First Drive: 2010 Aston Martin Rapide is always ready for its close-up

the starting ceremony complete, the V12 settles into a pleasant rumble. The transmission buttons reside on each side of the arty key. Release the electronic parking brake, press the "D" button, and the Rapide is ready to roll.

Acceleration is strong, but not neck-snapping. Holding the Rapide's accelerator to the floor rewards passengers with 60 miles per hour in just under five seconds – robust, but a number that is no longer very impressive in this stratospheric segment. It is a world filled with forced induction competitors that exhibit immediate torque off idle, yet the Rapide's V12 breathes air at atmospheric pressure. In the real world, most won't care about the numbers as the sound emanating from the 6.0-liter twelve-cylinder engine sends chills decisively down each passenger's spine. The unhampered exhaust spouts gloriously from the twin pipes under throttle, and it burbles during downshifts. In other words, the Rapide offers a sensational bark, but a mid-pack bite.

The Rapide doesn't drive as big as it looks (still, tight slaloms are best done wide to compensate for the added wheelbase). Notwithstanding, any sedan-like driving characteristics are left in the parking lot as the Rapide magically morphs into a coupe at speed and becomes truly enjoyable to command.

We covered a couple hundred miles in the Rapide over the course of a day. It was raining most of the time (thank you, Florida), but sealed inside our leather-lined cocoon, we were isolated from everything nature had in store. The platform is remarkably solid, as if it had been CNC-milled from a forged ingot of titanium. Not only is the cabin completely free from squeaks and rattles, but triple-digit velocities allow only a whisper of wind noise to our ears (the window glass is laminated specifically to improve noise insulation).

The paddle shifters, electronically triggering the six-speed automatic, are easy-to-use and very effective in operation. While it is not today's popular dual-clutch setup, the "Touchtronic 2" mated to the V12 cracks off quick shifts enjoyably and without drama. Even in fully automatic mode, we never found ourselves questioning its decisions.

Straight-line speed is effortless in the Rapide, but so are the curves. Again, in coupe-like fashion, the Rapide dives right in without hesitation. Excellent chassis tuning, a responsive automatic damping system and optimal weight distribution make the four-door an absolute joy to toss around. Reigning in the inertia are overly capable brakes. Thanks to the weather, we couldn't find a surface with enough grip to put them to a vigorous test as ABS would stop our game well short of their true threshold. Still, their application was accurate and easy to modulate.

We must mention the stereo as the Aston Martin Rapide has the best mobile audio system we have ever heard – hands down. Yes, it is standard equipment. Credit the Danish Bang & Olufsen team with engineering a 1,000-watt system that pumps auditory bliss out of 15 strategically-placed speakers throughout the cabin (the system is officially called the "1000 W BeoSound Rapide"). Not only does the custom setup include those two ultra-cool "Acoustic Lenses" that rise like dueling conductors out of the dashboard, but the electronics actually monitor each seatbelt to determine how many occupants are in the vehicle (and where they are sitting) so that the sound may be tailored perfectly within the cabin's acoustic chambers – now, that is cool. With our iPhone plugged into the system, we had Rush's Tom Sawyer blaring so loudly that you would have sworn Geddy Lee was wailing at us inches away, Alex Lifeson was strumming in the passenger seat and Neil Peart was hanging out in the rear hatch smashing a full complement of drums. Our ears rang for hours that night.

We genuinely liked the Aston Martin Rapide, but it didn't leave us breathless. A peerless execution of a sedan cleverly disguised as a coupe – or arguably one of the best-looking sedans on the planet – the four-door isn't the sportiest within its niche (the Porsche Panamara takes that honor), or the most luxurious (the Maserati Quattroporte is more swank). However, neither of those cars would win even a first-round beauty contest against the Rapide. With that sole factor in mind, Aston Martin has successfully delivered its objective.

On a level playing field, it is wrong to measure the Rapide against a Panamera or Quattroporte – Aston Martin's objective wasn't to dip into the rarefied sedan segment and skim sales from the Germans or Italians. This British automaker was seeking to offer its exclusive owners a four-passenger option, something it had never truly delivered. Today, an Aston Martin customer standing on a marble showroom floor looking for something a bit larger and more accommodating than a DB9 or DBS, yet with nearly identical driving dynamics, has a viable option. Without compromise, the pampered clientele will steer themselves towards the four-door Rapide.



More about Aston Martin Car in Luxury Autos:
+  Aston Martin Rapide caught undisguised in parking lot
+ Geneva Motor Show 2009 Preview: Aston Martin DBS Volante the ultimate in alfresco 12-cylinder motoring
+ Aston Martin Vantage get power upgrade

Review: 2010 Lexus LS460 Sport could'a been a contenda

With Lexus having carefully cultivated a reputation for isolating drivers from all of the undignified sensations normally associated with driving, it might seem surprising to find a Sport model in the LS lineup. Sure, Lexus offers the M3-chasing IS F, as well as the outrageous LFA supercar, but an LS460 Sport? Come on... even sport-synonymous BMW doesn't offer an M version of its full-size 7 Series luxobarge.

BMW does offer, however, an Alpina B7, as well as a BMW M5. There's also the Cadillac CTS-V, Audi S6 and S8, and a whole undercard of Mercedes-Benz AMG cars out there that prove there is a market for sports-tuned large sedans like this 2010 Lexus LS460 Sport. You certainly can't begrudge Lexus for trying to steal a slice of that more stiffly-sprung, high-test pie – but is it just promoters' hype or can this LS Sport really float like a butterfly and sting like a bee?

We had a brief encounter with the 2010 Lexus LS460 Sport a couple of months ago down in San Diego and came away impressed. While we didn't immediately drop the Germans or lone American from our top contenders list, we were at least willing to add the LS to our "worth-watching" column. And so we decided to take a closer look. Could Lexus successfully move its F-Sport tuning up a weight class, and would the LS460 Sport actually contend with other heavyweights in the segment? We gave it seven days to prove its mettle.

Whereas the hard-edged CTS-V makes the plain-jane CTS look like a rental fleet darling, the LS460 Sport doesn't look a whole lot different from the regular LS460. There are some cool 19-inch split ten-spoke wheels, little aero bits all around and a blacked out panel between the exhaust tips. There's also a carbon fiber-esque field behind that big "L" on the black mesh grille. Other than that, you'd have to look inside to see any changes.

Open the door, though, and you're treated to a view like no other in the Lexus lineup, or anywhere else for that matter. Lexus has chosen a black and saddle color scheme with unpolished wood accents as the sole interior "choice" for the Sport. It is exceedingly handsome in a cigar lounge kind of way (you can practically smell the Cohibas). It's not just a pretty face, either. The interior layout is flat-out well-designed and flawlessly executed, and we'd be hard pressed to think of a luxury sedan with better materials or workmanship costing less than six figures.

Aside from having GQ-worthy looks, the interior offers one big clue to this model's sporting nature: those metallic paddle shifters flanking the steering column, a first in the LS. The transmission behind them is the same one found in the IS F, an eight-speed automatic that provides quick, seamless cog swaps and even blips the throttle on downshifts, just like a real sports sedan. The paddles are a pleasure to work with and add a sporty feel to the driving experience – even if most buyers will never find a need to use them. And honestly, the eight-speed automatic never disappoints.

That gearbox manages power from the same 4.6-liter V8 found in the rest of the LS460 lineup. It's no slouch with 380 horsepower – but would a token bump in power be too much to ask? Competitors usually add at least a little extra punch in their sport models. We had the LS460 Sport during a week of uncharacteristically torrential rains, but still managed to find enough gaps in the downpours to play a few rounds of dodge-the-mudslide. There's more than enough power to make any passing maneuver or stop light getaway smooth and swift, even if the tarmac is a bit slick. We don't think the weather affected it much, but mileage was decent with an overall average of 17.8 miles per gallon and a highway stretch that returned 26.2 mpg at a steady 65 miles per hour.

We had driven the Sport back-to-back with the standard LS on our first drive down in San Diego and could readily feel the steering and suspension tweaks. Here in the real world without another LS at the ready, the differences were less noticeable. The bigger wheels and lower profile tires harsh the ride's mellow a bit, but it's barely worth mentioning. The retuning of the steering, however, is definitely worth talking about.

While Lexus isn't generally known for its precise or natural steering feel, the LS460 Sport adds some heft to steering motions that makes the car feel more connected to the road, a very welcome change. That, coupled with the suspension revisions and swank interior, make this the LS we'd most like to own.

Nevertheless, we can't decide if we really liked the Sport package itself or simply using the sport mode on the suspension selector that you'll find on all LS models. The car is oddly detached until you fiddle with that three-position switch on the center console. Clicking the rocker over from normal to comfort makes the ride a bit cushier and slightly springy, although not sloppy. This is the perfect choice for broken local roads during regular commuter duty. Switching it over to Sport...wel,l that was what made this LS bob and weave like a champ in the making.

While San Diego's ripple-free highways didn't upset the ride during our first drive, this go-round the ride was considerably rougher in Sport. It was almost too harsh on the same pothole-strewn commute, but on twisty backroads or through the canyons, the Sport setting kept this big boulevardier flat and stable. Even bumps through high-speed sweepers didn't faze it with those meaty 245/45R19 Dunlops keeping the LS planted. In those situations, the LS Sport actually feels like a genuine sports sedan – not an AMG E63 or M5, but certainly closer to the BMW 750i or Audi A8. It even stops like a sports sedan thanks to upgraded Brembo brakes that scrub off speed without drama – no dive and no fade.

The mechanical changes in this Sport package include the brakes, flappy paddle transmission, 19-inch wheels, re-tuned suspension, thicker stabilizer bars and upgraded shocks. With the $6,185 Lexus is charging for the Sport package, the MSRP climbs to around $72,000. Our Obsidian black tester also had the Luxury Value Edition (Mark Levinson stereo and navigation) for $2,080 and another two grand tacked on for the Comfort Package with Sport, which seems a bargain for climate-controlled front seats, power rear sunshade, rear heated seats, headlamp washers, intuitive parking assist, power door closers and a one-touch power trunklid. Our total tab was $76,014.

Some of the features on this Lexus can be alarming if you're stepping out of a run-of-the-mill family sedan, but most are the norm in this class. Take the navigation, for instance. As we mentioned earlier, we had this loaner during some historic rainfall. During a particularly stormy freeway drive, the navi actually began warning us of inclement weather ahead, going so far as to suggest alternate routes. It did that with heavy traffic as well, a feature that seems so natural after a short while that you can't imagine how anybody survives without it. The system takes and gives audio commands, handles phone calls, even keeps an eye on your stock portfolio thanks to the 90-day XM satellite radio trial subscription you get as part of the deal.

The trunk opens and closes with a touch of a button, the rear sunshade is power operated, the sideview mirrors fold in automatically when you park, the seats are air-conditioned, cameras aid your parking – the car talks to you and you to it – it's amazing how cars have changed in just a few short decades. At the end of the day, though, all of these features emphasize the fact that the Lexus LS460 is a luxury car first and foremost. The Sport package helps this light heavyweight spar with the big boys – and it can even land a few good shots – but it's not going to steal the championship belt anytime soon.

So... who will buy this package for their new Lexus? The company thinks most of the sales will come from existing Lexus customers, maybe the guys (and gals?) who want the sportiest driving experience in their LS. Disgruntled Audi, BMW and Mercedes owners might push sales a bit higher too, but the Lexus doesn't have the same street rep as the Germans and the Sport badge doesn't do a lot to impress the average Joe.

The 2010 Lexus LS460 Sport does handle well, especially in Sport mode, but the issue we take is that we believe these should be the basic suspension and steering settings on all LS models. The Sport package merely brings the handling and driving experience up to the level of base model luxury sedans from Cadillac and the German Big Three. The Sport should be taking things even further, not just playing catch-up. We'd have no reservations in recommending the LS Sport, but for someone expecting a true heavyweight contender, we'd suggest keeping it to a three-round sparring exhibition.



More Lexus Cars in Luxury Auto Blog:
+ Review: 2009 Lexus IS F pursues perfection, might need more personality
+ First Drive: 2010 Lexus RX
+ Lexus confirms 2010 RX SUV, IS Convertible and updated LS for L.A. Auto Show 
+ Lexus RX Getting Bigger And Seven-seat RX coming

First Test: 2010 Subaru Legacy 2.5i Limited, 3.6R Limited

With the launch of its all-new, fifth-generation Legacy, a flagship sedan that now offers competitive performance, passenger volume, and fuel economy, Subaru is poised to make inroads in a segment in which it sold just 64,997 units in 2009. Compare that to '09 sales of the Toyota Camry (356,824) and the Honda Accord (290,056), and the Legacy is unquestionably a small-time player. Nevertheless, 65,000 cars is still a respectable number, and Subaru is confident its new Legacy has the goods to boost that sales figure. Based on our time spent with a four-cylinder Legacy 2.5i Limited and six-cylinder 3.6R Limited, Subaru has every right to be confident.

Given that the Gen V Legacy has grown only 1.4 inches in length and around 50 pounds in curb weight, it doesn't appear much larger than its predecessor. But, thanks to a 3.2-inch stretched wheelbase, a 3.6-inch wider breadth, a 3.2-inch taller roofline, and some clever packaging, the 2010 boasts 9.5 cubic feet of additional passenger volume and 3.9 inches of additional rear legroom. "There's a nice blend of rear-seat support and comfort (not too flat, not too shapely)," says technical editor Kim Reynolds. Tech director Frank Markus adds, "Loads of rear-seat foot room and a great center armrest." The rear doors now offer 15 inches of additional entry/exit space; the trunk has swelled 3.3 cubic feet to 14.7; and the 60/40-split back seat folds flat.

First Drive: 2010 Mercedes-Benz SLS AMG

I'm barely three turns into my first lap, and already my brain has automatically activated its auxiliary data logger, the one reserved for "extra-special events." I don't want to forget a nanosecond of this. Partly, it's a result of the venue. For the first time in my career, I'm driving on Germany's 13-mile-long Nurburgring Nordschleife, a.k.a. "The Green Hell," the most fearsome, challenging, and dangerous racetrack in the world. But my highly elevated pulse is also due in large measure to the screaming, whirling vehicle at hand. I don't entirely know what it looks like -- the prototype's bodywork is still masked by tape and cardboard camouflage -- but if these first few blitzkrieg corners are any indication, the all-new Mercedes-Benz SLS AMG "Gullwing" is going to disrupt the supercar pantheon when it hits American roads next spring.

We journalists love "firsts," because via benefit of a good "first" or two the copy flows easily, the headlines write big, and in no time our report is posted and we're headed to the bar, job done. Alas, no wood-paneled celebratory saloon for me -- I'm writing this at 37,000 feet -- but as "firsts" go, the new SLS boasts so many I should be finished writing this piece before the next spellbinding serving of warm mixed nuts.

First Test: 2010 Roush 427R Ford Mustang

Twist the key and the exhaust erupts with a ferocious bellow. In enclosed garages, it is a fearsome explosion that sets off car alarms and nasty looks. Out in the open, its thunderous note turns heads and raises eyebrows.
"This can't be legal" is your first thought.

The idle is too lumpy, too raspy, too loud. It's a dull rumble that becomes a guttural roar -- at quarter throttle. Declutch a cold engine and coast to a stop, and the exhaust crackles and sizzles -- the sound of raw fuel hitting hot metal.

"I'm going to jail" is the next thought, but this one comes with an evil grin.

Hot or Not? 2010 Chevy Camaro RS with factory accessories

Jaguar has just unveiled its new XJ flagship to the public in a celebrity-filled extravaganza hosted by everyone's favorite car guy -- Jay Leno -- in London (watch the video below for the presentation). We got an embargoed sneak peek a bit ahead of time of the new Jag flagship, which is set to hit U.S. shores this December, beginning from the top floor of one of those photogenic English manors in the suburbs of London you see in Victorian-period-piece movies.
This location allowed design chief Ian Callum to show off the new luxury sedan's plan view and thus its most controversial feature, its piano-black trim. While piano black is almost a cliche on luxury-sedan dashboards, you don't find it outside...until now. The 2010 Jaguar XJ features a piece of the trim on the roof rails connecting the C-pillar to the other edge of the rear quarter-window.

Review: 2010 Lincoln MKZ makes a name for itself in the middle

The Lincoln MKZ began life as the Zephyr. It was bland-looking and far too underpowered to compete in the increasingly competitive entry-level luxury class. Ford updated the mid-size sedan back in 2007 with a more powerful engine, some cosmetic updates, and a new alphanumeric moniker. Despite the alterations, the least expensive Lincoln still didn't stack up with the competition in many areas, let alone in terms of image or "wow" factor.

Understandably, Lincoln is looking to reverse the fortunes of its MKZ for the 2010 model year, with a thorough makeover on the inside and some major cosmetic tweaks on the outside. Has Lincoln improved its volume sedan entry enough to make the MKZ a consideration for car shoppers? Hit the jump to find out how the 2010 Lincoln MKZ fared in our Autoblog review.

First Drive: Bugatti Veyron Grand Sport

It's the noise. I got into the new Bugatti Veyron Grand Sport feeling pretty cynical, wondering how Bugatti could possibly justify charging $280,000 on top of the Veyron coupe's eye-watering $1.7 million -- plus local taxes and delivery -- for a convertible with less than half the stiffness of the closed-cockpit car, weighing 224 pounds more and a couple tenths slower to 60 mph. Afterthought open tops like this are always worse, right? Floppy, pointless and purely for poseurs?

And then I pressed the starter button. One of the many astonishing things about the Bugatti Veyron is the way it takes such an extreme power output -- way in excess of a modern Formula 1 car -- and puts it into a docile, driveable, reliable package. But you don't realize just how well-insulated the coupe is until you start the Grand Sport with the roof off. The driveline is unchanged, but now at standstill and at low speeds you hear from behind you the constant mechanical hum of that open-air engine's 16 cylinders and 64 valves spinning, by some miracle, in perfect synchronicity. Even at low speeds -- town speeds, under 30 mph -- the hum is punctuated by a loud, fierce hissing from the wastegates of the four turbochargers every time you ease the pressure on the throttle. You might think you're a purist, and prefer the uncorrupted induction and exhaust note of a naturally aspirated engine, but I defy you not to love this noise and not to sacrifice the smooth progress the Grand Sport is perfectly capable of making in favor of a little gentle, deliberate kangarooing to get the engine sounding like a riled cobra.

First Drive: 2010 Buick Regal

How's this for culture shock? I'm driving a German-designed Buick alongside a Korean-designed Chevy through the streets of a Chinese city. Welcome to the future of General Motors. GM plans to double its sales in China over the next five years, to two million units. "China remains the centerpiece of our global growth strategy," GM Asia-Pacific boss Nick Reilly said at the Shanghai show, where the GM stand featured 37 models, including the German-designed Buick and Korean-designed Chevy.

The Buick is the 2010 Regal. It's an old American nameplate for a brand-new car -- a rebadged version of the Opel Insignia, a stylish Fusion-size sedan that's selling to critical acclaim in Europe, having recently been voted 2009 Car of the Year there by a jury of 59 European auto writers. The Opel-based 2010 Regal replaces the old W-body model that has been sold in China since 2003. Like its predecessor, it's built in China by Shanghai-GM, the joint venture company operated by General Motors and Chinese automaker SAIC. GM is currently selling 5000 new Regals a month in China. (Here's a startling contrast: Buick hasn't sold 5000 a month of anything in the U.S. for some time.)

First Drive: 2009 Maserati GranTurismo S Automatic

Marcello Mastroianni has been reincarnated as the Maserati Granturismo S Automatic. Suave good looks. Smooth, effortless acting. This big, handsome sport coupe is the cinematic black-and-white Mastroianni, wearing a tipped fedora and dark shades of Fellini's "81/2" or "La Dolce Vita."

As its name suggests, the Granturismo S Automatic tosses out the Granturismo S' six-speed twin-clutch paddle-shifted manual for a six-speed paddle-shifted ZF. It also dismisses the S' passive damping suspension for the base Granturismo's Skyhook suspension, "perfect tradeoff between handling and comfort on board," with its aluminum gas dampers. The suspension offers two settings, with a "sport" button that stiffens things up while opening an exhaust flap that turns up the volume on the lovely, throaty-brappy Italian V-8 soundtrack. Nino Rota would approve.

Arrival: 2009 Acura TL SH-AWD

For 2009, Acura made drastic changes inside and out to its fourth-generation Acura TL. With edgy, albeit polarizing exterior styling and a sporty, tech-laden interior, the new TL shows no signs of getting lost in the entry-luxury crowd. Long Acura's best-selling model, the TL is now available in either front- or all-wheel-drive configuration, with the former offering a 3.5-liter, 280-horse V-6, the latter a bigger 3.7-liter rated at 305 ponies. Both are backed with a five-speed automatic; a slick six-speed manual will be available with the 3.7 for the 2010 model year.

Per Acura's usual approach, the TL comes in base trim or with a $3730 Technology Package that adds a 440-watt ELS audio system, navigation with traffic rerouting and Zagat restaurant reviews, Bluetooth, and a decklid spoiler with backup camera. For another grand, the all-wheel-drive TL, dubbed SH-AWD for its "Super Handling All-Wheel Drive," can be had with high-performance summer tireson 19-inch alloys (versus 18s).

First Look: 2010 Subaru Outback

A week after unveiling its bigger and better Legacy, Subaru is now letting the other shoe drop. Or should we say letting its hiking boot drop. Since 1994, the Outback has been the Legacy's rough-and-tumble alter ego. Their Indiana Jones to the Legacy's tweedy Dr. Henry Walton Jones, Jr. And like Harrison Ford himself, the Outback has gained in both savvy and physical size since his swashbuckling debut, though neither one appears to be any less willing to tackle genuine adventure.

As with the Legacy's architecture, the 2010 Outback has swelled in size. Its wheelbase has added 2.8 inches, it's been widened by 2.0 inches, and its height has been elevated by 4.0 inches. The consequence is an interior that's ballooned by 8 cubic feet of passenger room (up 7.6 percent), while cargo volume (with folded rear seats) is up 8.4 cubic feet. Aging whip-crackers will appreciate its additional 3.5 inches of front hip room (1.3 in the back) and 4 extra inches of rear legroom in which to straighten arthritic knees. Although the Outback's overall length has actually contracted by nearly an inch, those gains in width and height give it a much more imposing visual presence.

First Test: 2009 Nissan Cube 1.8S

Quick, what do bulldogs, sunglasses, and Jacuzzis have in common? If you're thinking 1980s beer commercials, you'd be wrong (Spuds MacKenzie was a bull terrier). In fact, these three seemingly disparate elements are all design inspirations for the latest B-segment box van, the all-new 2009 Nissan Cube.

Nissan says the stance and front end of its softly curved box car invokes a "bulldog in sunglasses." They may have a point: The Cube's pinched grille and headlights combine with a jutting front bumper and small wheels pushed to the corners to create a look as awkwardly cute as, well, a slobbering lapdog in shades. Inside, the Cube's soft contours and layout are supposed to reflect a "Jacuzzi lounge," an effect bolstered by a water-droplet motif drizzled throughout the interior details.

First Look: Mercedes-Benz SLS AMG

The Mercedes-Benz 300 SL "Gullwing" is one of the coolest sports cars of all time. So named because of its unique, roof-hinged doors, the Gullwing was the Enzo of its era: stupendously fast, outrageously expensive, and styled to make an entrance. Clark Gable owned one; Andy Warhol painted one; Ava Gardner crashed one. No Mercedes sports car since, not even the Mercedes-McLaren SLR, has come close to matching the Gullwing's iconic appeal.

The SLR was a bastard-child of a supercar that neither McLaren nor Mercedes-Benz engineers truly felt was their own. McLaren's Gordon Murray, designer of championship-winning Brabham and McLaren grand prix racers, driving force behind the McLaren F1 supercar, thought the SLR overweight and overwrought; the antithesis of his personal automotive design philosophy. For their part, the Mercedes-Benz engineers were uneasy with McLaren's free-wheeling, fast-moving development culture, and skeptical of its methods. The culture-clash car that resulted was blindingly fast and supremely robust, but oddly styled and strangely uninvolving to drive.

First Drive: 2010 Lexus RX

"The RX is arguably our most iconic vehicle." Those are the words of Lexus group vice president and general manager Mark Templin, who made the claim at the 2010 Lexus RX's press preview in Northern California. More symbolic than the IS, the GS, and even the LS, the lux sedan that spearheaded Lexus's U.S. launch in 1989 and sent the Europeans back to the drawing boards? According to Templin, it's entirely possible.

Perhaps he's right; since the RX 300 created the luxury-crossover segment in 1998 and the RX 400h -- the first hybrid luxury crossover -- turned gas pumps cold in 2005, consumers have often referred to the RX as the Lexus SUV or the Lexus hybrid, despite the fact that there are other notable sport/utes and hybrids in Lexus's lineup. Plus, RX sales numbers don't lie: Through November 2008, it was Lexus's best-selling vehicle not to mention the best-selling luxury SUV in the U.S.

First Drive: 2010 Mercedes-Benz S400 BlueHybrid

It's probably best to call the new Mercedes-Benz S400 BlueHybrid a mild, rather than full, hybrid, because it can't propel itself on electrical power alone. In other words, the BlueHybrid is not powered by the two-mode system co-developed with GM for big SUVs, which will be an option for the M-Class next year. This is a smaller, cheaper system designed to be scaleable across all Mercedes car lines.

Despite its comparative simplicity, the S400 BlueHybrid's gasoline and CO2 savings are significant: some 21% in the European test cycle, compared with the regular V-6 S350. It's also quieter at rest and more muscular in real-world acceleration. There's very little penalty over the standard V-6 in terms of weight -- just 170 lb -- and none at all in passenger or luggage accommodation or payload.

Quick Test: 2009 Chevrolet Traverse LTZ AWD

The Traverse is the fourth General Motors' model built on its Lambda unibody architecture, others being the Buick Enclave, Saturn Outlook, and GMC Acadia. The Traverse is functionally much the same as its cross-brand siblings and gives Chevy a much-needed entry in this segment, replacing the ages-old, truck-based TrailBlazer. It also gives us our first taste of GM's direct-fuel-injection V-6 in this platform, although the other variants also are so equipped for 2009.

With optional dual exhausts, the newest version of GM's 3.6L DOHC V-6 spools out 288 hp. The engine is quiet and smooth and has a wide powerband. It's mated to a six-speed automatic transaxle, replete with a handy toggle switch on the end of the shifter to allow manual scrolling up and down all six gears. It's a good powertrain, but it works hard to move the Traverse's mass, plus cargo. You pay the penalty at the pump: While the EPA fuel economy estimates are 16 mpg city and 23 mpg highway, the observed fuel economy for our admittedly hard-driven, top-of-the-range, 5111-lb, all-wheel-drive LTZ was just 12.1 mpg.

Quick Drive:Chrysler Future Electric Vehicles Dodge Sports Car E

It takes a contortionist to slip inside the little yellow Dodge EV. But what would you expect? It is, after all, little more than a modified version of the cramped Lotus Europa.

Yanking my legs in and stowing them under the steering wheel, I reach for the "D" button, which has replaced the British sports car's gearshift, on the center console. At first, it seems nothing has happened, but my escort just smiles, then suggests I tip in the throttle. Not quite as firmly as I try, it turns out, the sports car lurching forward with a shot.

"Got it," I say, gamely returning his smile. This time, I squeeze the pedal a little more smoothly, steering my way out of the parking lot and onto the ramp that leads to the sweeping test track at Chrysler headquarters, in Auburn Hills, Michigan.

First Look: 2009 Pontiac G5

The Pontiac G5 arrived in the U.S. with little fanfare in 2006 as a 2007 model to serve duty as Pontiac's entry-level vehicle. The compact is identical to the Chevrolet Cobalt save for the front end and badges. Sold in Canada in Mexico as a sedan and a coupe, only the sportier two-door G5 is available here.

The smallest Pontiac rolls into 2009 with several changes, most notably under the hood. An updated 2.2L inline-four that gets a power boost to 155 hp and 155 lb-ft is now the only engine option for the G5 -- the 171-hp 2.4L inline-four that used to power the G5 GT goes away. When combined with the standard five-speed manual transmission -- which receives a new 3.63 final drive ratio -- and newly added 15-in. wheels with low-rolling-resistance tires, the revised engine allows the base G5 to achieve an improvement in fuel economy to a fairly impressive 25 mpg city/37 mpg highway.

First Drive: 2009 Volkswagen Jetta TDI

We've said it before: There is no automotive silver bullet that saves money, reduces environmental impact, and gets us off foreign oil all in one shot. At least not at the moment, given the current state of technology, infrastructure, government statutes, and business case realities. But Volkswagen has chambered a round that moves the game forward by a fair amount. VW has sold diesels on and off in the U.S. market since 1977. All were good, most were slow, and they suffered from the old maladies that have been associated with diesels for decades.