV that has undergone a radical restyling.

With a base price of $18,295, the 2011 Sportage makes an economy play, and some of the car's appointments, such as hard plastics in the cabin, reflect that strategy. But other aspects of the car, such as the ride quality and handling, suggest something slightly more upscale. Think Honda when it ruled the economy roost.

At its highest trim, and fully loaded, Kia says the price only gets to about $28k. At this level, the Sportage includes features such as dual-zone climate control, a heated and cooled driver seat, locking all-wheel-drive, and navigation.

Following a trend Kia set with the new Forte and Soul models, all Sportage trims come with a Bluetooth phone system that lets you dial by name using voice command and a USB port for iPod integration.

Kia's new look
On a typically foggy San Francisco summer morning, we stepped out of a presentation on the new Sportage to find the car we would spend the day driving waiting for us. Its smooth sides gave it a very modern look, and a clean break from Kia's past. A strip of LED parking lights gave the car a more upscale style than its price would suggest.

Kia's new design language was apparent in the grille, with its up and down tabs. Our EX trim model, the top trim, also sported 18-inch wheels, the gloss black paint in the angular cut-outs another unique new Kia signature style. The back of the car was smooth and nicely molded, but the high beltline along the sides and the thick C pillar, combining to create a fortresslike look, are an all-too-common sight amongst new cars.

Raising its high-tech flag, the car's smart key let us unlock the door by touching a button on the handle and start the engine with another button. We noted the hard plastics, but the cabin looked nicer than it felt. The steering wheel was the same style as in the Kia Sorrento we reviewed earlier, with buttons for the stereo and the Bluetooth phone system.

No UVO yet
The responsive flash-based navigation system included colorful maps, although only in 2D, with traffic information displayed over the roads. The LCD in the dashboard came with the navigation option, and served as a display for our music library, once we had connected an iPhone to the car. Navigation, phone, and audio menus on this screen all combine good usability and a nice aesthetic sense.

But Kia disappointed us by not having its new UVO system ready. Based on Microsoft's automotive platform, UVO incorporates many of the features we've previously seen in Ford Sync. It integrates a variety of MP3 players with the car, enabling voice commands for playback. It also has a gigabyte of onboard memory to which you can copy MP3 files from a USB drive.

You can rip CDs to the onboard storage, although UVO lacks an onboard music database, and so can't automatically tag tracks from CDs unless they have a CD text file. Untagged CDs will just show up in the system as CD 1, CD 2, etc.

UVO won't be available when the 2011 Sportage first hits showrooms, taking a couple of months to follow the first models out. But probably the biggest strike against it is that buyers will have to choose between UVO or the navigation system. Kia promises to integrate these systems in the future, but for the time being, consumers are left with a bad choice.

A four-cylinder update
There is little choice with the Sportage's power train, as a 2.4-liter four-cylinder engine comes standard at all trims. But this engine is no slouch, with an output of 176 horsepower, making it even more powerful than the previous model's V-6. The base model pairs this engine with a six-speed manual transmission, something not often seen among SUVs, but the LX and EX trims get a six-speed automatic. All-wheel drive is an option on the LX and EX trim vehicles.

Although our EX model with all-wheel drive didn't exactly roar when we pushed the ignition button, it took off into city traffic with a reasonable amount of power. The steering wheel felt good, with a thick, leather-lined rim. The transmission shifted smoothly through its six gears. Going over some rough pavement, the suspension softened the jolts reasonably well, without a lot of bouncing around.

We particularly like the size of the Sportage in a dense urban area. It never felt ungainly, and the high seating position helps visibility on crowded streets. The electronic power steering offered a comfortable amount of resistance, and the turning radius proved tight enough for parking maneuvers.

A backup camera, using the navigation LCD for its display, also helped while parking. In a Sportage without navigation, Kia says that the backup camera display would show in the rearview mirror. But this camera is the only driver aid feature available in the Sportage, as features such as blind-spot detection have yet to appear on the option list.

On the freeway, the Sportage handled the higher speeds well, and we were able to carry on a conversation and listen to music without being overwhelmed by road noise. The ride continued smooth, but in passing maneuvers we found the limits of the engine. Slamming down the gas pedal, the transmission kicked down, letting the engine run up to peak horsepower. The Sportage did not bolt forward dramatically, and a painful whine sounded from the engine compartment, but we were able to overtake and pass other cars.

Although we didn't drive enough to test it, Kia claims fuel economy of 22 mpg city and 31 mpg highway for a front-wheel drive Sportage with the automatic transmission.

But we did get to test the Sportage's handling on winding mountain roads. Although no track star, we were able to push the little Sportage reasonably fast in the corners. The car kept steady during these exercises, stabilizer bars preventing excessive body roll. The steering felt sharp, responding well to speedy turns. We also made use of the transmission's manual mode, which let us hold gears up to high rpms without interference, although shifting involved the usual torque converter slushiness.

The car we were driving had all-wheel drive, a new system from Magna called Dynamax. According to Kia, this system very quickly transfers torque from the front-biased drive to the rear wheels as needed. At the push of a button, you can also lock the drive ratio to 50/50, although this setting is intended for speeds less than 25 mph.

With all-wheel-drive comes hill descent control. We did not have the opportunity to take the Sportage offroad, but going down one of San Francisco's steepest grades (31.5 percent), we engaged hill descent. It let the Sportage slowly crawl down the hill while we touched neither brake nor gas, making odd groaning sounds all the way. After a while, we got bored with the 5 mph pace and pushed the hill descent button again, relying on our own braking foot.(Source:cnet.com)