GMC Acadia Denali - Goes Upscale

Much of the big news around SUVs will be focused on the all-new Jeep Grand Cherokee and Ford Explorer, but the popular GMC Acadia takes a step out and up with the Denali edition.

“The GMC Denali models have come to stand for luxury and exclusivity, and that’s just what customer will get in the new Acadia Denali,” said Lisa Hutchinson, GMC product marketing director. “The decision to develop an Acadia Denali was made quickly within the new GM in response to customer and dealer demand for a Denali version ever since launch and success of the Acadia.”
Acadia adopts the usual Denali fare like a honeycomb grille, 20” chrome alloy wheels, and monochrome body treatment. Inset foglamps, dual chrome exhaust tips, and satin silver trim on the bumpers and door handles give the Acadia Denali an elegant appearance.

Inside, the luxury crossover rivals Cadillac’s Escalade for luxury. A leather-wrapped steering wheel, mahogany wood inserts, woodgrain on the instrument panel, and chrome lighted door sills show an attention to detail. Perforated heated/cooled leather seats, matching leather door trim, and enhanced lighting in the footwells coddles passengers. A heads-up display gives drivers the information they need right in front of their faces. Tri-zone automatic climate control, navigation, Bluetooth phone connectivity, available rear-seat DVD entertainment, XM Satellite Radio, and rearview camera finish off a packed cabin.

GMC first launched the Denali package on the Yukon, which became the basis of the first-generation Escalade. Until Cadillac launches a full-size crossover of its own, the Acadia Denali is the closest you can get. Even with increasing competition, Acadia has everything discriminating customers want in their full-size crossovers. Adding a Denali model takes it to a much higher class of competitor like the Mercedes GL, Audi Q7, and Lincoln MKT.
By Casey Williams - MyCarData

GMC Sierra Denali 2500 Crew Cab

Its up-level accommodations, stump-pulling power and over-all quality notwithstanding, reviewing the 2011 GMC Sierra 2500HD pickup -- or any full-size pickup for that matter -- is a writing assignment undertaken with a degree of dread. As with its traditional competitors, purchasing the Sierra 2500HD requires sifting through a myriad of choices. Offered in multiple configurations, it is available with two V8s, three cab types, rear-wheel or four-wheel drive, and up to four trim levels. 



Edmunds.com lists a base price for 29 separate variations. Distilling all of this into 850 words is a headache-inducing endeavor capable of pushing Gandhi to sucker punch an orphan. To simplify the process, this review will concentrate on the top-of-the-line $46,680 Sierra Denali 2500 that GMC provided for my test drive.

A heavy-duty version of GMC's Sierra 1500 pickup, the 2500HD is designed to tow and haul larger loads than its 1500 sibling. If your heart skipped a beat at the price tag of my test Sierra 2500, there are more affordable versions.

If all you require is a basic work truck, the regular-cab 2500 Work Truck equipped with little more than air conditioning, a tilt steering wheel and four-speaker audio system, is priced at $28,960. Other versions are spread along the price spectrum between it and the Denali. Taking the step to the next trim level, SLE, boosts the price by just $3,600 and adds an array of popular amenities, such as full power accessories, carpet, cloth rather than vinyl seats, CD player, keyless entry and cruise control.

In addition to the re-engineered front suspension and an all-new boxed frame found on all 2011 GMC heavy-duty models, my test truck derived its go from a new optional $7,195 Duramax 6.6-liter turbodiesel V8 engine. It replaced the standard 360-horsepower 6-liter V8. While the 397 horsepower the turbodiesel generates is impressive, it's the whopping 765 pound-feet of peak torque that will make your heart pound and your ears ring. That's more than twice the torque of the 6-liter V8. Towing limits for 2500HDs are 13,000 pounds with a hitch and as much as 17,200 pounds in a fifth-wheel setup.

Delivering engine output to the wheels is a six-speed automatic transmission. My test GMC had the optional $1,200 Allison six-speed automatic with manual-shift mode. Thanks to the 2500HD's Orsen Wells-like weight rating, it escapes EPA mpg testing. But don't expect a Valentine's Day card from the Society of Tree Huggers if you drive one of these battle ships.

The fully boxed frame increased bending stiffness by 92 percent. This adds to both towing capacity and durability. The solid live axle rear suspension uses multi-leaf springs. The front independent suspension is new. Its short-long arm/torsion bar setup has a 25-percent greater front axle weight rating. What this means is that all 4WD models can be equipped with a snow plow with the proper setup package.

On the highway the ride is smooth and hassle free. Bumpy surfaces, though, will send some tremors through the cabin. This is a vehicle engineered for the wide-open spaces. Like other big trucks, if you don't have to have a vehicle this size for pulling a trailer or hauling cargo, the tradeoff of maneuverability around town for the image of driving a colossus probably isn't worth it. Parking in most city lots and garages requires D-Day-level planning. It is 20 feet long and has a turning radius of 50.5 feet compared to, say, the 39-foot turning radius of GMC's Canyon pickup.

Ventilated disc brakes with antilock slow all four wheels. Traction control, stability control, electronic brakeforce distribution and emergency braking assist are all standard. The only airbags included in the base price are the driver and front-seat passenger frontal airbags. Extended cab and crew cab models have side-curtain and seat-mounted side airbags available as an option for $395.

Denali is GMC's high-end luxury trim. This year marks its first appearance in the 2500HD lineup. Its exclusivity extends to its configuration. Only available as a 4WD short-bed crew cab, the Denali trim builds on SLE and SLT standard equipment, which includes OnStar, remote starting, leather front seats, an automatic locking rear differential, dual-zone automatic climate control, heated outboard mirrors, redundant steering-wheel-mounted controls for the upgraded Bose-infused six-speaker audio system and 18-inch alloy wheels.

Listed among the Denali-specific standard equipment are power-adjustable pedals, rear-parking sensors, the EZ-Lift and locking tailgate, and more chrome exterior accents. My test 2500HD also had the $2,250 touchscreen navigation system, and $450 rear backup-camera system.

Generally the cabin is roomy and intelligently arranged. The controls are intuitive and well placed. Arguably capable of swallowing a small child, the front center console is large. Getting into the cabin is a bit of an alley-oop, but once inside, the seats are nicely cushioned and supportive.

In terms of utility, the Sierra 2500HD is about as good as it gets. It is capable and comfortable. And if you want to pull your fifth wheel into the trailer park in style and luxury, the 2500 Denali is the way to do it. It is, however, a beast. Negotiating narrow downtown streets or trying to pull into a slot in a parking garage could stroke out drivers of lesser fortitude.
By Russ Heaps - MyCarData

Ford Mustang Shelby GT500 - Ford's nasty snake

Snakes are just nasty. My mother would be the first to tell you. They slither, shed, hiss, rattle, suffocate, and sometimes bite. Mostly, they just do their own thing, wishing to live in peace. Despite every warning, somebody always has to walk up and poke venom with a stick. Do that to the Ford Shelby Cobra GT500 and you’ll get a nasty surprise.

Like a rattler shakin’ its thing in the Texas prairie, the GT500’s exterior tells trespassers to leave it alone. From mugs to plugs, the GT500 is shaped for fear, but there is also plenty of refinement and detail to please less testosterone-infused gents.
A gaping grille, air scoop, bulging hood to shield the supercharger, 19” gray alloy wheels, and rear spoiler mean business. But, there’s a finesse to the styling that recalls vintage Mustangs while softening the tones and amping the stripe colors (love the bright red on gray background) to appeal to Gen-X and Gen-Y, of all persuasions, raised on Hondas, V-Dubs, and Scions. Telling it is a Mustang, the GT500 flips its tail to the world on wide haunches enlightened by triple barrel taillamps. Ford goes after the whole tribe in one big bite; competitors who fail to heed this blaring warning will be sprayed in puddles of snake hiss.

Open the door and a twin cowl dash greets you as only a Mustang could. Being a Shelby, the cabin was loaded to the 9s with red leather bucket seats, suede- and leather-wrapped steering wheel, cue ball shift knob, metallic-look console trim, and the largest color-changeable gauges Ford could devise. Ford’s SYNC system links the navigation and audio systems by voice. USB ports plugged my iPOD easily, and then allowed it to be controlled through the touchscreen. Bluetooth wirelessly connected my phone to the car, but it was a little hard to have conversations over the intoxicating engine rumble. There’s still a lot of hard plastic on the doors, but key touch points have been padded for a more upscale feel. Interior designers blended the right portions of heritage and technology to please almost everybody. Still, nobody drinks the GT500 for its interior flair.

Unless you’re on a track, drink responsibly. The GT500 takes you from sober to sideways with one toss of the throttle. A new aluminum-block 5.4-litre supercharged V8 charges with 550 horsepower and 510 lb.-ft. of torque – 10 HP more than last year. Cast in aluminum instead of cast iron, engineers eviscerated 102 lbs. from the V8 for better acceleration, handling, and fuel economy – enough to erase the GT500 from the Fed’s gas guzzler roster by enabling 15/23-MPG city/hwy. Shifted with a six-speed manual transmission, the crisp wrist-activated lever enables 0-60mph runs in 4.2s.

Tread in near-slicks, slight provocations will send the GT500 wobbling until the relatively-passive stability control system whips it back into line. Stabbing the throttle full-on should really only be done on a track or a very wide straight road as deserted as the Mustang plant on Labor Day. Fortunately, there’s an electronic safety net when things get really stupid and the power is easy to modulate.

While driving the GT500, it hauled tail and tummy through Kentucky on my way to drive the Nissan Leaf and Nissan’s HQ. And, that’s just funny – like Pig Pen showing up at Al Gore’s pool party. The engine has so much power by itself that it barely took a nip of supercharger during heavy-footed cruising through Appalachia. It was docile when I wanted it to be, but left in a furry worthy of Endora’s thunderous vanishings on Bewitched. The poor little librarian in her strung-out Civic never knew what left her. Even after 700 miles behind the wheel, the car elicited evil cackles getting onto the Interstate at full throttle. Power does indeed corrupt absolutely.

Ford better enjoy its wide open fields now because Chevrolet is planning to encroach upon its slither space with a Camaro Z28 that is rumored to harbor the Cadillac CTS-V’s 556-HP Supercharged V8. Given the Chevy’s smooth styling and chassis to match, Ford will have to spice up its wicked brew to put that giant down.

Carroll Shelby has been a long-time snake charmer under Ford’s tent – a relationship that goes back to when Lee Iacocca ran the place. He had a few thoughts about the GT500. “Cutting weight to improve performance is a tradition among hot rodders,” said Carroll Shelby, founder of Shelby American. “It might not be as sexy as adding more horsepower or bigger brakes, but shaving pounds off of a car is the single smartest move you can make.” I’ll take power AND less weight.

As if Elvira attended finishing school, the GT500 is refined evil. It’s wonderful that Ford conjures such a beast. But to be truthful, the world’s full of nasty snakes - the Cadillac CTS-V Coupe, Corvette ZR-1, Dodge Viper, and a pit of Porsches among them. None, however, come with as tame of a base price like the GT500’s $48,645, or $55,330 as tested.

2011 Ford Shelby GT500
Four-passenger, RWD Coupe.
Powertrain: 550-HP 5.4-litre SC V8,
6-speed manual trans.
Suspension f/r: Ind./Solid axle.
Wheels: 19”/19” f/r.
Brakes: Disc fr/rr with ABS.
Must-have feature: Power, style.
Fuel economy: 15/23-MPG city/hwy.
Assembly: Flat Rock, MI.
As tested price: $55,330.
By Casey Williams - MyCarData

Ford C-MAX - 2012 model is Very Clever

With the exception of the Mazda5, Americans have not warmed to mini-mini vans. The Mitsubishi Expo, Nissan Axxess, and first-generation Honda Odyssey were dismal failures. But, times change, and a new generation comes along with different needs. Ford’s C-MAX is a very clever answer to questions you may not have thought to ask.

“The Ford C-MAX provides still more proof of how our One Ford plan continues to deliver the high-quality, fuel-efficient products people really want,” said Mark Fields, Ford’s president of The Americas. “C-MAX is just right for customers in North America seeking stylish, flexible transportation and life-enhancing technology that comes standard.”

Based on the all-new 2012 Focus, C-MAX is a compact van/crossover with sliding rear doors and three rows of seats. It will provide small car fuel economy with enough interior space to comfortably move a small family. Engine choices will range from a 2.5-litre gasoline four-cylinder engine to a 1.6-litre turbocharged four-cylinder. Both are mated to six-speed automatic transmissions for balanced power and efficiency.

Besides SYNC, the C-MAX’ most innovative feature may be its ability to open the rear hatch without using your arms or fingers. Just walk up to the vehicle, wave a foot under the bumper, and a sensor raises the door. The key fob in your pocket gains entry with plenty of security. I wish my house was so thoughtful.

Impending fuel economy regulations are going to cause all of us to think differently about automobiles. Small and roomy are going to become key words for our survival. With European styling, refined handling, willing powertrains, and innovative conveniences, the Ford C-MAX may succeed where others have not. We’ll find out for sure when the van debuts as a 2012 model next year.
By Casey Williams - MyCarData

Fiat 500C - something new for the American market

“The new Fiat 500 changes the rules of personal transportation and delivers a new sense of individual expression and opportunity.” — Laura Soave

Fiat 500
– OVERVIEW Los Angeles - Beautiful Italian styling combined with timeless functionality, efficient design and innovative technology – these are the attributes that made the original Fiat 500 (Cinquecento) a timeless icon. More than 50 years later, the same qualities make the new 2012 Fiat 500 relevant for an entirely new generation of drivers.

“The Fiat 500 has always been the right car at the right time,” said Laura Soave, Head of Fiat Brand North America. “The new Fiat 500 brings something truly unique to a fast-growing segment in America, delivering Italian-by-design function, value and efficiency intelligently tailored for our market.”

Fiat’s successful small-car formula worked then and still works now
Like the original Cinquecento, the new Fiat 500 showcases the brand’s ingenuity to build world-class small cars that ignite a spirit of the times through simple design, beautiful craftsmanship and timeless value. As a result, the Fiat 500 has continued to surprise and delight customers worldwide for more than 50 years.

Satisfying the individual mobility need for Italians and other Europeans after the Second World War, the original Fiat ‘Nuova’ 500 became a catalyst in 1957 for the country of the ‘poor but beautiful’ to be not quite as poor. With almost 4 million examples produced between 1957 and 1975, the small and efficient Fiat 500 succeeded in providing an affordable, comfortable and reliable transportation solution while helping to ignite Italy’s post-war economic recovery.

More than 50 years later, and thanks to its stylistic and modern technological features, the new Fiat 500 represents the spark of another milestone along the lasting process of expansion. And this is where history starts again.

The 2012 Fiat 500 caters to a new generation of Americans who want their vehicle to be as engaging, individualized, ecologically responsible and technologically savvy as they are.

“Like the original Cinquecento a half-century ago, the new Fiat 500 changes the rules of personal transportation and delivers a new sense of individual expression and opportunity. At a time when America is getting back to basics with a fresh awareness of the environment around, the new Fiat 500 identifies with today’s minimalistic attitude and delivers with state-of-the-art eco-friendly technology wrapped in world-class quality, craftsmanship and style,” added Soave.

This modern-generation Fiat 500 offers safety, fuel economy, quality and advanced technology perfectly balanced with iconic Italian style. With its city-friendly four-passenger A-segment size, engaging driving dynamics, all-new fuel-efficient 1.4-liter Fiat MultiAir® engine, state-of-the-art Blue & Me™ Handsfree Communication technology, seven standard air bags and new quality and refinement adaptations for the U.S. market, including an all-new six-speed automatic transmission, the 2012 Fiat 500 offers a driving and ownership experience unlike anything available today.

Reminiscent of the original Cinquecento, the 2012 Fiat 500 builds on the vehicle’s global popularity. Since its initial launch in 2007, more than 500,000 Fiat 500 vehicles have been sold in more than 80 countries around the world. The model’s unquestionable popularity is the result of the Fiat 500’s great ability to deliver unmatched personalization options with advanced solutions in terms of quality, engine and passenger comfort. In addition to success on the sales front, the Fiat 500 has earned 60 international awards, including being named the 2008 European Car of the Year.
Source Chrysler - MyCarData

Fiat 500 - New Italian arrival for 2012

The Italians are coming back to America – the 2012 Fiat 500 is here
It can’t be much “newer” than this one – the Fiat 500 which will be a 2012 model and not available until next year. It was unveiled at the Los Angeles Auto Show last week and I was lucky enough to have a front row seat during the press conference. During the two day media frenzy, this press conference and unveiling probably received the most attention of all the events.

After some loud music and swirling spotlights, a small, red 1957 Fiat 500 drove onto the stage. A very attractive lady got out of the car. Attractive females and shiny automobiles have always been a part of car shows. But it became instantly obvious that this was not a typical female model or product specialist employee. This was Laura Soave, the Chief Executive for Fiat North America.

Soave has been with the North American Volkswagen team for several years, but Fiat recently hired her to take control of the brand in the United States. She is a first-generation Italian-American with a lot of her family still in Italy. She commented, “This is not just a job for me, it is a passion and very near and dear to my heart.” She showed a photo on the large screen, of her as a small girl standing on the hood of a Fiat back in Italy.

The 2012 Fiat 500 will be called a Cinquecento and will compete directly against the Mini-Cooper and other small cars. Besides looking very cute, the anticipated price of $15,500 attracts a lot of attention. The Cinquecento will have a six speed automatic transmission for the North American market. Standard shift is all that is available in Europe. The styling and overall looks will remain true to the Fiat heritage and Soave is almost passionate about that. Her sense of duty to Fiat was obvious throughout her talk. “My job is to protect the Fiat brand and keep it consistent around the world,” she said.

The Fiat 500 Cinquecento will retain the European names for the three trim levels – Pop, Sport, and Lounge. Each of these models was driven onto the stage during the press introduction. There are 14 exterior colors and 14 interior colors, and these will all have Italian names. This was Soave’s idea also. “I renamed all our colors in Italian to distinguish ourselves more and have more Italian-ness in the brand,” she commented. For example, red will be called “roso.”

The exterior styling is basically unchanged from the past few years of the European model. Like the Mini-Cooper, it is considered “retro” and looks very similar to the little 1957 model that opened the press conference. Changes that are not obvious to the eye are abundant, however. These include a redesigned body structure that meets American regulatory requirements for crashworthiness. The cabin is quieter, in response to US customers demand for quietness. The floor, trunk, and instrument include new sound-deadening materials. There are new body and door seals as well as hydraulic powertrain mounts that help minimize engine vibrations.

Doug Betts is Chrysler Group’s Senior Vice-President and very involved with the Fiat 500 introduction. He said, “The Fiat 500 is an excellent package to start with. As we enhanced it to match North American driving conditions and consumer expectations, we also made sure to preserve the world-class, fit-and-finish standards achieved by Fiat’s development team.”

The Fiat 500 is powered by a 1.4 liter MultiAir engine that is considered highly efficient. There are new four-wheel anti-lock disc brakes, a revised electronic stability control system, and a redesigned twist-beam rear suspension feature.

The Fiat 500 is creating a lot of excitement among journalists and I look forward to a test drive sometime next year. Because Fiat has been out of the American market for about 15 years, it will take some adjustments. With the purchase of Chrysler Group by Fiat, the obvious solution will be to initially merge the two. Chrysler is currently identifying major dealerships which will offer the Fiat 500 for sale. It will available early next year.
By Alan Gell - MyCarData

Dodge Challenger - Dodge meets challengers SRT8-away

Dodge’s road with the Challenger was never going to be an easy one. Even in the good old days, the car was over-shadowed by its arch rivals, the Ford Mustang and Chevy Camaro. As the latest generation was prepared for market, Ford launched a brand-new retroish Mustang and Camaro rolled out a future-tech concept with all the right style. In comparison, the Challenger looked cool, but stood in the shadows. Now that I think about it, that’s really unfair.

Although I’m asked often, you really can’t compare the Challenger to either the Mustang or Camaro – they have very different attitudes. Mustang is a little old school with its solid rear axle, but maintains a lineage back to ’64 without feeling retro in any way. Camaro is light on its feet with a four-wheel-independent suspension with passengers are all tucked down inside as in a Corvette. It is instantly familiar, but also very-much a 21st Century ride. Challenger is perhaps the best of both.

Challenger’s exterior seems retro, but upon closer inspection, is crisp and modern. Front and rear overhangs are noticeably shorter than on the original with 20” Alcoa forged aluminum wheels filling out the wheelwells. I could do without the General Lee orange paint on our test car, but am a big fan of the black plastic front splitter, rear spoiler, and carbon fibre-look hood application. Four round headlamps, rectangular taillamps, thick C-pillar, and kicked up shoulderlines tie the Challenger to its ancestors. That little SRT badge in the grille tells you this is no ordinary Challenger.

Moving inside, a big fat steering wheel and thick-bolstered heated leather seats make you feel like you’re driving a substantial automobile, especially as you look over the wide hood. If you grew up in the ‘60s or ‘70s, it will definitely take you back before the days when views pretty-much end at the windshield. Large analog gauges are easy to read and the Mercedes-style gated gear selector falls right at hand in the angled center console. I would not normally love the black vinyl dash and door coverings, but in the Challenger they feel authentic. The doors are enhanced with suede inserts and carbon-fibre-look leather weave pulls. Illuminated cupholders and shadow-lit door handles add ambience.

New age technophiles are not left out. There’s a big navigation touch screen in the dash that also controls the audio functions, including Sirius Satellite Radio and a thumpin’ subwoofer. Eight Boston Acoustics speakers sound wonderful. UConnect links your phone to the car and enables voice commands. Sirius Traffic keeps the navigation system informed of potential slow spots in real time, allowing it to route you around issues on the fly. That function came in handy on a trip to see my parents. A full array of airbags keeps everybody safe.

You can buy the Challenger with a 3.5-litre V6 engine that gets 25-MPG or a 5.7-litre 376-HP “demi-Hemi”, but if you have the means, go full-bore and select the SRT8 package with its 6.1-litre monster. The big V8 generates 425-HP and 420 lb.-ft. of torque – plenty to romp from 0-Silly in 5-flat. Turn off the stability control, and you can steer with your right foot. Step down hard at 80 mph and the car lifts its hood, growls through the exhaust, and plops back down when you lift off. It can get to 100 mph without effort (not that I would do such a thing on public roads). As you might expect, fuel economy was not a concern as the car achieves 13/19-MPG city/highway.

The car is fast, but its chassis is best of the bunch. Derived from a previous-generation Mercedes E-Class while Daimler controlled Chrysler, the Challenger feels very German in behavior. Despite its incredible ability on the track, as I experienced in New Jersey a couple of years ago, it is no sports car. Where this car revels is on the open Interstate where it can loaf along Autobahn-like at ridiculous speeds, safe and steady, feeling like a nuclear blast wouldn’t bother it. Manhattan city streets were absorbed by the four-wheel independent suspension like it was in-fact a Mercedes. Big Brembo brakes with red calipers, four-wheel ABS, and electronic stability control bring it down from speed yesterday while providing sure-footed poor weather traction.

I was never a MOPAR fan, preferring Camaros and Mustangs to the Challenger. To me, it was ugly and unrefined. That all changed with the latest model. Perhaps it’s the German car nut in me, but more likely it is the way Dodge took those Mercedes bits, married them with HEMI muscle, and stayed absolutely true to its heritage without feeling outdated. If you want an authentic muscle car experience, updated thoroughly for the current century, you’ll do no better than the Dodge Challenger. Our loaded SRT8 came to a grand total of $45,260. Besides traditional foes, competitors include the BMW M3, Hyundai Genesis Coupe, and Audi A5.
By Casey Williams - MyCarData

Dodge Grand Caravan Crew

Recently, I had a new Dodge Grand Caravan for a week-long test drive. Yes, I know it is a minivan, but with so many manufacturers re-introducing them, it certainly appears they are making a come-back.  The Dodge Grand Caravan has always been very family-friendly. Many have considered the Dodge Caravan as a main-stay of the vehicle line-up. It has been steady and reliable for many years. However, with the big and bulky SUV's that permeated the industry these past few years, up-and-coming males turned up their noses at the minivan. Now, more moms are convincing their husbands of the advantages and flexibility of the family minivan.

The 2011 model Dodge Grand Caravan has been redesigned and is better engineered, some major changes in the interior, more fuel efficiency, some touch-up on the exterior, and an improved power train. Dodge is marketing this as a “Man Van” instead of a minivan, hoping to erase the stigma for many potential customers. Interestingly, almost all minivans for 2011 are getting make-overs and even complete overhauls.
Our test model was the Crew trim level with a Stone White clear coat exterior paint job. The interior colors were a nice combination of black with light graystone. The interior in previous models had a lot of thin plastic, but now the trim inside has been upgraded significantly. There is still quite a bit of plastic, but it is more upscale with a lot of metallic trim.

Buyers do not have a large choice of engines. There is only one power-train for the Caravan, a 3.6 liter V-6. The engine produces 283 horsepower and is matched with a six speed automatic transmission. Chrysler Corporation is calling their new engines by the name Pentastar. The Pentastar in the Caravan sounds smooth and drives smooth. Typically, minivans are not very quick to accelerate. Parents do not want to floorboard the pedal and push their children's heads into the seat backs. The Caravan is about serving the family's needs first. However, Chrysler's engineers did not leave the Pentastar engine to simply plod along. It can go from 0 to 60 in slightly less than 8 seconds. This new V-6 engine is stronger and faster than previous Caravans. It almost behaves like a large, rugged SUV.

If a consumer is looking at a minivan, they are probably thinking about the advantages and utility that will benefit the passengers and their cargo. The Dodge Grand Caravan excels in this area. There are fold-away second row seats. There are three rows of seating allowing for seven seat spots. The Stow 'N Go fold-away second and third row seats is terrific and for 2011, there is a one-touch fold-down mechanism.
Our daughters enjoy the advantages of a minivan since both of them have young babies. My wife, playing the role of grandma, said that this is just perfect for accessing the seats, hooking up carriers, and carrying all the baby “stuff.” The Dodge Grand Caravan definitely offers a lot of family conveniences over most SUV's. Although there was a large number of standard items, out test model was equipped with an abundance of optional items as well. This allows a family to tailor the special packages and add-ons to fit their own family lifestyles.

A Passenger Convenience Group added heated seats in the second row, third row window shades, and a rechargeable & removable flashlight. The Driver Convenience Group added front row heated seats, Bluetooth, a remote USB port, and auto dimming rear-view mirror with a microphone. The Safety Sphere Group added blind spot detection, rain sensitive wipers, and a rear parking assist. The Entertainment Group added an overhead 9-inch viewing screen for the second row, wireless headphones, video remote control, and a second-row DVD console.

The base MSRP for our test model Caravan Crew model was $28,695. With all those extras as well as a few more and the delivery charges, the bottom sticker price was $35,650. It had an EPA mileage rating of 17 mpg city and 26 mpg highway. Our average for the week was about 22 mpg overall.
The Dodge Grand Caravan is easy to drive, handles well, and is so utilitarian and convenient. Check it out a Chrysler dealership yourself and see if this might be the vehicle that will best serve the needs of your family.
by Alan Gell - MyCarData

Chrysler 300 - Refined in 2011

How do you change the car that changed everything for Chrysler? When the 300 debuted in 2004 as a 2005 model, it couldn’t have been more different than the cab-forward designs that had been staples of Chrysler for over a decade. From the company that pushed windshields out to the front wheels and arched rooflines to extremes came a muscle sedan that looked like a modern Bentley, riding on a Mercedes-based chassis. It changed everything. Updated and refined for 2011, the Chrysler 300 readies itself for the coming decade.

Designed by Ralph Gilles, now President and CEO of Dodge as well as Senior V.P. of Product Design, the 300 was a stunner. Gilles’ team had to find a way to update the iconic design, making it more contemporary, without losing the impact it had nearly seven years ago. The big eggcrate grille was replaced by a smoother one with seven sculpted horizontal chrome blades topped by the updated winged Chrysler badge. Key slot headlamps feature a scalloped lower edge and project their illuminocity through LED running lamps. You’ll know in an instant the C-shaped lamps are followed by a Chrysler.

And a beautiful Chrysler it is. The basic shape of the 300 is left intact, but is enhanced for a crisper look. Accentuated front fenders, sculpted hood, and stepped shoulderlines give the car more depth. To improve aerodynamics, visibility, fuel economy, and interior noise levels, the windshield was canted back 3 inches. The rear view is more dramatic with a curved decklid, more vertically-focused taillamps, and LED lights. Thinner front pillars also improve visibility while a new dual-pane panoramic sunroof makes front and rear seat passengers smile. Chrome trim around the windowlines, on the facias, dual oval exhaust tips, and 20” polished-aluminum wheels maintain the bling for which the last-generation was renowned.

Like the similar Dodge Charger, the 300 was routinely criticized for the minimal attention paid to materials and style inside. As with the also-new Charger, critics will be pleased with the 300’s fresh new cabin. Soft touch materials, heated and cooled Nappa leather seats, and real wood veneers unabashedly dress the interior for a ball that includes high-end competitors. Sapphire blue LED ambient lighting, instrument cluster with precision analog gauges, and chrome that gives the appearance of milled aluminum provide perfect millennial luxury.

Millenials looking for luxury will want all of the latest tech and the 300 is stoked to the chrome-surrounded windows. Chrysler’s 8.4-inch Uconnect® touch screen is the segment’s largest for infotainment controls. From the screen, passengers can adjust the navigation, climate control, or play with their portable music device. Phones are connected via Bluetooth. UConnect Web will allow owners to turn their 300 into a mobile hotspot from which they can surf via laptops, iPads, or other toys. If you want to connect it, the 300 has a place to plug or sync it.

Chrysler will not officially release engine specifications until the 300’s launch at the upcoming Detroit auto show, but the options list is expected to mirror the 2011 Dodge Charger. That means a base 3.6-litre Pentastar V6 that generates 292 horsepower and 260 lb.-ft. of torque. Buyers will step up to the 5.7-litre HEMI V8 and its 370 horsepower for a real thrill. Not only does the HEMI conserve fuel by shutting down four cylinders during cruising, but can rip off a 0-60 mph run in about 6 seconds. All-wheel-drive should come in 2011 with an SRT8 edition soon thereafter pumping nearly 500-HP.

One thing nobody ever complained about was the previous car’s handling. Riding on a four-wheel independent suspension derived from an earlier Mercedes E-Class, the car was near impossible to upset. It rode like an awesome ‘Benz, the suspension soaking up every bump without ever feeling soft. Nothing under $50,000 could touch it. With the refinements it is sure to get, the basic underpinnings of the 300 should continue to be its finest trait.

Production of the 2011 Chrysler 300 begins during the first quarter of 2011 in Brampton, Ontario. Until then, the Buick LaCrosse, Lincoln MKS, Acura TL, and Hyundai Genesis can have free run of the highways and byways. After that, run and hide from the refined 300. Prices are expected to start under $30,000.
By Casey Williams - MyCarData

Chrysler 200 - something new for 2011

It is a fun little car to test drive – an all-new Chrysler 200, but is it a good buy? That is the question. Well, maybe. The Chrysler 200 is not quite all that “new.” It is definitely a redesigned and re-named Sebring. Sebring was just not getting any attention except from car rental companies. It was acceptable to drive, but not much more than that. So the Chrysler engineers have done some major changes. The Sebring, oops – I mean the 200 has not only a new name, but a new interior, a generally new exterior, better suspension, and more sound deadening materials.

So why did Chrysler do all this work on a re-named car? Because the mid-size sedan field of choices is currently offering so much and consumers could not get past the Sebring name. With all the new changes and the new name, perhaps Chrysler will compete effectively in the mid-size sedan arena. It is not a very distinctive looking vehicle, but it certainly has a lot to offer for the money.

The Chrysler 200 has a choice of two power plants. The base engine is the 2.4 liter four cylinder model that produces 173 horsepower. Our test model had the all-new Pentastar 3.6 liter V-6 and it is a good one. It produces 283 horsepower, which more than was adequate for getting down the highway with power to spare. For a mid-size sedan, the V-6 engine is certainly robust in its performance. The base models 200’s are matched with a four speed automatic transmission, but our Limited trim test model had the new six-speed automatic. I am not sure it made a lot of difference, having six speeds over four speeds, since this is still a mid-size sedan and not a sports coupe.

The old Sebring did not have any distinctive exterior character, but this new 200 has even less. It is, simply put, a plain looking, although attractive, sedan. There is not much that sets it apart from other plain-looking sedans other than the badge that says it is a Chrysler 200. The roofline looks the same, but there are some new taillights, rounder headlights, a new slatted grill, and a little bit of chrome, but all-in-all, the car is very anonymous in appearance. The ride height has been moved slightly lower and the track is slightly wider. With the 18 inch alloy wheels (as an option), the looks are somewhat more sporty.

Inside, there is an all-new instrument panel and gauges. The steering wheel is new. The seats have been upgraded with a new design, adding more cushioning material and better coverings. Certainly, the interior helps transform the car into a step-up in elegance and driving sophistication. The interior is definitely classier than the old Sebring and allows the driver and passengers to enjoy the ride.

There are several trim levels, with the base sedan model starting at just $19,995. Our test model was the Limited and offered quite a bit extra, such as heated leather seats, those stylish 18 inch wheels, a 30 GB hard drive stereo system, remote start, auto-dimming rear view mirror, rear-window defroster and a tilt & telescoping, leather-covered steering wheel. The MSRP on our test model was $23,745, and only had a few upgrades. With delivery charges and extras, the bottom sticker price was $27,530.

The Chrysler 200 is EPA rated at 19 mpg in the city and 29 mpg on the highway. I averaged 30 mpg for my week of test driving, although I did not put the pedal-to-the-metal. On the nice-weather days, I slowed down to enjoy the drive and the scenery. On the bad-weather days, I slowed down to avoid any dangerous situations.

The mid-size sedan category of available vehicles has some good choices, and I believe that the new Chrysler 200 can compete well. For the same amount of money, there are so many features and a really nice interior. The drive is confident and it handles well in all driving situations. Maybe it is not a completely new vehicle, but the changes and upgrades are major enough and significant enough that it deserves serious consideration. While the 2011 Chrysler 200 isn't a completely new vehicle, the upgrades here are so significant that we think it's now worthy of midsize sedan buyers' consideration.

If you are looking for a mid-size sedan with a lot of features for the price, check out the new Chrysler 200 at a Chrysler dealership yourself.
By Alan Gell - MyCarData

Chevy Volt - receives its official EPA sticker – 93 mpg equivalent

The scene was the Texas Hill Country north of Austin and the driving took place around the Lake Travis area. It was the first extended media driving experience in the south central area of the US for the new Chevy electric VOLT. Shortly before the media “ride & drive”, Volt received its official EPA sticker proclaiming 93 mpg.

The Chevy Volt is a four passenger electric vehicle with an extended range ability. Craig Eppling, Communications Manager for the South Central Region of General Motors commented, “This is a turning point in the auto industry.” That theme appeared to be shared by all the GM folks who were at the event. A lot of all-electric vehicles are coming on the market, including the well-advertised Nissan Leaf. GM is putting their hopes on the extended range capability and are already dreaming far past the initial success.

The Chevy Volt has been named Motor Trend’s Car of the Year. It received the Green Car of the Year at the recent Los Angeles Auto Show. Dan Akerson, CEO of General Motors, has already been asked about the possibility of bumping up planned production. He said that GM is trying to figure out how they can do it. If the 2011 Chevrolet Volt is as successful in sales as initially hoped for, the company is preparing to double or triple production in the next two years. Apparently, the limiting factor will be battery production.

Only 10,000 Volt cars are planned for the 2011 model year. Austin is one of the few cities that will receive these before year end. This would certainly make an unusual Christmas present. For calendar year 2012, 45,000 Volt cars are on the drawing board. However, a fan web site has reported that there are over 240,000 interested buyers already signed up, wanting to seriously consider a purchase of the new Volt.

The US Government’s Environmental Protection Agency has recently released their official “sticker” regarding emissions and mileage. The EPA is crossing new bridges with these electric cars and uses a complicated formula to determine what they call “mileage equivalent.” The Chevy Volt is rated at 93 mpg equivalent on all-electric. The Nissan Leaf received an EPA rating of 99 mpg equivalent. The Leaf is a true all-electric and must be re-charged to go past the 40 or 50 mile range. The Volt, however, is a hybrid. It does have a gas engine that Chevy engineers and public relations personnel refer to as “extended range.”

The gasoline engine is the Volt is an 84 horsepower, 1.4 liter, 4-cylinder that is optimized for premium fuel. This is the same engine that Chevrolet uses in the Chevy Cruze and some of their European models. It can be used to power the drive train, but is designed to work primarily as a generator in the Volt, maintaining the battery charge. There are a series of clutches involved, and the gas engine does not drive the powertrain independently, but will require a minimal charge in the battery system to operate.

The test drive route allowed the journalists to take the new Volt on windy and hilly roads. It drives the same as a small compact car is expected to drive . This is not a turbo-charged, sports car, but a small sedan that is not unlike other small sedans under normal driving conditions. It handles well. It performs just like you would expect them to perform. Drivers and passengers will not usually be aware that this is an electric vehicle. When the battery charge is depleted and the gas engine begins in Extended Range, the is no descernable jerk or blip, other than the change on the display screen.

There are a lot of differences in the Volt, the Leaf, and other manufacturers electric cars. The Volt uses batteries that are thermal cooled rather than air-cooled. They say that the thermal management will provide for a longer life. In fact, Chevrolet is warranting their batteries for 8 years or 100,000 miles. A rapid charging system is available for owners and currently is subsidized by the US government. A normal charge will be through a standard household plug and will take about 8 hours, usually during the night hours. The price of the Volt is in the $35,000 to $40,000 range, but the cost of electricity to charge the batteries is significantly lower than the cost of gasoline.

As found in most small, compact sedans, a variety of safety features as well as creature-comfort items are included on the Volt or are available. There is traction control, an anti-skid system, airbags, a standard navigation system, a hard drive for digital music files, leather seats, heated front seats, a rear-view camera, and a lot more. Even a remote charging system can be downloaded and run from many cell phones, including remote starting of the heater or AC unit.

It was the January 2007 Detroit Auto Show when the Volt was unveiled and I was there, jockying for a position to take pictures and get more information. The production model has come out from that original concept in about three years, a remarkable achievement in these depressed economic times. The original concept was a lot more sporty looking that the four door compact sedan, but this is a remarkable vehicle. I agree with my friend, Craig Eppling, that this probably is a turning point in the automotive industry.
by Alan Gell - MyCarData

Chevrolet Cruze - Cruizin' for a Chevy

 Chevrolet struggled to offer a competitive small car since Americans realized there was such a thing. The Corvair was a fine little ride that Ralph Nader saw otherwise. The Vega was a complete piece and so was the Citation. Cavaliers eventually became quite good and the Cobalt was also a decent car, but neither made much of a dent in Honda Civic or Toyota Corolla sales. By next year, there will be an all-new Civic, Hyundai Elantra, and Ford Focus to contend with. The all-new 2011 Chevy Cruze must be better than good


Like Ford, Chevrolet wisely looked to its European compatriots for essential engineering. It isn’t that American’s can’t build good small cars; we’re certainly capable. But, Europeans know compacts like we know full-size pickups. It makes sense to have centers of excellence, allowing the best to focus on their trades. Using the successful Opel Astra as a starting point, final development was carried out by GM Daewoo in South Korea.

Exterior design is a continuation of themes set by the Chevy Cobalt, Malibu, and Equinox. A large body-color cross-bar grille is pure Chevy while an arching roofline, subtle body sculpting, and large wrap-around taillamps give the car a modern upscale appearance. In LS trim, 16” steel wheels are covered with alloy-colored hubcaps. Choosing the LT or LTZ package brings very sporty-looking five-spoke wheels with low-profile tires. Choose dark blue paint to out-stealth a government agent.

If you want a hint at future Chevy interiors blink your eyes quickly inside the Cruze. A twin-dash lay-out echoes the Malibu and can be coordinated with contrasting color inserts like its bigger sibling. Our test car came with gray padded inserts and gray cloth seats - not incredibly exciting, but the options list is long to personalize your Cruze in virtually any hue. As with other new GM cars, audio and climate controls are arranged in a center pod with high dash read-out. I like the perfectly-sized sport steering wheel, piano black finish in the center, chrome bezels around air vents, and supportive bucket seats.

The car is relatively inexpensive, but the interior does not feel cheap. XM Satellite radio, USB input for iPods, power windows, huge cupholders, split-folding rear seat, CD player, and tilt/telescoping steering column should please buyers. A leather wrapped steering wheel would be a nice upgrade over standard rubber on the LS. Chevy commercials make a big deal about the Cruze’s quiet ride. That’s no joke - the car is Buick quiet on the highway, making it a joy to listen to the audio system.

Base models come standard with a 138-HP 1.8-litre four-cylinder engine with a six-speed manual transmission. A smooth-shifting six-speed automatic is a $925 option. Up-level Cruze models are available with a 1.4-litre turbocharged engine that generates the same peak horsepower, but does so at 2500 rpm less and with an additional 23 lb.-ft. of torque - both sure to be felt off the line. The sedan’s smooth shape enables fuel economy ratings of 22/35-MPG city/hwy.

Either engine produces plenty of power to step away from stop lights or enter freeways without concern. I drove an LS with the non-turbo engine over 200 miles on the Interstate and two-lane highways. I had no problem keeping up with 80-MPH traffic or passing trucks on two-lane backroads. The turbo would have given it even more grunt. The six-speed automatic transmission was impeccably smooth. I wish engineers had dialed in more of the heavy-feeling Opel Astra, but the Cruze’s light reflexes should be perfect for most drivers.

Cruze will offer a wide range of options to take the sedan from a solid commuter to a near-luxury sport sedan. Heated leather seats, rear park assist, 18” alloys, automatic climate control, remote start, Bluetooth, cruise control, 4-wheel disc brakes, and self-dimming rearview mirror are all available. Best of all, the car meets NHTSA 5-Star ratings in each crash category! We’ll find out soon enough if the Cruze is up to competitive challenges on the horizon, but when small car battles break out, GM hopes you’ll be cruizin’ for a Chevy. Price as tested came to an economical $18,375.
- it better be great!By Casey Williams - MyCarData

Cadillac CTS-V Coupe - eats asphalt for giggles

Cadillac once represented the unquestioned standard of the world among automakers. High fins, big V8 power, and a level of panache desired by kings made Cadillac the hottest thing in rubber loafers. Those cars caused people to stand back, wide-mouthed, as the behemoths of glitz and power glided by. For a few decades, Cadillac was railed by Mercedes, BMW, and Lexus. One drive in the 2011 CTS-V Coupe and you know Cadillac has come to reclaim the standard.

Styling of GM’s premiere brand has a rich history. Bill Mitchell’s 1938 Sixty Special came sans runningboards, looking modern with its formal trunk. Eggcrate grilles came before WWII. Post-war designs debuted tailfins, most impressively with the 1949 Coupe DeVille and 1959 Eldorado. Frank Hershey’s translation of P38 tail booms to Cadillac fenders rendered the most iconic elements since the Rolls-Royce radiator. The 1957 Brougham showed what could happen when engineers and designers threw everything they could summon at one car. It was relatively restrained, lavishly appointed, and rode on an air suspension – a direct ancestor of the CTS-V.

Cadillac’s first volley at the Europeans was the ’75 Seville – a model of restraint designed to fend off the Mercedes “E-Class”. Next came the hunch-back Seville, which was a dismal attempt to compete with anything other than the Lincoln Versailles. STS sedans of the ‘90s began the transition back to respectability. Following the German-built ’97 Catera that failed to zig (or zag), came the first-generation CTS that flaunted edgy styling and was built on a great chassis, but fell short on interior refinement. The current CTS finally put Cadillac in the realm by outshooting BMW and ‘Benz on several fronts. Enter the outrageously stunning CTS-V.

If the Z06’ V8 was adequate six years ago on the first-gen CTS-V, then the Corvette ZR-1’s 6.2-litre supercharged V8 seems like the perfect companion to this edition. In Caddy guise, it generates 556-HP and 551 lb.-ft. of torque, connected to 19” aluminum alloy rear wheels through a six-speed manual or six-speed paddle shift automatic transmission. The auto trans. is smart enough to blip the throttle going into corners when it recognizes you are in track mode. Fuel economy, as you might expect, is rated a supercar-like 12/18-MPG city/hwy.

To get the most out of the car, you really need a track like Palm Beach International Raceway, where the car brings new meaning to eating asphalt for “stinks and giggles.” Put it into a corner hard, and you may well soil your undershorts. Coming out the other side, you will laugh like Boss Tweed chewing a stogie. How this edgy coupe transforms from luxury cruiser to balls-out track star is in large part enabled by GM’s MagneRide suspension system that adjusts stiffness in real time to balance on-road comfort with uber-tenacious performance. No mortal man can upset this car at any rational pace, and even at an irrational pace, the car behaves quite rationally.

CTS-Vs summon stupid amounts of performance to a top speed of 191 MPH. Somebody is going to ask why GM cut 82 ponies from the ZR-1 powertrain. To which I reply, “Are you bloody kidding?” A CTS-V Coupe runs 0-60 mph in 3.9 seconds – 0.3s slower than the highest-performance GM vehicle of all time. You need more? That’s not enough? Baby, this Caddy don’t have wings. Trust me, it’s plenty to bomb the aforementioned tighties. I drove it hard enough on the track for smoke to waft off the plate-sized Brembo discs after two laps, rocked my head to dizziness through a mid-straight chicane, and it was ready for more.

Like Carry Grant...merging...with Lady Gaga, the CTS-V’s style is debonair and more than a little naughty. Stacked headlamps, wire mesh grille, sculpted fenders, and aggressive fins are both classic and spiritually nasty. Interiors benefit from stitched leather on the dash and doors, piano black finish on the center console, Bose audio, navigation, Bluetooth, and the whole toy box. Grip the available suede steering wheel. Contrasting color buckets grip your ribs on the track and are long-distance supportive. You can drive this car to the track, then to California and back. From the sidelines, it just slips by like a fireball of grace and gratification.

This is the first Cadillac to not only take on ‘Benz and BMW, but to do it at the levels of AMG and M. V may become my favorite letter, carrying with it a heritage of V8 performance, exquisite style, and a swagger that could only come from the studios of Bill Mitchell, Frank Hershey, or CTS designer Clay Dean. Time to stink. Time to giggle. Expect to pay at least $63,465 for the privilege of driving the new standard of the world.
By Casey Williams - MyCarData

Cadillac ULC - Urban luxury concept

Cadillac is well on its way to becoming the Standard of the World once again. The Escalade is the gold standard among luxury SUVs, the CTS-V is nearly as fast as a Corvette ZR-1, and the SRX has carved a place in the mid-size crossover segment. A new compact, the ATS, is just over the horizon as are the XTS full-size sedan and finally a flagship luxury sedan on par with the Mercedes S-Class. Success is not keeping the brand from looking to different markets and drivers, especially given impending fuel economy standards. Take a look at the Urban Luxury Concept from the Los Angeles Auto Show.

“This is a new vision in vehicle design that was created to answer the needs of city dwellers,” said Frank Saucedo, lead designer. “The door design is purposeful and technologically advanced, which is the essence of how we’re taking Cadillac into the future. It may not look like Cadillacs on the road today, but it shares the comfortable and high-tech elements that owners have come to associate with larger, traditional luxury sedans. As more customers demand premium features even in smaller vehicles, a vehicle like the Urban Luxury Concept could be a solution.”
Despite the concept’s futuristic one-box design, the front bears Cadillac’s eggcrate grille, razor thin vertical headlamps, and faceted fenders that recall the ’67 Eldorado. From the grille, a seamless line arches to the rear hatch. Vertical taillamps could come from nothing but a Cadillac.

To get inside, one opens Lamborghini-style scissor doors that allow unimpeded access to both rows of fine leather seats. Touch-pad screens and projected readouts replace normal gauges and serve as controls for audio and climate systems. As in a Smart, the tall cabin and huge windshield provide an incredible amount of airy passenger space over a footprint shorter than a Mini Cooper.
Given the car’s size, it doesn’t need an especially large engine. To maximize efficiency with adequate cruising power, engineers developed a hybrid system based on a 1.0-litre three-cylinder gasoline engine. Regenerative braking, engine start-stop function, and a dual-clutch transmission work with the batteries to tread lightly. Cadillac estimates the vehicle would achieve 56/65-MPG city/hwy.

A car like the ULC is obviously not for everybody – even if Cadillac decides to build it. However, if Cadillac wants to keep selling Escalades, it will have counter them with ultra fuel-efficient models to keep its overall fuel economy average under Uncle Sam’s radar. As Cadillac expands in Europe and Asia, a car like the ULC makes a lot of sense as it would compete against the Mercedes A/B-Class, Mini Cooper, and BMW’s upcoming city car.
Cadillac has not decided if it will build the ULC, but initial response has been positive and it is listening to feedback as the car is shown to audiences. Younger and free-thinking drivers have a perception of luxury that doesn’t include 5,000-lb. behemoths that can cross continents in a single bound. For them, having style, technology, and a tidy package would be compelling reasons to enter a Cadillac showroom. The Standard of the World could be smaller than you imagined.
By Casey Williams - MyCarData

Buick Regal CXL - GM's cross pond collaboration

The new Buick Regal is a good-looking vehicle. You comment, “I thought the Regal went away from the Buick lineup about 5 or 6 years ago.” You are correct, but General Motors has brought the nameplate back. Actually, this car is not new because it is sold in Europe as an Opel and in Great Britain as a Vauxhall Insignia. It is simply being brought to North America as a sporty family sedan. Why didn’t GM simply call it a Buick Insignia?

The 2011 Buick Regal is only available in one trim level – CXL. It is not un-attractive, but is simply a moderate, yet appealing mid-size sedan. It offers a smart ride, normal handling, and a number of premium touches. I remember my grandfather’s big, shiny, long, black with chrome Buick. This Regal CXL is not even in that playing field.

The Buick Regal CXL is front-wheel drive, has four full-size doors, and a huge traditional-style trunk. It sports the Buick signature waterfall grill on the front, although it is slightly L-shaped that appears to flow like a waterfall rather than a slab of rock with creases. If you remove the distinctive grill and the badges, it is not easy to identify this as a Buick. Get behind the wheel, look over the dashboard and instrument panel, and you might think you are in the English Vauxhall Insignia. Oops – I forgot. You are in an Insignia. Only the badges have been changed.

Judy and I traveled to England, Wales, and Scotland not too long ago and we rented the Opel/Vauxhall Insignia often during the trip. It proved to be a wise decision and we really enjoyed the ride. Recently we have had the new 2011 Buick Regal CXL for a full week’s test drive and it was an interesting comparison. We like the cabin layout. The interior’s looks are definitely sleek and very European. The physical controls were not always easy to operate, however. Overall, the Buick Regal is a comfortable car to drive.
The new Regal is powered by a 2.5 liter engine that is matched to a six speed automatic transmission. Although this engine is adequate for most situations, it occasionally appeared to be sluggish. This inline four cylinder ECOTEC engine is the only choice and it offers a low 182 horsepower. That would compare to smaller, more compact vehicles in most instances. The acceleration is not appealing to heavy-footed drivers who want the instant feel of movement. There appears to be more engine sound than forward thrust.

We have been told that a 2.0 liter turbocharged engine with more horsepower will be introduced sometime next year. Also, this turbo-charged alternative will offer an alternative manual transmission. Is this really a Buick? A standard-shift in a Buick? Obviously, GM is changing the status of Buick for the American consumer – less luxury and large cars and more sportiness and good handling.

Our test drive model was called Quicksilver Metallic. The EPA fuel ratings were 19 mpg city and 30 mpg highway. During the week, we actually went slightly better than the 30 mpg. The base MSRP was $26,245, but with a Comfort and Convenience Package, and destination charge, the bottom sticker price was $28,840.
The 2011 Buick Regal is not like Buick predecessors. Instead of a soft, comfy ride, the suspension is firm and sporty, but that is a good thing, and obviously another aspect of the European inspiration and adaptation.

Put away your pre-conceived ideas about Buick being an over-sized, stuffy car for retirees. The probability is that you will want to add this mid-sized sporty family sedan to your list of possibilities.

Buick Regal - a growth hormone for an iconic brand on the rebound

It’s an improbable story. Stuck in the mud, Buick looked like a sure candidate to be eliminated by a struggling General Motors a couple years back. Sales in 2009 had slumped to just over 100,000 units and the average age of Buick buyers had risen to nearly 70. Those numbers should have spelled the end of the line for the venerable brand; but instead, Pontiac got the ax and Saturn was put on the trading block and eventually died when no suitable buyer stepped forward.

But the world doesn’t revolve around the U.S. market anymore; it’s just part of the global puzzle, and Buick got a death sentence reprieve because it is one of the strongest brand names in China, now the world’s largest auto market.
And instead of folding in North America, Buick has been revitalized with a new, strong lineup of vehicles, and the brand’s incredible 2010 success can be spelled — Enclave, LaCrosse and Regal. Sales for 2010 are projected to top 150,000, a year-to-year sales jump of around 50 percent. At the same time the average buyer is getting younger.

And there is no end in sight to the steady monthly increases thanks to the Regal, the newest addition to the lineup. The mid-sized sedan has been such a hit since its introduction this past summer that dealers are complaining about short supply. Buick Marketing Manager Christopher Ayotte told Ward’s Auto that “dealers are asking for double what we can provide.”

The entry-level luxury Regal, based on the award-winning European Opel Insignia, is built at a General Motors facility in Russelsheim, Germany. Production will move to GM’s plant in Oshawa, Canada, in March 2011. Our test Regal came with GM’s 2.4-liter Ecotec direct-injection 4-cylinder engine making 182 horsepower and 172 lb.-ft. torque mated to a six-speed automatic transmission.
While there has been plenty of controversy surrounding the base Regal don’t dismiss the standard-engine edition without a test drive. We were surprised with its performance, 7.7 seconds from 0-to-60 (as measured by Buick). In fact the sprightly performance together with sharp handling puts the Regal into the sports sedan category.

The 4-cylinder is noisy but not overly noisy, more typical of GM four-bangers of the past when pressed hard to perform such chores as quick passing on a two-lane road. As in other recent GM offerings, we found the six-speed transmission to be relatively smooth with quick downshifts, but there were some missed shifts or unexpected shifts at times as well. (Buick says those slight idiosyncrasies have been corrected). The six-speed does aid in gas mileage, which is measured at 19 mpg city and 30 mpg highway on regular gas. If you decide to move up to the 220-horsepower turbocharged version you obviously will get quicker acceleration, and by all accounts with very little fall-off in gas mileage. You’ll also find a quieter, smoother engine and transmission.
We were pleased with the base Regal on our usual twisty back road drive test. We don’t think that the suspension is too stiff for people who traditionally invest in Buicks. The old Buick ride is gone replaced by a solid, but comfortable suspension treatment.
From a styling standpoint the Regal brings a touch of class to a segment that features the Acura TSX, Lexus IS 250, Volvo S60, and Lincoln MKZ. A rising beltline and a swooping roofline, a popular styling theme these days, work well for the 190-inch long sedan. The Regal has a sleek, coupe-like appearance from the side, and you won’t mistake it in the rearview mirror with its Buick-style waterfall grille. The rear is distinctively European and a bit disconnected from the rest of the car.

The cabin carries a sporty theme rather than one of luxury; think perhaps Audi A4. The wide center stack includes a vast array of climate and audio buttons and more controllers than you can shake a stick at. When joined by the navigation system the buttons and the touch screen become somewhat quixotic.

The front seats are wide and comfortable — hey, that’s all it takes for us of advancing age to be won over; although others have complained about the lumbar support we found it supportive of our aching backs. The cockpit feel of the Regal suited us quite well, the gauges with cool blue lighting are easy to read, and the audio satellite readout is clear.

Rear seats are rather plain, generally comfortable and like many mid-size sedans leg room is good if some accommodation with the front-seat passenger is reached. And like most sedans, including such stalwarts as the BMW 3-series and the Lexus IS, three across is a tight fit and not recommended. Trunk space is more than adequate at 14.2 cubic feet.

Our CXL trim level test car carried a bottom line of $26,995. Standard equipment on the CXL includes 18-inch alloy wheels, leather interior, a seven-speaker audio system with satellite radio, wheel-mounted cruise control, and a full range of power accessories. Standard safety includes antilock brakes, traction and stability control, front-seat side-impact airbags, and head-curtain airbags. Options on our test car totaling $2,790 included an upgraded nine-speaker audio system, ultrasonic rear parking, power sunroof, rear-seat-mounted airbags and eight-way power front seats.The bottom line on our test car was $29,785.

A package that includes a hard-drive navigation system and the upgraded Harman/Kardon audio system is available for $4,785.
The turbocharged CXL trim begins at $29,495 including destination charge. A six-speed manual transmission will be available with the turbo. A special GS version will come on line in 2011 cranking out 255 horsepower and 295 pound-feet of torque. Both the turbo and the GS can only make the Regal better and will please a wider audience.
By Jim Meachen and Ted Biederman - MyCarData

BMW 550i - high speed perfection, almost.

You'll hear a lot of superlatives when reading write-ups of the BMW 5-Series. It seems like it's always been that way. This big, confident sports sedan is all-new for 2010, and like its predecessors, BMW has hit upon just the right combination of agility, power and responsiveness to push the buttons of driving enthusiasts worldwide.

That said, I am an enthusiast myself, and buttons are the biggest problem with the new 5-Series. Despite a sexier design, powerful, high-tech engines and better-than-ever driving dynamics, the 550i very nearly spoils the ride by getting too caught up in its own clever technology.

The all-new styling carries on the BMW tradition of being fresh yet familiar, with a long hood and massive 117-inch wheelbase providing a solid, athletic stance and confident look that's unmistakably BMW. A feeling of motion is imparted by the twin-kidney grille, which is canted aggressively forward. Quad-element headlights are a BMW hallmark, but swept-back clear covers blend the retro-styling
into a modern face. A large lower air intake feeds the engine, and distinctly flared shoulder lines serve as a link to the larger 7-Series. Thanks to details like the "angel-eye" corona rings around the headlights and distinctive C-pillar shape, the 550i is instantly recognizable as being a member of the 5-Series family, even to folks who aren't BMW-philes.

The three-tone cabin is immediately distinct from arch-rival Mercedes' approach, and features a gracefully curved instrument panel with a subtle angle toward the driver. It also features buttons--more specifically, a new automatic transmission shifter unit on the console. This mysterious electronic device is a glorified button, and BMW has stuck it on the console where a perfectly good mechanical shift linkage ought to go.

Once you've figured out how to work the paddle shifter and have gotten underway, the 550i does not fail to impress. Seating for up to five is comfortable but firm enough to hold everyone in place during hard cornering. The iDrive system is still in use, and in its fourth generation it's getting more user-friendly, as well as featuring a 10.2 inch high-resolution screen that's easy to read. A cool transreflective coating on the screen prevents sunlight from washing it out. A choice of Dakota or Nappa leather is offered, and several different grades of wood trim. The options list includes a fully automated parallel-parking assistant, multiple cameras that provide a "top view" image for low-speed maneuvering, active cruise control that can bring the vehicle to a stop and start it up again, and a pedestrian-detecting night-vision system.

Fortunately, my disagreement with the driver interface was not nearly enough to spoil the ride. The 5-Series has always been a lovely over-the-road companion, and the latest incarnation improves upon the breed with lighter-footed handling. The three-link double-pivot strut front suspension introduced last year in the 7-Series makes its debut in the 550i, providing a stable ride and improved steering response. This car encourages you to go and drive with an eagerness that's usually only found in subcompact sports cars. The 550i is still a very mature corner-carver; it's eager, but hardly giddy. The 550i feels super-confident, planted and phenomenally poised. It "drives small" in a good way; this big, heavy sedan responds with as much fleetness as the smaller 3-Series. Sudden moves do not faze the 550i. Further enhancing around-town agility, the active power steering now includes a four-wheel component that's able to add small amounts of rear-wheel counter-steering. BMW's Adaptive Drive is available, and includes active shock damping, roll stabilization and selectable engine and suspension response. Two-piece front brake rotors use race-bred technology to stop the 550i confidently. A lane departure warning system is also available.

Under the hood, it's clear that the horsepower race with Mercedes is still in full swing. The top engine in the 5-Series lineup is a 400-horsepower twin-turbocharged 4.4 liter V8. Direct fuel injection provides healthy torque across the rev range, while unusual inboard-turbo packaging improves efficiency and makes the engine more compact. This powerful V8 offers similar seat-squashing power to the Mercedes E550, but the BMW's engine note is much quieter. Part of that is thanks to the eight-speed automatic transmission, whose tall top gears tame the engine's 400 horses for quiet freeway cruising while still allowing shattering acceleration in lower gears. For drivers who can't get beyond BMW's automatic transmission interface, the 550i is also available with a six-speed manual gearbox. All-wheel drive is also available.

Incremental advances in efficiency are also part of the package, as the 550i uses a part-time alternator that only charges the battery during deceleration. With the alternator freewheeling, parasitic losses of engine power are reduced.
True to BMW's history, this is a serious sports sedan, and the execution is fantastic, in spite of my ergonomic quibbles. To compare apples to cantaloupes, the 550i is a nicer drive than the Aston Martin Rapide, which costs approximately three times as much. 550i pricing starts at $59,700, with an $875 destination fee bringing the total to $60,575. Optioned-up, my test car stickered
for $75,200.


All specs are for the 2010 BMW 550i.
Length: 193.1 in.
Width: 73.2 in.
Height: 57.6 in.
Wheelbase: 116.9 in.
Curb weight: 4376 lb.
Cargo space: 18.4 cu.ft.
Base price: $59,700
Price as tested: $75,250
Engine: 4.4 liter twin-turbocharged V8
Drivetrain: eight-speed automatic transmission, rear-wheel drive
Horsepower: 400 @ 5400-6400
Torque: 450 @ 1750-4500
Fuel capacity: 18.5 gal.

BMW 7 Series - The flagship BMW

The 7 series is well and truly the flagship of the BMW marque. This large sedan is offered in many iterations ranging from the “base” 740i with a starting MSRP of only $77,000 to the 760Li V12 road eater whose beginning price is $137K! Hybrid and all-wheel drive versions are also available.



Our test vehicle was the 750Li. For an interpretation of the nomenclature it’s a 7 Series large sedan, 50 means it has the twin turbocharged 4.4 liter V8 and “L” denotes the long wheelbase model. The 400 horsepower engine hustles the 7 Series to 60 miles an hour in a mere 5.2 seconds, about the same as a 2010 Mustang GT. This model has a beginning price of $85,900 and fully optioned, ours topped out a just over $98 grand.

The new styling direction of BMW’s as of late delivers a vehicle that is just drop-dead gorgeous. This machine has presence like few other cars. It’s the kind of car that people just begin staring at. Our test car also had the “M” motor sport package which subtly adds small refinements and interesting design elements to the car’s appearance. It’s a cleverly crafted combination of luxury, performance and substance deftly rolled into one.

It has all the luxury accoutrement that one would expect from the flagship of the BMW line. Luxury seating with 16 adjustments delivers a comfortable position for virtually everyone. This being the “L” model, the rear seat legroom is positively grand. Movable foot rests on the floor of the rear seating compartment attest to that fact. The rear seats offer a 12 point massager, are
individually adjusting and are also heated and ventilated.

Instrumentation is not particularly ornate yet is very high quality and functional. The woodless, chromeless near monochromatic steering wheel attests to that fact. It reminds the driver that first and foremost, it’s the primary tool to control the car and functionality does reign supreme at BMW. The striking Black Panel instrument panel comes to life when car is started.

The I-Drive is still there but in an improved form. Additional button navigate you more directly to where you want to go. Additionally, if you get lost in the maze, simply use the voice command and tell the car what you really want. Case in point. The new 7 now accommodates simple USB memory sticks so you don’t need the expense an IPod to listen to music. I have one with many audio files on it. I simply plugged it in, press the voice command and said “USB” and a map of all readable files on the stick appeared. Simple.

The 7 Series BMW makes a statement wherever it goes. It’s not brash or gaudy. Rather, it presents itself in a supremely confident, totally capable fashion, and has the goods to back it up. It’s fast, luxurious and capable.
By Kelly Foss - MyCarData

BMW 1 Series M Coupe

With anticipation of enthusiasts around the world at fever pitch, today BMW M GmbH unveiled the newest member of its intimate product family. For the first time, the coveted M badge has been granted to the popular BMW 1 Series in the form of the all-new BMW 1 Series M Coupe. The M badge was imparted after a two-year development process through which BMW M engineers and test drivers achieved the exceptional power delivery and the signature, near-perfect driving behavior of a BMW M car.


The 2011 BMW 1 Series M Coupe will be available in limited quantities and with a limited range of options at Authorized BMW Centers in Spring, 2011. Final pricing, packages, and options will be announced closer to the on-sale date.

“Eigenwillig,” a German word meaning “self-willed,” “individual,” and “determined to go its own way,” has been the proper word to describe the most unique and memorable M cars of the past three decades. With the original 1988 BMW M3 as its inspiration, the 2011 BMW 1 Series M Coupe combines the raw capabilities of a race car with the agility, versatility, and seating position of a compact BMW Coupe to create a pure Ultimate Driving Machine®. In doing so, the 1 Series M Coupe continues the eigenwillig tradition of BMW M. With its latest two-door model, BMW M is illustrating its ability to build race car performance into a small car, capable of everyday use.

Dimensions and Construction.
The new BMW 1 Series M Coupe has been developed for near-perfect balance and a large, square footprint. It is 71 inches (1803mm) wide – 4.8 inches (122mm) wider than its 1988 M3 ancestor - yet only 1.3 inches (33mm) longer at 172.4 inches (4379mm) long. The new 1 Series M Coupe weighs in at 1,495kg DIN (3,296 lbs, preliminary), and features a 104.7-inch (2659mm) wheelbase, three inches longer than the 1988 M3. Front and rear track widths are exactly the same on the 1 Series M Coupe at 60.7 inches (1542mm) each. Compared to the 2011 BMW 135i Coupe, the 1 Series M Coupe is 0.2 inches (5mm) longer, 2.1 inches (53mm) wider, 0.5 inches (13mm) taller, and rides on the same 104.7 inch (2659mm) wheelbase. It features a track 2.8 inches (71mm) wider up front and 1.8 inches (46mm) wider in the rear, and weighs 35kg DIN (77 lbs, preliminary) less.

The new 1 Series M Coupe features a high-strength steel unibody, with unique, widened fenders and rear quarter panels to house the substantially widened track. It also features a metal roof panel which saves about 35 lbs (15kg) compared to BMW 1 Series models equipped with a moonroof. The 2011 BMW 1 Series M Coupe, constructed as one of BMW’s most performance-oriented vehicles in recent years, will not be offered with a moonroof. This weight savings - at the tallest point of the vehicle - provides a corresponding drop in the center of gravity, which contributes to improved driving dynamics. It also helps maximize head room (or helmet room, as the case may be).

Engineering a chassis which is “faster than its engine”
Providing sure-footed responsive handling for a high-performance, powerful and luxurious coupe, while keeping mass under control, presented numerous challenges for BMW M’s engineers. The result is an aluminum suspension originally conceived for the current-generation M3, and tuned specifically for this model at BMW M’s Nϋrburgring Nordschleife test center. Of course, every BMW design begins with arranging major components in a way that facilitates near-perfect front/rear weight balance (51.7/48.3).
Virtually all of the front-end components are aluminum, including the front struts, swivel bearings, central subframe and an additional thrust panel below the engine serving to maximize lateral stiffness of the entire front section.
At the rear axle, the subframe, transverse arms, track arms, and wheel hubs have been reconfigured by M for ideal kinematics, geometry and stiffness. Virtually every detail on the five-arm rear axle is made of aluminum and is new for this generation of BMW M vehicles, including the aluminum dampers.
Both the front and rear axles feature hollow anti-roll bars optimized for their function and weight. Incorporating two additional longitudinal reinforcement bars, axle kinematics are perfectly tailored to the overall street and track character of the car. The result, in terms of both stability and weight, conforms to the balanced performance concept of every BMW M vehicle.
Compound Brakes and Wheels

A suitably powerful braking system for a car with this much performance was originally developed for the current-generation BMW M3. The internally-vented, cross-drilled cast iron discs measure 14.2 inches (360mm) in diameter at the front and 13.8 inches (350mm) in the rear. Featuring large compound disc brakes and electronic anti-lock, stopping power for the 1 Series M Coupe is strong, precise and consistent. Each disc is connected to a floating aluminum hub by cast-in stainless-steel pins. This configuration reduces the thermal loads on the discs, thus increasing their performance and service life. An electrically-driven pump provides the system’s vacuum power.
Service – and safety – are enhanced thanks to an integrated wear indicator which, through a dash display, allows the driver to monitor the condition of the brake linings. Brake service – covered for four years or 50,000 miles under BMW Ultimate Service - can thus be administered when necessary without guesswork.
The 1 Series M Coupe is equipped with the M-specific, light-alloy cross-spoke wheels from the M3 Competition Package and limited-production M3 GTS. They measure 19 x 9 inches with 245/35/R19 low-profile tires at the front and 19 x 10 inches with 265/35/R19 tires at the rear, and are silver in color.
In the BMW 1 Series M Coupe, power transmission to the rear wheels also provides the ideal basis for thrilling driving dynamics due to the consistent separation of drivetrain and steering functions. The rack-and-pinion steering is fitted with the hydraulic power steering system called Servotronic, which regulates boost in relation to road speed.

Engine.
The heart of every BMW is the engine, and so an inline-6 with outstanding performance, free-revving behavior, and endless thrust propels the BMW 1 Series M Coupe. The concept is familiar: in the model history of BMW M, the high-revving inline-6 is one of the classic engine formats. In the second and third generations of BMW M3, the inline-6 became famous for combining high output, razor-sharp response, and sonorous sounds. In the BMW 1 Series M Coupe, the inline-6 engine concept is realized in its most up-to-date form.

The twin-turbocharged, all-aluminum, 3.0-liter inline-6 engine is characterized by instantaneous response to the accelerator pedal, fantastic sounds, and a free-revving spirit. The combination of twin low-mass turbochargers and BMW’s High Precision direct injection offers an output a naturally-aspirated engine would only be able to provide through more cylinders and larger displacement.
The turbocharger system developed for the engine of the new 1 Series M Coupe maintains a high output throughout the entire engine speed range. Maximum output of 335 hp (250 kW) is delivered at 5,900 rpm. Nominal peak torque is 332 lb-ft (450 Nm) from 1,500 rpm to 4,500 rpm. Redline is 7,000 rpm. The enhanced engine management system of the 1 Series M Coupe includes an

electronically-controlled overboost function to briefly increase torque under full load by another 37 lb-ft (50 Nm). This temporary torque peak of 369 lb-ft gives the car a substantial increase in acceleration. The 1 Series M Coupe will complete the sprint from a standstill to 60 mph in just 4.7 seconds (0-100 kmh in 4.9 seconds). The standing quarter-mile mark comes up in 13.2 seconds. Top speed is limited electronically to 155 mph (250 kmh).
Signature sound to accompany the surge of power.

The exhaust system of the 1 Series M Coupe has been tuned by M specifically for this new model. Acoustic engineering gives the car a unique personality in all phases of operation. The M exhaust system is easily recognized by the presence of its four signature exhaust pipes.

M Drive Button.
The new 1 Series M Coupe also features the steering wheel-mounted M Drive button that made its first appearance in the 2006 M5. In the 1 Series M Coupe, the M Button activates a razor-sharp throttle response program for the sportiest driving. This means that the performance characteristics of the engine can be varied according to the driver's wishes.

6-speed Manual Transmission.
A close ratio 6-speed manual transmission is used for power transmission to the rear wheels in the BMW 1 Series M Coupe. It was specially designed to interact with high-torque engines and has been fitted for this purpose with a dry sump cooling system. An upgraded flywheel for high-torque applications is installed between the engine and transmission. The transmission is operated using a very short M gearshift lever. Final drive ratio is 3.15: 1.
Variable M differential lock, DSC with M Dynamic Mode.
The BMW 1 Series M Coupe is fitted with a variable M differential lock. This generates lock-up torque on-demand and variably, thus providing for optimum rear-wheel drive traction on all road surfaces. The variable M differential lock responds to differences in rotational speeds in the right and left rear wheel, redirecting drive torque in a fraction of a second. So where there are significant differences in friction coefficients between the right and left rear wheel, for example, optimum traction and maximum possible propulsion are ensured. The centrifuge principle of the variable M differential lock supports the dynamic qualities of rear-wheel drive both on slippery surfaces and when accelerating out of bends.

This gives the BMW 1 Series M Coupe traction benefits on slippery surfaces, snow and sand. It also supports sporty-style motoring on narrow, winding roads such as mountain passes since optimum traction and maximum drive torque are available when accelerating out of a bend. So in this model, too, the variable M differential lock proves ideal support for the driving dynamics properties of rear-wheel drive.

The Dynamic Stability Control (DSC) of the BMW 1 Series M Coupe includes such elements as the Antilock Brake System (ABS), an anti-slip control function (ASC), the brake assistant Dynamic Brake Control (DBC), a hill-hold assistant for starting off, Cornering Brake Control (CBC), a brake fade compensation function and a brake drying function. In the wet or on slippery surfaces the DSC intervenes discreetly to limit oversteer.
As an alternative to normal operating status, the driver can activate M Dynamic Mode (MDM) by means of pushing the MDM Button between the front air vents, raising the intervention thresholds of the DSC system. MDM enables slight amounts of dynamic oversteer under specific circumstances to enable optimum vehicle yaw for maximum performance. Demonstrations at the BMW Performance Center in Spartanburg, S.C. have proven MDM mode to enable the fastest-possible lapping performance while still providing the assurance and protection of Dynamic Stability Control. MDM also facilitates starting off in snow or loose surfaces by means of carefully controlled amounts of wheelspin. DSC may be fully disabled via a long-press of the MDM button (ABS remains active).
Innovative Aerodynamics: Air Curtains.

Consistency between form and function is crucial to engineers at BMW M, who seek perfect balance of various aerodynamic factors in the wind tunnel. As a result, the 1 Series M Coupe has been equipped with BMW’s latest aerodynamic innovation. Air curtains, used here for the first time in a BMW production vehicle, improve air flow around the wheel arches with the benefit of significantly reduced turbulence.

This innovative aerodynamic feature consists of openings in the outer section of the lower front fascia that route high-pressure air through ducts at each front corner. The ducts are approximately 10 x 3 centimeters wide and are designed to channel air to openings at the front of each wheel arch, where it is discharged through a very narrow opening at high speed. The escaping air stream covers the side of the front wheels like a curtain, thereby reducing aerodynamically unfavorable turbulence around the rotating wheels.
This feature has a key role to play in the development of future aerodynamic innovations. An example of the air curtain principle was first presented in the concept study BMW Vision EfficientDynamics at the International Motor Show (IAA) in Frankfurt in 2009, and the developers of the BMW 1 Series M Coupe took on the pioneering task of applying this element to a production vehicle. To do so, they utilized the unique capabilities of the new full-scale “rolling road” Aerolab wind tunnel at the BMW Group's new Aerodynamic Testing Center.

Design.
There are three exterior paint finishes to choose from for the BMW 1 Series M Coupe. In addition to Alpine White non-metallic and Black Sapphire Metallic, Valencia Orange Metallic is available exclusively for this compact high-performance sports car.
The powerfully shaped front fascia is dominated by three large air intakes which secure cooling air for the high-performance engine. The wide central air intake is covered by a honeycomb-structured grille, while the two outer intakes are completely open. This means that in every situation on the road or track, a sufficiently large quantity of cooling air is fed directly to the engine oil cooler on the right and to the supplemental coolant radiator on the left.
With the greenhouse conveying an impression of lightness, the powerfully distinctive shoulder line and the elaborately sculpted surfaces symbolize precisely controllable athleticism in profile. The wheel arches of the 2-door model bulge out especially voluminously at both the front and rear. One hallmark M feature is the chrome gill element on the front wheel arch which is particularly elongated. It bears the side turn indicator and the M brand logo, as well as forming the starting point of the character line running along the door handles to the rear. A vertical contour edge starts at the gill element which leads down to the side sill. Fine-tuning in the wind tunnel has also shaped the design of the exterior mirrors. In their basic shape they are the same as those of the BMW M3.

The powerful wheel arches also make the rear of the BMW 1 Series M Coupe seem especially broad. Horizontally arranged lines accentuate this impression. A discreet spoiler lip on the luggage compartment lid generates additional downforce on the rear axle at high speeds. The rear fascia has side openings which echo the look of the Air Curtain intakes in the front fascia. The characteristic M visual symmetry is created by two sets of chrome twin tailpipes, each positioned towards the outer edges. L-shaped rear light clusters with red glass covers create a characteristic night-time illumination. Inside these, the rear light is provided by two light banks fed by LED units.
The BMW 1 Series M Coupe features standard Xenon Adaptive headlamps. The twin circular headlights are truncated in the upper section by an LED-fed “eyebrow.” This is what creates the focused look of the 1 Series M Coupe.

Focused Interior.
The M-specific cockpit developed exclusively for the BMW 1 Series M Coupe is designed to facilitate focused, sporty driving. High-quality, dark Alcantara with orange contrast stitching covers the door panels, door pulls, instrument cluster binnacle, dash panel, and gearshift and handbrake lever boots. The driver’s attention is focuses on an M-specific instrument cluster with gray dials, classic M red pointers, and white backlighting. An M driver footrest and M entry sills round off the unique interior.
The black sport seats in standard Boston leather have orange contrasting stitching and an M logo embossed in the front of each headrest. Seat heating is available for both front seats. The orange contrast stitching is also echoed on the rear seats and on all design elements featuring Alcantara. The leather M multifunction steering wheel features the now-ubiquitous M Button for spontaneous activation of the sharpest throttle response.
The dominance of dark surfaces, including the A pillar trim and anthracite headliner reduces sun glare and promotes focus on the road. In combination with high-quality materials, carefully planned contours, and selective color accents, the interior of the BMW 1 Series M Coupe provides a perfect environment in which to pursue driving pleasure.

Safety Equipment
BMW passionately pursues a safety philosophy with three key modes: a) superior accident avoidance, b) superior crash survivability, and c) comprehensive post-crash notification. The 1 Series M Coupe features an extensive range of standard equipment which underscores BMW’s safety research culture. Standard safety features include front, pelvis-thorax and side curtain head airbags, three-point automatic seatbelts for all seats with belt force limiters and belt pretensioners at the front. Models equipped with BMW Assist feature BMW’s Enhanced Automatic Collision Notification, which alerts authorities when an airbag deployment has occurred. Furthermore, data from on-board safety systems is processed and analyzed through the proprietary URGENCY algorithm so that the vehicle may provide the BMW Assist call center with special notice when occupants are likely to have sustained severe injury. ( Source BMW - MyCarData )