2012 BMW 328i Sport vs. 2013 Cadillac ATS 2.0 Turbo

The BMW 3 Series isn't just a car. As my cohort Jonny Lieberman likes to say, the 3 Series is a segment. Now, this isn't an attempt to stoke BMW's ego, or, as many of our readers would assume, bias towards the Bavarian brand. It's just the simple truth: When an automaker chooses to compete in the luxury sports sedan segment, it's benchmarking the 3 Series. No BMW has consistently won Motor Trend comparison tests like the 3 Series has, and for good reason. The 3 Series has come to define BMW's Ultimate Driving Machine mantra and embodies the purest qualities BMW stands for as a brand.Back in May, we hosted a sport sedan shoot-out and invited eight four-door sportboxes to duke it out. Everyone from Audi to Volvo came to play, and in the end, we said (and I quote), "This is not just a win for the 328i -- it's a massacre. ... there is no competition." Well, that was then. And then was before Cadillac had brought its new ATS to market.

Of course, Cadillac smartly realizes BMW rules the 3 Series segment, and looking over the spec sheet for the ATS, it's clear Cadillac engineers used BMW specs as they would a recipe for their grandmother's lasagna. The exterior dimensions -- length, width, and height -- are all within an inch of the 328i and the difference in curb weight is just 24 pounds (the heavier BMW has a sunroof while the ATS does not). The engine is 2.0 liters and turbocharged, just like the 328i. Output is also nearly identical, as you might expect by now: 272 hp for the ATS, 240 for the (cough, cough) underrated (cough, cough) BMW with 260 and 255 lb-ft of torque, respectively. Both cars are available with automatic gearboxes, but the Caddy gets six cogs to the BMW's eight. This being a sport sedan comparison, we decided on six-speed manuals for both cars. Wheels on both cars are 18 inches and suspension is strut front, multi-link rear on each, with anti-roll bars at both ends. Heck, even the base price of each car is an identical $35,795 with destination fees factored in.

But let's turn our attention from spec sheets to sheetmetal. For 2013, the BMW gets a subtle redesign. All that "evolutionary, not revolutionary" stuff you've been reading about the 328i is true -- BMW isn't messing too much with what works. The Bimmer's lines are taut and the stance is aggressive, with 18-inch wheels filling out the fenderwells on our Sport model. It looks lean and toned and every inch a BMW. Meanwhile, there's no doubt the ATS' sheetmetal is influenced by the CTS, but the overall design is more than a four-fifths scale take on Big Brother. We love the swoopy, Mercedes-esque beltline and the chiseled front end. Caddy didn't go overboard on the flash, keeping chrome trim subtle, and the illuminated door handle inserts and vertical headlights that sweep up the hoodline are lovely touches.

Inside, the two cars couldn't be more different. BMW sticks with an understated black interior, spiced up only with a red trim strip across the dash and red stitching on the leather seats and steering wheel. The dash is all soft-touch grained material of reasonable quality, but the matte black rubberized buttons and switchgear look a bit cheap for a car that can easily be optioned to more than $50k. Nevertheless, the latest version of iDrive works intuitively and quickly, with a well-integrated voice command system. The ATS interior is a little more flashy, with a good-looking leather-topped dash and a stylized piano black center stack that unfortunately picks up smudges and fingerprints like mad. Cadillac's CUE interface, while not on the same level as the continually refined iDrive, works well enough with some advanced touches including a proximity sensor that hides cluttering functions until a hand moves within inches of the touch screen. Buttons on the center stack incorporate haptic feedback for more positive response.

Both cars are designed to carry four adults, and while each car's front seats are reasonably comfortable, those in the Cadillac are a bit too firm -- something we've noted previously in the CTS. The rear seat advantage also goes to BMW, which offers a touch more legroom and a slightly more comfortable bench. There is similar wheel well intrusion in each car's trunk and both offer average capacity.

At the dragstrip, the 328i pips the ATS by a full half-second to 60 mph, but that gap lessens to just 0.3 seconds through the quarter-mile, with runs of 14.1 and 14.4 sec, respectively. If you look at the charts for our two competitors, you'll see the cars are dead-nuts even to 15 and 30 mph, so why the big gap by 60 mph? Most of it has to do with the ATS' shorter gearing, which requires a second shift to get to the big six-oh. Around our figure-eight track, the race tightens. In fact, our cars managed identical 26.3-second laps -- a pretty amazing thing. Pure skidpad numbers give a 0.01 g advantage to the ATS and its wider rear rubber, and the Caddy also takes top braking honors, with a 108-foot stop from 60 to 0 mph, where the BMW required 113.

Too close to call? Not so fast. Though dimensions and performance specs may be nearly identical between our two sports sedans, there are marked differences in the way each car drives. Traditionally, one of the 3 Series' highlights has been its sharp, balanced handling and less compromised attitude. Ironically, it's here that the BMW is let down. We wouldn't call the 328i a poor-handling car by any stretch of the imagination, quite the contrary. Toss the BMW into a sharp turn, and mild initial understeer dissolves quickly to beautifully neutral behavior. A stab of the throttle will goad the rear into hanging out ever so slightly, but with utter control. The ride quality remains relatively supple; the downside is that the BMW has a slightly rubber sensation in relation to the ATS. Every input seems to be damped slightly; every corner entry just a hair slower; every sensation just that much more muted.

Take the same turn in the ATS and initial understeer is more abrupt, with more marked transitions to neutral, then slight oversteer under throttle provocation. But the inputs are sharper and the response is quicker. The steering has a directness that reminds us of the E46 3 Series, not the current car. We mean that in a good way. More than that, the chassis feels more responsive, firmer, tauter. The Caddy's engine feels punchier mid-range, and while the engine note isn't what you'd call melodic, it's a little louder and rawer. If the BMW is the Beatles, the Cadillac is the Rolling Stones. There's that much more aggression and drive to the ATS; that uncompromised driving experience that sadly no longer exists in the 3 Series. Drive the Bimmer without driving the Caddy and you may not even notice, but driven back to back, the difference is marked.

That's why the ATS' faults are so frustrating. We may have gotten a car with a defect, but the six-speed manual gearbox in our tester was hugely disappointing. Shifts were notchy and imprecise, with several testers continuing to miss gears even as hours in the car piled up. The transmission in the 328i is no sweetheart, but despite its rubbery feel, it didn't cause us to lose our concentration with botched gear changes.The Caddy's suspension also needs some recalibration. The magnetic ride shocks have the potential to be brilliant, as we've seen in other GM products, but here they're tuned a tad too aggressively. There are two modes -- Normal and Sport -- and the latter is simply too firm to be used on any public road. We're also concerned about the damping rates in Normal mode, as there was some heavy and frankly unsettling up/down movement under certain conditions. We could pinpoint sections of road where this happened, but we couldn't quite explain why, given that the road surface was quite smooth. Simply put, it felt like the rebound rate may be too high, resulting in a somewhat violent bobbing motion.Those two faults are so significant in the driving experience that the BMW hangs on to win this comparison by the skin of its teeth and keep its segment crown. That said, we suspect GM will be doing what it can to remedy these issues post-haste. When it does, look out, BMW.

2014 Mazda6

The toughest gig in town? If you're a mainstream automaker, it's the midsize sedan segment, now the absolute heartland of the American new car market. Last year's Motor Trend Car of the Year set benchmarks for ride, handling, interior package, and powertrain in the segment. The Camry sales juggernaut just keeps on rolling, a testament to Toyota's massive marketing muscle and consumer inertia, and the Hyundai Sonata has everyone worried about the growing reach of the Koreans. And just to make things even more interesting, in the past few months alone, Chevy launched a new Malibu, Honda a new Accord, Nissan a new Altima, and Ford a new Fusion. If you're thinking of crashing this party, you'd better bring your A-game.Enter the 2014 Mazda6
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Mazda is a car company in transition. For more than 30 years, it operated in partnership with Ford Motor Company, which at one time owned a third of the Hiroshima-based automaker. Ford's involvement was a blessing and a curse: It gave relatively small Mazda a big brother it could lean on for everything from R&D to vehicle architectures to manufacturing plants, though it also meant Mazda had to conform to Dearborn's view of the automotive universe. No longer. Since 2010, Mazda has been free to pursue its own destiny. But as a company that last year sold about 1.3 million vehicles worldwide, that freedom has necessarily been tempered by the need to watch the pennies. Put simply, Mazda can't afford to screw up.Yep, there's a lot riding on the all-new Mazda6. This is perhaps the single most important new vehicle Mazda will launch this side of the next-gen Miata, the company's touchstone car. The good news is that, at first blush, Mazda looks to have got a lot right with the new 6. In terms of the current crop of mid-size sedans swarming like frenzied piranha around the American consumer, it looks to be an A-game car.

The new Mazda6 is the second car designed from the wheels up to make the most of Mazda's Skyactiv suite of fuel-saving technologies. It shares engines, transmissions, and even some structural elements - the front and rear subframes, for example - with the CX5, which was the first completely new Mazda the company launched since the 1967 Cosmo Sport. Among the changes made to CX5-shared hardware are a revised front strut layout to improve steering smoothness, revised brake booster characteristics for better initial pedal feel, and a reprofiled steering knuckle neck to reduce road noise.Built in Japan at Mazda's Hofu plant, the 2014 Mazda6 comes in two bodystyles -- sedan and wagon -- with a choice of five different four-cylinder engine variants -- a 2.0-liter gas and 2.2-liter turbodiesel, each available in high or low power tune, and a 2.5-liter gas model -- plus the choice of six-speed manual and automatic transmissions. U.S. buyers won't have to spend a lot of time deciding which Mazda6 they want when the car goes on sale in January. The sedan with the top-of-the-range 189-hp, 2.5-liter direct-injection Skyactiv-G engine mated to the six-speed automatic transmission is, for now, the only model headed stateside, though Mazda USA officials won't rule out considering additional variants. Simple market dynamics suggest they have to: All the other key players in the segment offer a number of engine and transmission variants.

The Mazda6 projects a commanding presence on the road; unlike, say, Ford's new Fusion, it doesn't look smaller than it really is. Styled under the direction of Akira Tamatani, the man responsible for the Takeri concept sedan unveiled at the 2011 Tokyo Show, the new Mazda6 boasts a unique "cab-rear" proportion that makes it look more like a rear-drive car. Extend a line from the point where the A-pillar meets the front fender on most front-drive cars, and it will invariably run through the front axle centerline. On the Mazda6, however, the A-pillar touchdown point has been moved rearwards almost four inches compared with the outgoing model, visually moving the front wheels forward compared with the greenhouse. With a typical Japanese anime flourish, Tamatani-san says it makes the Mazda6 look like "a wild animal ready to leap forward at any second." We wouldn't go that far, but it is certainly a handsome, athletic-looking car.

Curiously, the Mazda6 is the only midsize car in the world where the wagon version is built on a shorter wheelbase -- 80mm shorter, to be precise -- than the sedan. The reason, says Mazda6 program manager Hiroshi Kajiyama, is the four-door has been optimized for the U.S. and China, where consumers prefer their midsize sedans on the larger side, while the rakish wagon is aimed at European buyers, who have developed a fondness for sporty load-haulers. The sedan's wheelbase is a generous 111.4 inches and overall length is 191.5 inches, making the Mazda6 one of larger cars in the class. That long wheelbase, coupled the 72.4-inch overall width, make for a decent cabin with good rear seat accommodation for adult passengers. Moving the cabin back from the front wheels also means the front wheel housings are less intrusive, allowing Mazda to push the pedals outwards and more in line with the driver's body.There's a lot of black plastic inside the Mazda6 -- you can have any interior color you want as long as it's black, or black with off-white seat facings and door trim patches -- but it's well-executed and devoid of any gratuitous design gimmickry. The center stack features simple rotary dials for the HVAC, and a 5.8-inch nav screen sits in a nicely scalloped recess adjacent to the simple three-dial instrument cluster, the right-hand dial of which is a 3.5-inch multi-function display. An MMI-style rotary dial and menu button cluster on the center console control all the nav-screen functions. Only little telltales like the warm-to-the-touch aluminum accents (which means they're actually plastic) and the cheap-looking graphics on the display screens (the nav system is TomTom-based and looks vaguely aftermarket, though it is updatable) remind you you're in a mainstream sedan.One new technology debuting on the Mazda6 is Mazda's i-ELOOP brake energy regeneration system. Loopy name aside (really, can we stop with the Apple rip-offs already?), it's a clever system that combines a variable voltage alternator with a low-resistance, high-discharge double layer capacitor and DC/DC converter to quickly harvest energy during deceleration periods as short as 7 to 10 seconds. The capacitor sends the harvested energy to the DC/DC converter, which then uses it to power all the car's electrical systems. Surplus energy is sent to the regular battery. Shin Okamoto, who heads Mazda's Drivability & Environmental Performance Development Department, says the capacitor can store enough energy to power the Mazda6's myriad electrical systems for one minute. The genius behind this system is the capacitor enables the fast charge/discharge cycle that would otherwise damage a regular battery
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2012 Buick LaCrosse vs. 2012 Hyundai Azera vs. 2013 Lexus ES 350

Think of this comparison of the Buick LaCrosse, Hyundai Azera, and Lexus ES 350 as an elimination round. Very soon, the soup bowl of contenders in the full-size, near-luxury sedan category will be joined by two new ingredients -- the profoundly revamped Toyota Avalon and Lincoln MKZ -- and both of them will spice things up.Hold on, an Avalon and an MKZ ... spicing things up? No, we don't mean in-car bingo on their entertainment screens. They're the revamped real deals. Toyota, after contemplating nixing the Avalon nameplate entirely, has pulled out the stops to build a serious player instead. And Lincoln? It's betting its entire brand on the MKZ re-establishing its relevance. But as we await these two, let's winnow down the existing challengers.

Of the current crop, our top trio hails from three different countries. The Buick LaCrosse is a familiar face that trumpeted Buick's return to the living three years ago. In 2010, we compared the LaCrosse to the previous-gen ES 350 and found the new Buick an unexpectedly good driver. It was dramatic-looking, with a confident, big personality design. And its claims of being very quiet were born out by it coming within a whisker of the previous-generation ES 350's noise levels.Since then, that ES 350 has been replaced by an all-new edition, which MT contributor Art St. Antoine recently explored in-depth. As he pointed out, it'll probably be an even bigger sales hit. But let me summarize his dim conclusion: "...in many respects it's downright disappointing, an uninspired effort, beneath what Lexus is clearly capable of." Some indisputable good news is that those Avalon origins (its predecessor was based on the Camry) have led to more than four inches of additional rear legroom. But overall, St. Antoine's critique is pretty harsh.

The Azera is a real wild card. Based on the Sonata's platform, it's sort of Hyundai's Avalon -- 3.5 inches longer than the Sonata and 1 inch wider. And the biggest winner is rear legroom, which is inflated by 2.2 inches. But what immediately struck us was the Azera's jewel-like interior. If Audi is the leader in sophisticated, artful interior design, Hyundai has become the ringmaster of mass-market dashboard dazzle. How well does it actually work? We'll get to that, but first, the numbers.

Two insights emerged from sifting through the data we recorded at Auto Club Speedway in Fontana, California. First, the ES is a comparatively light car, light enough to leverage its last-place horsepower (268 versus the Azera's 293 and the LaCrosse's 303) into a sizable acceleration advantage. Remarkably, its 6-second-flat, 0-60 mph time is 0.6-second quicker than the Azera's and almost a second better than the 531-pound-heavier Buick's.The new ES is even 55 pounds lighter than its predecessor, delivering 2.4 better combined EPA mileage (2013's 24.6 mpg versus 2012's 22.2). Some of that is because of its Michelin Primacy MXV4 tires, which happen to be the same low-rolling-resistance rubber worn by the ES 300h hybrid. Unfortunately, it shows. 

The Lexus understeered its way round the figure-eight course's corners at a crummy 0.76 g, not helped at all by its group-worst weight distribution (61% of it up front). Frankly, I wondered if this car had the wrong tires, but a call confirmed that these are indeed the prescribed footwear.

Numerically, the track numbers don't offer a particularly clear picture - the Lexus is quickest in a straight line; the Hyundai stopped in the shortest distance; the Buick delivered the highest lateral grip. However, subjective differences most certainly emerged from our figure-eight lapping.Here's what I said about the LaCrosse: "On the road, the Buick seems easy to pitch and roll, but here, where it's being driven much, much harder, that impression largely disappears. It really gets with the program and turns in a lot better than I expected. Unfortunately, its seats are way too wide a perch for performance antics, and its insanely-wide A-pillars badly obstruct your view while cornering."On the Azera: "This car's steering is a tick more remote than the Buick. Its on-center response is slow, but add in some angle and the front end bites abruptly. The Buick's steering is no great shakes, but it's better than this. Within a few laps the Hyundai was really punishing its front tires."And the ES 350: "Although its stability system is still presiding over matters, its touch is so subtle, I was able to slightly spin the inside front tire at will while cornering. All its controls seem to have a little more clarity than the other two, but that understeer is a real problem. And its seats? Frankly, I'm simply flying into the door panel. The support is virtually nonexistent."To be honest though, for cars in this category, sportiness is an optional reward. But refinement better be standard equipment. And so we took all three cars to a favorite long, straight, delightfully ill-paved road late at night to measure interior noise over an uninterrupted, one-mile stretch. (The results were averaged two-ways.)This time, the ES 350 bested the Buick in interior noise, 24.6 sones (and 66.1 dBA) to 25.3 sones (66.7 dBA). The Hyundai was a sonic blink behind, tying the LaCrosse in sones, but generating 66.8 dBAs.

Mercedes-Benz Concept Style Coupe First Look

With the new A- and B-Class out of the way, Mercedes-Benz designers can flex their creative muscle on flashier variants that will use the new front-drive MFA platform, like the Concept Style Coupe. Mercedes hopes its affordable, entry-level MFA-based vehicles will lure in younger buyers, and the Concept Style Coupe -- set to debut at this month's Auto China show in Beijing -- should definitely excite those who lust for the CLS but can't afford its $72,175 price tag.

We spoke with Mercedes-Benz head designer Gorden Wagener, who told us that 90 percent of what we see in the concept car will make it to production. Once it reaches production, the "baby CLS" will be wearing CLA badges, referencing its designation as a coupe as well as its A-Class roots. Since style was the obvious objective for the concept, we're not surprised to see design cues pulled from the CLS, one of the most stylish vehicles in the Benz lineup. Like the CLS, the Concept Style Coupe features a coupe-like profile with a number of character lines in a design Mercedes describes as sinewy, sculptural, and masculine. Though Mercedes says the concept has no B-pillar , we expect the production version to retain B-pillars to keep costs down and structural rigidity up. Completing the profile are 20-inch, turbine-style rims.

Mercedes-Benz Concept Style Coupe First Look

Toyota Supra Successor Back in the Pipeline

As the Supra, Celica, and MR-S (MR2) progressively disappeared over the last decade, so too did the excitement from Toyota's lineup. But sports cars are back in the Japanese giant's product plan, led by the Lexus LFA and the new Scion FR-S, which is just about to hit showroom floors. And now it appears the green lamp is finally about to be lit on a long-awaited Supra successor

Several years ago, Toyota's U.S.-based product planners pitched a new hybrid sports car with looks, power, and environmental credentials. Unveiled at the 2007 Detroit auto show as the FT-HS, the concept reportedly pointed the way toward a reinterpretation of the Supra.

The financial crisis of 2008 prevented the FT-HS from becoming anything more than an attractive concept. But the spirit of that coupe survived and is reportedly being channeled into the design of the on-again, off-again, on-again Supra project. The edges and sharp angles you see in the attached illustration at top are how one artist interprets the direction Toyota is believed to be heading with its new sports car.

The car's final body is expected to be dropped onto the chassis of the GRMN MRS prototype, which has already undergone testing at Fuji Speedway. GRMN stands for Gazoo Racing Meister of Nurburgring, and was named after Nurburgring expert Hiromu Naruse, Toyota's late godfather of sports car development.Unlike the rear-drive FT-HS, the new sports coupe (it's unlikely to be called Supra) would employ an all-wheel-drive system and generate upwards of 400 horsepower. The car is rumored to feature a mid-engine-mounted, 3.5-liter V-6 hybrid setup mated to a CVT lifted from the new Lexus RX, but tuned for higher performance. The engine would drive the rear wheels, while in-wheel electric motors would power the fronts. GRMN's expertise would be utilized to help develop the car.The million-dollar question is when we'll see it in production. It's no secret that company CEO Akio Toyoda -- weekend racer, sports car addict, and the driving force behind bringing the extravagantly priced LFA to market -- is enthusiastic about a Supra successor. Toyota bosses haven't officially approved the project, but if Toyoda has his way and the economy shows continued signs of recovery, the new coupe could be on showroom floors by late 2015 for less than $60,000.

Next Gen Subaru WRX Prototype Revealed

The latest news to leak out of Subaru is as red hot as it is shocking. Remember how the international media called the silver Advanced Tourer Concept at last year's 2011 Tokyo Motor Show the next-generation Legacy? Looks like everyone got it wrong -- including us. We're going to make up for that here, however, since we have just learned that the Advanced Tourer was actually an early look at the next-generation Subaru WRX. That's right folks, the highly-anticipated WRX has already been revealed in prototype form.

This artist's impression depicts what we have been able to scrounge from a Subaru insider about the company's all-new sports car. The new WRX will get headlights, air dam, grille, and front brake ducts like those on the Advanced Tourer Concept. The overall side profile will resemble the Tourer as well, though the new WRX will incorporate far more aggressive front and rear wheel arches and fenders. Odds are it will be bigger too -- at roughly 180 inches long, 72 inches wide and 56 inches tall, the Advanced Tourer is more than 6 inches longer, 3.5 inches wider, and almost 2 inches shorter than the all-new Impreza. Like the outgoing model, it will likely be offered as a sedan and hatchback.

Speaking of the Impreza, the WRX will diverge the way the Nissan GT-R completely diverged from the Nissan Skyline sedan in 2007. While it will ride on a heavily modified version of the current Impreza platform, the WRX will no longer employ the suffix Impreza. The harsh reaction to Subaru's attempt to appeal to a broader audience by softening the 2008 WRX's ride and handling traits planted the seeds for that radical decision. We also learned that in designing the new car, product planners aimed to redefine the WRX from a turbocharged boy-racer into a more-mature sporty grand tourer with a higher-quality interior. Make no mistake, however, the new WRX will come with a stiff suspension setup and enough power to satisfy even the most hardcore fan.Speaking of power, a critical fact not yet clear is exactly what engines will motivate the new WRX. Our insider tells us that Subaru's R&D team is currently testing new FA series 1.6- and 2.0-liter direct-injected turbocharged boxer fours in addition to a hybridized version of the 1.6-liter turbo -- the powertrain featured in the Advanced Tourer Concept -- but he also says that while the R&D team is satisfied with the hybrid's mileage and emissions, they believe that the hybrid unit and its added weight wouldn't suit the WRX's performance focus. We're betting on the new 2.0-liter unit.

"There are those engineers who do support the hybrid idea, not least because the hybrid we are developing might employ some Toyota componentry. But the actual hybrid unit we are using is far lighter [than Toyota's THS-II] single-clutch design," explains our insider, adding that it was developed in-house. He told us that the current thinking inside Subaru is to channel the hybrid powertrain away from the WRX and into the all-new Legacy, due out in 2015. The new model will also incorporate a choice of the standard six-speed manual transmission or the updated version of Subaru's Lineartronic CVT fitted to the face-lifted Legacy that just went on sale in Japan.The new WRX STIshould surface in 2015, and it will be aimed squarely at the U.S. market. It is expected deliver more than 320 horsepower (presumably from an optimized version of the new FA 2.0-liter turbo) and compete in WTCC and the Nurburgring 24 Hours, in which the current model recorded a dramatic class win last year.This new WRX is part of Subaru's recently announced "Motion V" initiative, a plan to totally reinvent its powertrains and SI chassis, versions of which currently underpin both the Legacy and Impreza. "Expect to see more model downsizing and hybridization, while chassis will become even lighter and boast a higher quality finish," says our source.

3 SRTs for the Road

Chrysler is said to be working on a third model to add to its new SRT brand, which launches late this year with the 2013 Viper. A new-age SRT Barracuda will be the nascent brand's second model.

Chrysler launched its Street & Racing Technology models in the last decade as performance versions of existing models, from the Dodge Neon SRT4 to the Jeep Grand Cherokee SRT8 and Dodge Ram SRT10. The 2013 SRT Viper drops the Dodge moniker.

Last January, we broke news that a new pony-musclecar would join the SRT Viper in the lineup. The SRT Barracuda won't necessitate revival of the Plymouth brand and will eventually replace the Dodge Challenger. The SRT Barracuda should appear by the 2015 model year, same as for the next-generation Ford Mustang and Chevrolet Camaro, while the Challenger may live on into the 2017 model year.

The Barracuda will be based on Chrysler's new LA rear-drive platform, which is downsized from the full-size LY platform (Chrysler 300/Dodge Charger), or the Challenger's previous-generation, LX RWD platform. Fiat also will use the LA platform to underpin several of its cars, most notably the replacement for the front-drive Alfa Romeo 159 and likely a successor to the larger, BMW 5 Series-size FWD Alfa 166 produced from 1998 to 2007.So what will SRT Number 3 be? Two possibilities are a successor to the Dodge Ram SRT10 and a small, two-seat sports car. 

There are issues with either idea. Ford has had unexpected success with the F-150 SVT Raptor. A Ram-based SRT designed more for extreme off-roading is a good prospect. However, the Raptor does fall under the Ford F-150 brand, and it's hard to imagine Ram splitting off a separate truck model.

The Latest on the Bugatti Galibier

Bugatti still has about 80 available order slots for its Veyron Gran Sport and Gran Sport Vitesse, and has more than that left to manufacture. As such, there remains about a year and a half's worth of work for the factory. After that? The Bugatti Galibier super sedan is next up, but as of right now it looks as though it's unlikely to be ready before the Veyron line stops.

When the Galibier was first shown as a concept to potential owners in fall 2009, many of them requested changes to the interior to make something more distinctive and luxurious. A year later, Wolfgang Duerheimer took over from Franz-Josef Paefgen as Bugatti president (and Bentley CEO), and insisted on major body and engineering changes.

Duerheimer has since departed to run Audi's R&D, leaving Bugatti and Bentley with yet another new boss, Wolfgang Schreiber. He was brought in when transmission issues delayed the Veyron's launch. Soon after, he was given responsibility for finishing development of the whole car. He was then moved to run VW's van division. Insiders predict he might call for further changes to the Galibier. As a result, the production car that finally emerges could be very different from the original concept.Being a sedan, the Galibier will likely outsell the Veyron, of which 450 will be made and 360 have been sold (253 Veyrons, 47 Super Sports, and 60 of 150 Grand Sport/Grand Sport Vitesse). It will also be fishing in a larger pool of potential buyers than the Veyron. To buy a 1000-hp-plus hyper sports car with a seven-figure price tag, you need to be very rich and to love fast cars. To buy a 1000-hp-plus hyper sedan with a seven-figure price tag (the Galibier will retail for at least four times the $265k-plus Bentley wants for a Mulsanne), you need only be very rich.Speaking of rich, there are no plans for a cheaper Bugatti model. Salespeople say it would anger existing customers who buy into the brand's exclusivity.

Nissan Working on Mini-Z to target FR-S/BRZ

On the heels of Nissan's recent motorsport successes -- a factory-backed GT-R placed first in class at the 24 Hours of Nurburgring and the radical DeltaWing stole the show at the 24 Hours of Le Mans -- comes news that executives have finally given the green light for a compact sports car known in house as the "Mini-Z." It's not a new rear-drive Silvia/240SX -- that project was cancelled in late 2008 during the financial crisis. Instead, it's a compact, front-drive-based sports car that will be aimed squarely at the Toyota GT86/Scion FR-S/Subaru BRZ.Plans for such a car were first revealed at last year's Shanghai auto show in the form of the Compact Sports Concept.

 The company spiel called it a unique sports car for drivers in emerging markets leading active lifestyles with an interest in motorsport, but we can expect to see it in established markets as well. As you can see in this rendering that depicts what the car may turn out to be, it has morphed from a sporty hatch into an aggressive coupe. There is also word that there will be an AWD version to go with the base FWD variant, based on the Juke's all-mode 4x4 i-system with torque vectoring.

Though Nissan didn't reveal the concept's powertrain in Shanghai, we've learned it was fitted with the 190-hp, 1.6-liter turbo-four from the Nissan Juke that also served as base for the engine in the DeltaWing. Though the engine gives up some power to the 200-hp flat-four in the Toyobaru, it's said to have a wider torque band with stronger mid-range and top-end response.China is thought to be the car's main market, but Japan and some European countries are destined to receive small batches as well, with the U.S. still under consideration. Price-wise, the Nissan is expected to undercut the Toyota and Subaru by as much as 10 percent, carrying a sticker price somewhere below $22,000. Nissan will be able to cut production costs and weight by incorporating the current Juke's platform and turbo powertrain. Another major difference will be design. The Mini-Z coupe is expected to follow in the Juke's footsteps and employ some unique lines, eschewing the traditional sports car proportions of the Toyobaru. One insider says the Nissan will be close in size to the Honda CR-Z.The project was conceived as a joint Japan-China endeavor, with Japan taking the R&D initiative while China worked on design and data assembly, according to a source close to Nissan. It has since been approved by all the relevant departments inside Nissan's HQ, and, according to our source, is well into the development cycle with a debut possible as early as late 2013.

Porsche Panamera Sport Turismo

The Porsche Panamera Sport Turismo concept is more than just a Panamera estate. It showcases Porsche's latest plug-in hybrid technology, coming soon to a sports car near you.

If the Cayenne 4x4 took the basic design language of the Porsche 911 and added five doors and extra ground clearance, the Panamera Sport Turismo brings that same Cayenne back down to earth.

The result is a luxury car with hatchback practicality; you could fit a couple of labradors in the back - although few potential owners seem likely to.

The car's nose echoes the new Boxster, with LED headlights and C-shaped sidelights housed in the front air intakes. There are no door mirrors - just tiny cameras - while at the rear an adaptive carbon spoiler shades LED rear lights.

Open the tailgate and the batteries are visible through the electrochromatic glass of the boot floor. Press a button and they are bathed in an 'acid green' glow. Pointless, but cool. In the cabin, a large central TFT colour display replaces the traditional instruments, and can be used to call up any driving info as needed, from the rev counter to the sat nav. Two monitors show images from the exterior cameras, while a 'power meter' displays the combined system power of the petrol engine and batteries.

The lucky Panamera Sport Turismo driver can even control many of the car's functions via a smart phone app. Charge control by mobile phone shows how much time the car needs to fully charge, and allows the cabin to be heated or cooled in advance.

The Sport Turismo uses a more advanced, plug-in version of the hybrid system already seen in the Panamera and Cayenne. It combines a 245bhp supercharged V6 petrol engine with a 95bhp electric motor to accelerate the car to 62mph (100kph) in less than six seconds - and emit a remarkable 82g/km of CO2 on the EU test cycle. That, we believe, is known as having your cake and eating it. In pure electric mode, the car can travel at speeds up to 80mph and cover around 18 miles before the petrol engine cuts in. Charging takes as little as 2.5 hours, depending on the power supply.

You can't. But expect this technology to filter down to Porsche's production cars over the next five years. And don't be surpised if an 'estate' version of the Panamera is launched to take on the Mercedes CLS Shooting Brake - another car that made its debut at the 2012 Paris Motor Show.

2013 Hyundai Veloster Turbo

Right now, the Veloster lacks the performance cred to back up its killer looks. But that will change once this 201-hp version hits the streets. The 45 percent boost in horsepower has most folks taking a second look at the Veloster, and hoping this Turbo is a signal that Hyundai is getting as serious about performance as it has been about quality and design over the last few years. 

So far, though, signs remain cloudy—the stonking 1.6-liter motor with dual exhaust notwithstanding. Word is the Veloster Turbo gets the same suspension, which is disappointing. The stock Veloster is fun but stiff-kneed and less refined when compared to better-bred sporty cars like VW's GTI—or the Subaru BRZ, which is only somewhat costlier than what we're expecting to see from the Veloster Turbo. Also, ask Mini engineers about controlling torque steer in a 200-hp car with a short wheelbase. That, too, has probably made Hyundai sweat. 

Even if the Veloster Turbo isn't perfection out of the gate, we hope it's a sign of better-performing Hyundais (and Kias) to come.

BMW i8 Concept Spyder

BMW unveils convertible variant of plug-in hybrid sports coupe.

The BMW i8 Concept has officially lost its lid, as the Bavarian automaker’s fuel mileage masterpiece is being shown for the first time in convertible format. Intended to display BMW’s prowess when it comes to mpg-related technology, the i8 will be the range-topping model of the upcoming “i” brand. Additional vehicles in the range will include the i3, an electric-powered city car.

We’ve already spotted the i8 Coupe undergoing testing, wearing only minimal camouflage and looking almost identical to the concept version. BMW appears to be serious about expanding the range, even if the i8 will remain a niche product due a starting price that’s expected to be well over $100,000. A convertible version, if one does come to market, is likely to carry an even higher price tag.

Head-turning Looks.Hyper-miler Economy

The BMW i8 Concept Spyder has the same dramatic and flowing lines as the coupe, complete with a rollover bar that extends elegantly backwards to serve as the rear spoiler. As we’ve already noted with the i8 Coupe prototype recently spotted by our spy photographers, the doors swing upwards and forward, ensuring a touch of drama any time you exit or enter the vehicle. It’s a nice touch, and it’s good to see it being used in the drop-top variant.

Inside the Spyder’s 2-passenger cabin is a “layered” design with 3-dimensional displays, along with an exotic-looking mix of carbon fiber, leather and plastic surfaces. One notable piece missing from the design puzzle is the car’s top, or more to the point, whether it’s a removable hardtop or folds backwards somehow. There doesn’t appear to be an excess of stowage space in the i8 Spyder’s lean silhouette, so a folding top seems unlikely at this point.

Beneath the bodywork is the same all-wheel-drive plug-in hybrid powertrain found in the i8 Coupe. This includes a 131-hp electric motor linked to the front wheels, along with a 223-bhp turbocharged 1.5-liter 3-cylinder gasoline engine coupled to the rears. The combined output of 354 hp is enough to motivate the i8 Convertible from 0 to 62 mph in 5.0 seconds, according to BMW. Top speed is reportedly 155 mph. The battery pack is located in the central tunnel, to ensure a 50:50 weight balance, and power can be routed to the front, rear, or all four wheels at the same time.

ike the i8 Coupe, when the lithium-ion batteries are fully charged the i8 Spyder has a pure electric driving range of approximately 19 miles. BMW states that the i8 can be recharged in less than two hours using a standard household outlet. A high-voltage alternator coupled to the gasoline engine provides extra power, or additional driving range, when needed. Look for the BMW i8 Coupe to arrive sometime in 2014, with the Spyder variant to follow shortly thereafter. Source: roadandtrack.com/future-cars/

BMW Zagato Roadster - 2012

German engineering meets Italian design at the 2012 Pebble Beach Concours.

The 2012 Pebble Beach Concours d’Elegance and Monterey Motorsports Reunion is fast developing into an auto show for the rich and famous. High-end automakers are vying for attention with new production models and concept vehicles. That’s the case with the BMW Zagato Roadster, a German engineered and Italian designed drop-top that could easily make the jump from concept to production model. Based on the BMW Z4 convertible, the Zagato-penned Roadster follows the introduction of the outwardly similar Coupe Concept, shown only three months ago during the Concorso d’Eleganza Villa d’Este.

Apparently, the leap from being only a design idea to full-scale concept took only six weeks. “We set ourselves the challenge of preparing the car in time for the renowned Pebble Beach Concours” said Adrian van Hooydonk, Senior Vice President BMW Group Design.

The Roadster shares many design similarities with the Coupe version that came before it. A curvaceous hood is balanced with pronounced fenders that flow nicely into a Kamm-style tail end. The blacked-out taillights appear slightly 1980s-kitsch, at least to some eyes, though one especially nice detail is the front grille, which is filled with small Zagato “z” letters. One item found on the Coupe and missing from the Roadster is the famous Zagato double-bubble roofline—though you and a passenger could always don football helmets with the top up for a similar effect. The “Rosso Vivace” paintjob of the Coupe has given way to a rich-looking grey finish, while a set of 19-inch five-spoke alloy wheels are shared between both models.

Unfortunately, as was the case with the Coupe, the BMW Zagato Roadster Concept is being shown with no details regarding what’s lurking beneath the bodywork. We’ve speculated that it’s likely the Z4’s top engine, a 335-bhp turbocharged inline-6 cylinder, is lurking beneath the hood. Then again, with the German brand’s push towards better fuel economy and efficiency, it’s not impossible that the new turbocharged 4-cylinder used in the 2012 Z4 sDrive 28i could provide the motivating force for this drop-top (and its coupe cousin). Our guess is that the BMW Zagato Coupe and Roadster concepts will be produced in a limited edition, with an official announcement possibly scheduled for the Paris Auto Show in September.

2013 BMW X1

From the start we have to point out the one difficulty with the BMW X1. That would be the BMW X3.

As fans of smaller vehicles we can appreciate why someone would consider the X1, which is the little brother of the X3. It is 176.5 in. long on a 108.7-in. wheelbase, measures 70.8 in. wide and 60.8 in. tall. Weighing in at 3726 lb - the xDrive28i version - it is 389 lb lighter than the X3 xDrive28i, which is 183.0 in. long with a wheelbase of 110.6 in., the width at 74.1 in. and the height measuring 65.4 in.

Aren’t numbers fun? But hold on for a few more. For all their differences outside, the actual passenger space for those up front and a pair in back isn’t that different between he two BMWs. Not so for cargo space, the X3 having roughly 10 more cubic feet with the rear seatbacks up, some 16 extra when you fold the seats.

One set of numbers the pair shares is horsepower and torque, 240 of the former and 260 of the latter from the TwinPower Turbo 2.0-liter four. Hold on, we’re almost out of numbers, but consider 8 speeds in the transmission and 0-60 in 6.6 seconds for the X1, 6.3 for the lighter X1. Fuel mileage numbers are 24 mpg city/34 mpg highway for the X1, 19 mpg city/25 mpg highway with the X3.

Okay, just three more numbers: $32,350, $38,500 and 50 bucks. The first is the base price of the all-wheel drive X1, the second is the base of an equally powered AWD X3 and the third is, by BMW’s reckoning, the difference in the monthly payment between the two ($419 versus $469, with an extra $1050 cash down on the X3 at delivery). Other than power seats in the X3, they are reasonably comparably equipped. Mind you, being German luxury vehicles, those base prices can easily climb by 25 percent or more with options, but that’s your choice.

The Same, Only Different
Visually the vehicles are quite similar - a now classic shape - and yet a bit different. It is oblivious the pair are siblings and BMW designers did a fine job of recreating the X3’s shape on the smaller footprint, but somehow the X1 has less visual authority than the X3.
t’s oddly the same inside the X1. All the expected and respected pieces are there, like the gauges, the vastly improved iDrive and its screen readout, but in a smaller setting. Tap the center of the dashboard and it sounds hollow and very un-BMW. Then again, the seats look and feel substantial. Driving a BMW has almost always been a pleasure and it is here too. Nice smooth power, seamless shifts and positive steering. Drive the X1 over rough roads and you can feel it is a lighter, smaller vehicle, but that goes with the territory and the driving rewards are worth it. But it’s not as substantial feeling as the X3. And for the price of about a dozen venti Lattes at Starbucks each month - and $1050 -you could have an X3.

2014 BMW 2-Series Gran Coupe

BMW targets the smaller end of the luxury scale with its latest Gran Coupe sedan.

BMW, Mercedes-Benz and Audi are about to launch a wide range of new vehicles aimed directly at the smaller side of the luxury car market. With the impending arrival of the Mercedes CLA sedan, along with a new Audi A3 sedan, which is set to replace the previous sport-wagon sold stateside, it was obvious BMW would offer more variations of the updated 1-Series lineup. The 2-Series Gran Coupe featured here in these artist illustrations is expected to offer BMW levels of luxury and driving dynamics in a more compact package. In fact, the German automaker has opted to create special model designations for coupe and convertible variants based on sedan platforms. This is why the latest 3-Series sedan is set to become the 4-Series when it makes the transformation to coupe and convertible.

The 2-Series Gran Coupe, and Possible M2 

Okay, you might be wondering why a BMW sedan based on the next 1-Series would wear the 2-Series (i.e. coupe/convertible) designation. Good question. For starters, remember that the 1-Series in 5-door hatchback format is not going to be sold in the U.S. market. Yet the next coupe and convertible based on this new platform (known internally as the F20) most definitely will. And since the Gran Coupe version is supposed to possess coupe-like lines on a sedan body, it makes sense for the model to stick with the 2-Series name. We hope that all makes sense. More important to most BMW fans is that the 2-Series Gran Coupe is going to offer a range of engines that include turbocharged inline-4s and silky-smooth inline-6s. Power will be routed to the rear wheels, and transmission choices are likely to include a 6-speed manual and 8-speed automatic transmission. However, it’s possible the Gran Coupe might only offer an automatic gearbox, with the manual reserved for the coupe and convertible.

We’re hoping BMW sees fit to offer an M2 Gran Coupe model, especially since the lifespan of the last M1 Coupe sold in the U.S. was so brief. If it returns, and we think it will, BMW is likely to slot a turbocharged inline-6 with upwards of 350-hp under the pert hood. The entire 2-Series range will break cover next year, during the 2013 Frankfurt Auto Show. Source: roadandtrack.com/make/bmw

Mercedes-Benz SL63 AMG 2012

The SL63 AMG is the high-performance version of the Mercedes-Benz SL-Class luxury hard-top convertible. With the demise of the V12-powered SL65 AMG, this grand tourer sits at the top of the SL lineup with a mellifluous and potent 6.2-liter V8.

Though replaced throughout much of the rest of the AMG range by a smaller-displacement, twin-turbocharged motor, this V8 makes stirring noises along with plenty of power - 518 horsepower and 465 lb-ft of torque, enough to propel the roadster from zero-to-60 mpg in a claimed (and likely conservative) 4.5 seconds. This powerful V8 is mated to an AMG SPEEDSHIFT seven-speed multi-clutch automatic transmission, which sends the power exclusively to the rear wheels - as it should.

The SL63 features the same new styling that dresses up the rest of the latest SL roadster lineup. Rounded dual headlamps are out, replaced by angular bi-Xenon lamps that Mercedes says are more efficient and powerful than LEDs. With a black background to the lamps and a simplified grill, the SL's face is substantially changed with the facelifted model.

The SL chassis uses a fully independent, double-control-arm front suspension and the standard Mercedes-Benz five-link rear suspension. All SL models come with second-generation Active Body Control (ABC), the Mercedes-Benz active-suspension technology that attempts to eliminate body roll in cornering, squat under acceleration and dive during braking.

Unique to the AMG variants is a highly aggressive bodykit that features front and rear diffusers and multiple vents to cool both the motor and the massive brakes. Standard wheels are 19-inch AMG staggered-width alloy wheels -- 8.5 and 9.5 inches wide -- fitted with 255/35R19 (front) and 285/30R19 (rear) tires. The wheels feature triple-spoke styling and a titanium grey finish.

The AMG treatment also includes a lowered and stiffened suspension and a limited-slip rear differential.

Finished in nappa leather and genuine carbon fiber, the interior features standard AMG sport seats, an AMG three-spoke steering wheel and a sport instrument cluster with red tach and speedometer needles that swing to the max position and back whenever the ignition is turned on.

The SL63, like all SLs, features a folding metal roof. A glass panorama roof remains an option.

Audi R8 V10 Spyder 2012

The R8 V10 Spyder is the convertible version of Audi ’s mid-engined, 10-cylinder R8 supercar. As with its fixed-roof sibling, the R8 V10 Spyder is based on the same platform as the Lamboghini Gallardo and features an excellent balance of extreme performance and docile around-town driving manners. For those seeking a more affordable everyday exotic, Audi offers coupe and drop-top versions of the R8 with a V8.

This 5.2-liter V10 engine delivers an impressive 525 horsepower at 8,000 rpm, along with peak torque of 391 lb-ft at 6,500 rpm. The sprint to 62 mph takes just 4.1 seconds, compared to just 3.7 seconds for the coupe R8 V10.

Accelerating to 124 mph is a similarly brisk 12.7-second trip. Top speed is 195 mph.

Fuel consumption for the six-speed manual version is rated at 12 city, 20 highway mpg. The R-tronic automated manual gearbox improves the city figure to 13 mpg - highway mileage remains unchanged.

Notably absent are the R8's trademark aluminum "side blades." Other visual changes for the Spyder model include additional air intakes located behind the seats as well as a pair of safety roll bars. The placement of the fuel filler cap was also changed due to the lack rear pillars. Changes under sheet metal are focused around chassis strengthening, but otherwise, Audi says the V10 Spyder is mostly unchanged from its hard-top counterpart. Cosmetically, the exterior gains high gloss black air inlet grilles, spoiler lip and rear outlet grilles. Exhaust tips are also swapped for oval tips.

It is worth noting, however, that both the R8 V10 and R8 V10 Spyder feature an aluminum double wishbone suspension which is tuned for higher performance than the suspension found in the 4.2 model.

The convertible top weighs just 93 pounds, helping to keep the car’s center of gravity down low, and can be raised or lowered in just 19 seconds at speeds of up to 31 mph.
Uber-Audi Features
 Befitting the car's considerable price, the R8 V10 Spyder comes standard with a host of features including a navigation system with 3D maps and a 6.5-inch LCD display, a 465-watt Bang & Olufsen sound system with 12 speakers, fine nappa leather sports seats, a rear parking camera that pairs with ultrasonic sensors and Bluetooth connectivity with seatbelt-mounted speakers for easy hands-free communication.

The V10 Spyder also features Audi's magnetic ride adaptive damping system with manual Sport and Normal sport modes.

Jaguar XKR Convertible 2012

The XKR Convertible is the more performance-focused version of the normal drop-top XK. It packs a 510 horsepower punch and features more aggressive touches to its Aston Martin-like styling.

In addition to its massive horsepower rating, the AJ-V8 Gen III 5.0-liter engine delivers a whopping 461 pound-feet of torque. The sprint from zero to 60 mph takes just 4.6 seconds.

There's not a lot of space for rear passengers, but the driver and his or her passenger enjoy a luxurious grand touring experience with enough power to give most sports cars a run for their money.

The XKR Convertible owes its handsome looks to a unique design approach taken by Jaguar's team. Instead of designing the Coupe first, the design team began by penning the Convertible. This strategy ensured the drop-top doesn't simply look like a coupe with its roof chopped off.

Like its coupe counterpart, the XKR Convertible has unique styling cues such as a more aggressive front fascia, air intakes on the hood, aluminum-finish grilles, more creases on the hood, and quad exhaust pipes. Customers can chose between 19- and 20-inch wheels for the XKR.

The XKR's roof is a power-latching, self-stowing system with three layers including Thinsulate insulation and a Rakona headliner. When the top is down, an aluminum tonneau cover conceals the canvas roof. While many convertibles are only offered with a black roof, the the XK can be ordered with gray, burgundy, green or dark beige canvas.

The XKR's suspension has been tuned for a more aggressive ride. Changes include up-rated springs and dampers, plus a recalibrated computer to control the dynamic suspension settings.

As is the case with the regular XK convertible, the XKR model is built around Jaguar's ultra-strong "Lightweight Vehicle Technology," which does not need traditional stiffening panels to achieve a sturdy body structure. In fact, the XK convertible is 19 percent lighter than the previous-generation XK drop-top.

A six-speed automatic transmission with steering-wheel-mounted paddles is standard. On downshifts, the system creates a throttle blip to shorten over-run shifts. An "active" exhaust system ensures the XKR is quiet while cruising, yet still able to create purposeful V8 roar under hard acceleration.

Although they are not a legal requirement, the Convertible features a Roll-over Protection Device consisting of two aluminum hoops that are automatically deployed if the car's sensors detect the onset of a roll-over accident.

Other standard features include adaptive headlights that swivel in corners, aluminum-finish side window surround, stability control, keyless entry and start, a seven-inch touch screen to control various car functions, and a body-colored spoiler.

Options include a 525-watt Alpine premium sound system, Sirius satellite radio, soft-grain leather, a leather-wrapped instrument panel, and a heated steering wheel.

All XKRs are fitted standard with an iPod and USB connectivity interface, an air quality sensor, front park assist and electrochromic and heated power fold-back mirrors.

Mazda cx-5 2013

With the new CX-5, Mazda has finally released a complete vehicle designed around their Skyactiv philosophy. The result is a small SUV with almost a Miata’s worth of racetrack talent and the best mileage numbers in the market – but is anybody really asking for a “performance alternative” to the Toyota RAV4 and Honda CR-V?

The CUV segment is among the hottest in the market right now, fueled by scarcely believable sales numbers from the Ford Escape and Honda CR-V. Unfortunately for Mazda, the company has never had a homegrown vehicle to offer those buyers. The Tribute was a quickie rebadge of the Escape that didn’t fool anyone; the CX-7 was a sleek spaceship of a crossover that was always just a little bit too big, too fuel-thirsty, and too expensive to really make any friends.

Although a CR-V clone would pack the showrooms and make some short-term money for Mazda, nobody really expected them to build one. Instead, we have the CX-5, which aims to combine traditional Mazda virtues like light weight, simplicity, and driver-focused design with the new Skyactiv suite of technologies. The result is perhaps the most interesting $21,000 car on the market.

What is Skyactiv? As implemented in the CX-5, it’s a complete departure from previous Mazda platforms. The unibody is all-new, designed to maximize space while cutting weight severely. Indeed, the CX-5 is between 220 and 500 lbs. lighter than the equivalent CX-7, depending on trim level, while providing very similar interior space. A completely re-imagined gasoline engine uses special long-tube headers and unique piston design to safely raise compression to 13:1, yielding 155 horsepower and 150 lb-ft. of torque. The manual and automatic transmissions – yes, two kinds are on offer for the North American market – both feature six forward gears and are claimed to be significantly lighter than their predecessors.

Buyers who do expect those qualities won’t have to look any further than the Mazda CX-5, and they won’t suffer much of a practicality penalty for doing so.

2013 Mazda CX-5 base price range, $20,685 to $28,295-

Chrysler SRT Viper 2013

According to latest Chrysler Group LLC press release “The Snake Returns to Chrysler Group’s Conner Avenue Assembly Plant” Dodge will no longer give its name to Viper – it is going to be forwarded to SRT division and will be called 2013 SRT Viper.Conner Avenue will begin building the new 2013 Viper in late 2012, but employees began reporting for training and orientation this fall – nearly 150 jobs to return to Detroit.

Chrysler’s reborn Viper won’t make its public debut for about a month, but our illustrator has put together a highly detailed rendering of the new performance car that will help boost the profile of the company’s Street and Racing Technology division.

Set to become the first vehicle marketed under the SRT banner, the 2013 Viper has been a long time coming. Its Dodge Viper predecessor has been out of production since mid-2010, but a fifth-generation snake will debut next month at the New York International Auto Show.

Our illustration is based on information culled from a number of sources, one of which is rather unusual, to say the least. While information gleaned from insiders, including those few members of the public who have been allowed to see the car, and photos of cleverly disguised test mules form the basis of much of the illustration’s details, a leaked image of a Hot Wheels 1/64-scale toy car helped put the finishing touches on our rendering.

That Hot Wheels model made its way online last week when it was posted on a Viper forum.

We expect the Viper’s proportions to remain mostly unchanged, but its rear end is more aggressive and angular than the one seen on the last generation. As predicted by spy shots and previous reports, the car features a high-sculpted hood fitted with two big air vents.

Those vents will be needed as the SRT Viper is expected to arrive with an 8.7-liter V10 engine that will send over 600 horsepower to the rear wheels. Early rumors suggested the car would share some of its architecture with the voluptuous, if slightly un-engaging Alfa Romeo 8C Competizione, but SRT chief Ralph Gilles has been quick to dispel those rumors by stating that “The new Viper is not based on anything else.”

As previously reported, Chrysler is reopening its Conner Avenue Assembly Plant in Detroit to build the Viper. The automaker has offered jobs to all 150 workers it once employed at the facility, which it uses exclusively to hand-build Vipers.

“The next generation Viper will make its return to the product lineup in late 2012 as a 2013 model,” said SRT Brand & Motorsports President/CEO Ralph Gilles in a statement released to the media. “We’re extremely excited that our ultimate American sports car will continue to live on and be produced exclusively here in the Motor City.”