Porsche officially acknowledged that a new steed exists in its stable of thoroughbreds. The Porsche Cayman will be available for the 2006 model year, and features a mid-engined, two-seat sports coupe design that’s based on the Boxster platform. Rumor mills and early spy shots had the Porsche Cayman pegged simply as a Boxster Coupe, but Porsche has officially allotted a unique slot in the company roster for the Cayman.

Details and legitimate photos are scarce at this time, but we do know the Cayman will be available in plain trim and “S” trim, the latter of which will feature a 295 horsepower, 3.4-liter six-cylinder boxer engine and a six-speed manual transmission. The base model Cayman will supposedly receive a 240 horsepower motor that displaces approximately 2.7-liters, and will wear standard 17-inch wheels.

Inside, drivers will find an interior similar to the current Boxster/911 design. Folks close to the project tell us that the two-seater will include a rear package “tray” inside the cabin designed to accommodate items like briefcases and small overnight bags – perfect for a quick weekend jaunt. Spy photos obtained by Roadfly show a masked rear end, but artists interpretations and computer rendering software predicts a tapered rear hatch with a small electroincally activated spoiler.

No word on driving dynamics or price points, but Porsche says the Cayman will be slotted between the Boxster S and the Carrera. We expect a price point of around sixty to sixty-five thousand. As for the name? Porsche chose to name the Cayman after a small, swift and nimble breed of crocodile known as the Caiman. We’ll share more details, including spy shots and photos about the Porsche Cayman as we receive them. For additional information and up-to-the-minute news and comments read the Porsche Cayman Message Forums.

If you’re over 30, you can be forgiven for missing the ‘buzz’ surrounding Toyota’s new youth-oriented Scion brand–after all, they’re not marketing to you. The line, first populated by funky little econobox xB and xA models, is aimed squarely at twenty-something and younger buyers, many of whom will be plunking down their first new-car dough for a Scion. Toyota fervently hopes these early converts will become loyalists for life, moving up along the line through Camrys, Avalons and finally Lexus models throughout their auto-purchasing career.

However, like so many automotive campaigns targeted to the young, Scion has in one way missed its mark–the cars are terrific values for buyers of all ages, and have appeal far beyond their planned demographics. The xB and xA are straight from the Japanese domestic market, and have the offbeat looks to prove it, but offer plenty of space and utility in a rather enjoyable package, backed up by the promise of Toyota reliability. The deal is further sweetened by starting prices on the happy side of $13,000 and $15,000, respectively.

The tC, though, is a new sort of venture for Scion–a sexy little sports coupe that packs decent standard equipment and a satisfying drive into an attractive body, again with the proven engineering of what is now pretty much America’s number-one seller of cars. Still, it boasts enough value and utility to appeal to buyers of any age.

We like this car. It’s attractive, fun, versatile, and overall quite probably one of the best buys in automobiledom today. Behind the wheel, the Scion tC is about as fun as it looks. The ride isn’t too firm, as some softness has been built in, although the roughest of roads will elicit a bit of a buckboard ride. The standard suspension getup consists of MacPherson struts up front, a multilink, coil-sprung independent rear, and anti-roll bars at both ends. It responds sharply enough for most prospective owners in most situations, but the most demanding drivers may find the handling and grip to be lacking come track day. For those folks, Scion offers a dealer-installed suspension kit and various ancillary pieces. Still, we think the standard setup is a good compromise between back-road prowess and commuting livability.

The make-or-break part of the deal, of course, is the powertrain. The tC packs a 160-horsepower four-cylinder, which also does duty in the base Camry. It’s torquey, providing plenty of oomph for this diminutive machine. Zero to sixty is achieved in about seven and a half seconds, but even more important is the overall feel of this engine. It’s entirely capable of the type of passing and acceleration maneuvers even the most aggressive pilots will demand of it, and it just hums along freeway jaunts at extralegal speeds without ever feeling stressed. In fact, we took our test car to Detroit, and on the way up averaged nearly 80 mph–including bathroom breaks and tool stops–for the entire drive. The whole way up, the car never missed a step, and managed 27 mpg while doing so.

The 2362-cc VVT-I engine features variable valve timing, and qualifies the tC for ULEV status. It’s mated to either a 5-speed manual with short throws and decent gear engagement, or a four-speed automatic that, while none too sporty, isn’t quite the painful compromise that most slushboxes are in cars like this.

Nice touches abound inside, such as the standard, covered CD-player and all the power-operated stuff you’d expect. The synthetic and woven materials used befit cars costing twice as much, and even the aluminum-look plastic manages a quality feel. Coolest of all, though, is the panoramic sunroof, which consists of glass panels over both front and rear passengers. Of particular utility during our jaunt to Motor City were the varied configurations of the seats. The rear bench reclines, and the front buckets can fold flush with the rears, creating a nearly-flat bed that’s perfect for relaxing or even sleeping on long road trips. Perhaps best of all, though, is the fact that for such a little car, clever packaging leads the tC to feel much bigger inside than you’d expect. There’s as much room within as you’d find in any mid-size domestic coupe from a decade or two ago. It’s quite a feat, and means tC buyers don’t have to compromise on space.

Even rear seat room is sufficient for two adults, although the roofline restricts folks over six feet and the two-door configuration means entry and exit back there is a bit of a contortionist’s act. Mitigating that is the hatchback’s inherent versatility, with 12.8 cubic feet of ‘trunk’ space that almost doubles with the seats folded and clever storage compartments all over.

The tC is an innovative machine, with loads of novel little gadgets and gizmos, especially if you’re generous with the Toyota Racing Development (TRD) parts. A line of dealer-installed accessories that replace traditional options, they’re supposed to appeal to the young ‘tuner’ crowd (think colored lighting packages and body kits). The TRD upgrades play the part of what would be options in other cars; the only actual factory choices are the paint, the tranny and extra airbags in the doors and curtain areas. From a color-changing face on the optional six-disc CD changer, which can project ten different hues to suit the driver’s mood, to a billet oil-filler cap, some of these could be deemed unnecessary. However, the TRD exhaust, various suspension mods, and a 5-psi supercharger (which adds an extra 40 horsepower, for 200 hp total, and could surely be tweaked for even more boost and output) can turn the tC into a true sports car–if that’s what you want.

The Scion’s goodness is evident in the exterior styling as well. Some reviewers have expressed mild complaints about the design’s conservativeness, but we find the lines to be classic, well-proportioned, and evergreen. There are hints of BMW in the C-pillar and rear-end, which is not a bad thing. The 16-inch alloy wheels are standard, and particularly attractive as well. Build quality is evident in the tight shutlines and solid feel of the moveable parts such as the hood, trunklid and doors.

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In fact, it’s so good that the tC has pretty much written the death sentence for the Celica, Toyota’s traditional sporty coupe. The Celica offers pretty much the same shape, quality, and power at a price that starts several thousand dollars up the ladder. Further, the tC brings even better styling and more innovative features. While the Celica has soldiered on for decades as Toyota’s enthusiast offering, it can’t match the tC’s usefulness or value–nor, with the right TRD parts, its sportiness.

We’d be remiss if we didn’t mention that some folks have aired grievances about the fledgling automaker, however. First-year Scions did suffer a below-average Initial Quality rating from J.D. Power, for instance–but that doesn’t apply to the tC, and our problem-free experience with our test vehicle leads us to believe it’ll live up to Toyota standards.

Also, some buyers have complained that although Scions are sold, Saturn-style, with no-haggle pricetags, they still have to deal with polyester-clad glad-handers. Seems that although the possibility of price-gouging has been removed, the financing and insurance sales process remains the same as at any dealership (called F&I, which includes dickering over your interest rate, extended service contracts, etc.). Nevertheless, we dismiss such grumbling as undeserved whining. We think being given a set, low sticker price trumps the uncertain calculus (invoice plus destination minus customer rebates divided by dealer incentives, etc.) involved in most car-buying these days.

For all this, buyers need pay only a scant $15,950. That gets you the base tC, with keyless entry and power windows and locks, a single-disc stereo, manual transmission, and that cool sunroof–the kind of car appreciated by people with the wisdom and experience that age brings. Or, if you live your life like a Pepsi commercial, you can make your tC as flashy and exciting as your youth demands, with the TRD line of 30 or so often cosmetic accessories. While necessary or not, these customization opportunities run from under a hundred bucks to around $2,000 for the blower–perfect for tuners on a pizza-delivery budget, saving up those tips for each and every upgrade. There’s also the aforementioned suspension pieces, which are recommended for the weekend warriors who want their tC to be a true corner carver. Basically, you can have your Scion as a speedy autocrosser, a souped-up hot-rod off the showroom floor, or an attractive economy car with good build quality and value at a nice price. Compared to your average bottom-rung vehicle, well, the tC (like other Scions) really is a Great Leap Forward.

Whichever way you specify your tC, you don’t feel like you’ve made any sacrifice at all. We can easily imagine folks buying this car for its looks, comfort, versatility and driving experience–with the value quotient, high as it is, being only a secondary priority. After all, if a car is this good, you don’t have to be on a budget to buy it. On the other hand, some buyers will certainly be cash-flush twenty-somethings, equipping their tCs with every off-the-rack part available, and thus completely gratifying Toyota’s fondest wishes. Scion’s advertising campaign and intended target demographic may not encompass everyone, but the tC itself sure does.

2009 BMW Z4 Roadster (5/6/09) 
2009 Cadillac CTS (2/23/09) 
Subaru Impreza 
Chevrolet Traverse (2/15/09) 
Infiniti M45 
Toyota Corolla 
Jaguar XF 
Jaguar XK 
Honda Civic SI 
Toyota Prius 
Toyota Rav4 
Infiniti G35 Sedan 
Infiniti G37 Coupe 
BMW 135 
BMW 335 
Audi R8 
Audi S5 
2008 Ford Focus Coupe SES 
Nissan GT-R 
Nissan Murano 
Suzuki SX4 
Hyundai Entourage

(more…)

Subaru’s station in the automotive world has been one of moderate but low-key success, but that’s a situation the brand is looking to change. Often overshadowed, at the low end by high-volume makes like Toyota and Honda and at the top by leather-clad luxury car purveyors like Lexus and Audi, the spunky Japanese brand hasn’t gotten much attention from mainstream buyers. Although the Forester, Outback, Legacy and Impreza models have always been decent cars with a small but loyal following of iconoclasts, it was the hot Impreza WRX and explosive STi models, however, that put Subaru back on auto enthusiast’s maps. Now, having tasted triumph–glowing media coverage and strong sales to aspirational buyers–Subaru is determined not to fade back into obscurity. Not missing a beat, Subaru has pulled out the all-new 2005 Outback and Legacy models for our consideration, and perhaps for the first time for those who love to drive, they’re worthy of a good, long look.

One item of note: as part of Subaru’s growth strategy, the brand has decided to move upmarket. New Subarus are becoming more expensive and better-equipped than their predecessors, a fact which has been loudly proclaimed in their new advertising. Perhaps you’ve seen the magazine ads lately where their ’05s are compared to high-end German makes, with a tagline implying that the BMW and Benz boys are in mourning over the new competition. What’s possibly most surprising about the campaign is that it’s not all hype–in fact, it isn’t hyperbole when Subaru states that their latest and greatest are in many ways as good as the cars they’re targeting. The only downside to all this, of course, is that prices have risen commensurately and Subarus are no longer the bargain non-SUVs that they used to be.

‘250 Horsepower!’ is the headline-grabber at the top of nearly every Legacy/Outback press release. Yes, they’re both now available with 250 horsies kicking under their sexily scooped hoods. Actually, there are two separate motors boasting that output, each with distinctly different power delivery characteristics. The first is a turbocharged 2.5-liter “boxer” four, which appears in GT models. The sporting powerplant, it’s based upon (but not identical to) the hot-rod WRX STi motor, and makes 250 lb/ft of torque as well. The turbo also conquers roads at the highest altitudes without wheezing–a challenge for most normally-aspirated engines. The second 250hp engine, found only under the hood of the Outback 3.0R model, is a boxer six-cylinder. This motor feels more relaxed and silky-smooth, akin to perhaps a BMW inline-six. Registering only 219 lb/ft on the torque meter, though, it doesn’t get the heart pumping like the turbo does, and is better suited for folks who bought their Subaru for all-weather capability and reliability as opposed to speed-demons who really wanted a four-door Porsche. Still, both go far beyond adequate. ‘Adequate’ is an apt description of the powerplants in the previous-generation Legacy and Outback, around 30% less powerful than these pieces, but good enough to get the job done (the old motors still do duty in the base models). No, these new Subies are less ‘adequate’ than ‘awesome.’ In the turbo models, the run to 60 mph takes place in a claimed 5.8 seconds. That’s BMW and Porsche territory-like we said, awesome.

Stepping into the Legacy or Outback is very much like visiting an old friend. Everything falls right to hand and the driving experience offers no unpleasant surprises. These cars are comfortable, powerful, and immensely capable. Our most recent experience with one of these Subarus came during the first snowstorm of winter, which emphasized the Subie’s utility even further. The car was able to move with authority through frozen roads that most cars didn’t dare traverse–and gave pause even to many SUVs, with their high centers of gravity and portly stature (not to mention the scores of two-wheel-drive models bought by consumers choosing to save some cash while still cashing in on the rugged appearance of these vehicles).

In better weather, we’ve tested both the Legacy with the turbo 2.5-liter and an Outback 3.0R. Both felt capable of keeping up with nearly anything else out there, but the turbo’s quick response and thrust-you-back-in-your-seat delivery makes it the enthusiast’s choice. Raring to go at every stab of the throttle, the turbo suffers little lag, and responds to feather-light touches of the throttle. On back roads, we routinely had a hard time staying within anything even approaching the legal limits. Put simply, these cars are fun!

Both the Legacy and the Outback rate as nice places to spend some time. Step inside, and you’re greeted with an attractive interior that makes you want to check the owner’s manual–’did I really just get into a Subaru?’ Controls are laid out in an intuitive fashion, and the top-notch tactile materials could teach Infiniti’s interior designers a thing or two. The layout is modern and refreshingly user-friendly, and the overall feel is decidedly upscale. Optional leather upholstery is very high quality-while many of the hides you’ll find in Japanese cars feel more like vinyl than cow skin, Subaru’s feels like your favorite bomber jacket. Seats themselves are supportive in all but the most spirited driving and accommodations for rear passengers are spacious and comfortable. The steering wheel, from aftermarket firm Momo, is one of the best in the business. Automatic models feature shift buttons on the wheel, allowing you to snick down a gear in a sweeping corner without your hands leaving the wheel–but the lag between the button-pressing and the actual shifting means you have to predict your shifts well in advance, Nostradamus-like, or give it up altogether. Optional wheel-mounted audio controls can be had as well, and these little convenience items are well worth the investment. Even if it does seem a trifling matter to save the effort of reaching an extra eighteen inches to change stations, the fact is that in-car entertainment systems are more complicated than ever. Any reduction in time spent by drivers deciphering controls and displays means more eyes on the road more often–and that’s hard to argue with.

Dual-zone climate control is a useful feature for finicky passengers, and Subaru’s system, combined with the heated seats, does an excellent job of making the Legacy and Outback temperate for all constitutions. The available extra-large sunroof offers a panoramic view of the heavens, even for those in back, and is an option not to be missed. An in-dash 6-disc CD player is optional as well. Sound quality is above average, although not entirely on par with the audiophile-quality (NOTE, I originally had here “…’audiophile’s-wet-dream’ systems…” but my proofreader suggested that may be a little too much, even for
the RoadFly audience. Thoughts?) systems found in vehicles such as the Acura TL that we automotive journalists become spoiled by. No navigation system is currently available, although a rectangular storage compartment in the center of the dash hints that Subaru hopes to offer one soon. Such gizmos are often little more than expensive adult video games, but some buyers may be put off by this deficiency.

Tear yourself from the driver’s throne for a bit and you’ll observe that these new Subarus sport the kind of attractive, aggressive good looks that, frankly, Subaru was never really known for. The style itself evolved from the previous Legacy/Outback twins, but while the originals brought to mind a tweed jacket with suede elbow patches, the ’05s somehow give the impression of a crisp Italian suit. The lines on both are clean, looking muscular and just a tad menacing. Outbacks feature rugged-looking lower body cladding, which, combined with the increased ride height, give it a rough-and-ready appearance that even many tall SUVs lack these days. The Legacy sedan is more formal and communicates its sporting nature clearly. Both Legacy and Outback are available in sedan or wagon configurations, and Subaru’s clever designers have thankfully made the choice between them less of a matter of sacrificing sexiness for utility. Either style, on either model, will wear well for years to come.

The mirror-mounted turn signal repeater feature is a safety touch that every carmaker should adopt. Also on the safety front, the Subies feature a rigid frame with crumple zones; and standard adaptive airbags in the dash, front seat (chest) area, and side roof rails. (A recall was issued for those curtain airbags on early production cars, but only 130 vehicles were affected, and Subaru acted early to correct the problem.) Also keeping drivers safe and sound are seatbelt pretensioners, active head restraints, and a collapsing pedal/footrest structure. In keeping with the security theme, Outbacks offer Subaru’s advanced Vehicle Dynamics Control (VDC) system, which incorporates stability and traction control to keep the least Andretti-like drivers among us on the straight-and-narrow. More importantly, though, the safest vehicles are those that can avoid accidents altogether, and this is where Subaru’s philosophy of plentiful power and standard all-wheel-drive shines.

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“These guys sure are pretty darn serious about all-wheel drive.” That’s what kept running through this reporter’s (admittedly simple) mind while sitting through the introductory press conference last fall. Sure, the fact that every Subaru is driven by all four wheels is the primary trait the company has traded on since time out of mind. However, sitting at a 7:30 a.m. presentation run by people who really, truly CARE about the complexities of such technologies really drives the point home. With no less than four distinct AWD systems, mated to transmissions that promise more high technology than day-old laptops, Subaru engineers have created cars that promise better off-road performance than you’ll get from just about any AWD sports sedans and even many SUVs. Just one all-wheel-drive system might have sufficed, but Subaru’s taking the time to design distinct, optimized versions for each application is proof of a level of dedication that bodes well for the entire flagship line.

The excessive engineering of these Subarus is evident in other respects as well. Like Atkins on amphetamines, Subaru’s engineering geeks went so far in their diet that they lowered the windshield washer fluid and moved the battery by 26mm. The boxer motors–a commendable configuration, as the low-slung design lends a lower overall center of gravity–are now mounted yet closer to the asphalt. The automatic tranny still isn’t the true driver’s choice, but it is blessed with an upgraded electronic brain that measures lateral g forces to eliminate annoying mid-corner upshifts. Even the steering ratio has been tweaked for quicker response.

Subarus in general are reliable cars, but just a couple niggles did pop up in our time with the test cars. For one, we found the speedometer to be optimistic to the tune of almost 8%. More annoying, in repeated tests we were never quite able to replicate the claimed 0-60 mph time of 5.8 seconds. Using an electronic performance meter, the best we achieved was on the high end of six seconds. Admittedly, we only had a few chances, in imperfect conditions, to get the launch technique right-and we probably never did. A disappointment, but still, the numbers don’t actually change the fact that this Subaru feels really fast.

On the whole, these Subies can compete with the best in the all-wheel-drive performance sedan and wagon market. However, with prices reaching $33,000 for full-zoot models, it remains to be seen if the market will buy into Subaru’s new upmarket aspirations. Recent sales have been hovering just under the brand’s target of 9,000 per month; a slight disappointment, but still 25% better than the previous models. As more drivers begin to experience the benefits of the new Legacy and Outback–with improved motors, drivetrains, styling and interiors–we can only expect sales to increase.

As car guys working for an automotive publication, we’re regularly asked, “Which cars excite you this year?” And while the question is well-intentioned, it’s often a difficult one to answer. Does the person want to know about performance cars? Dream cars? Everyday cars? We sat down and asked ourselves which cars were exciting enough to make our “recommendation list,” and as a result, we compiled this list of seven cars to watch for 2005:

* Lexus GS 300
* Mercedes-Benz M-Class
* BMW M5
* Ford Fusion & Lincoln Zephyr
* Porsche Carrera & Porsche Boxster

Based on what we’ve seen at the auto shows, experienced during the test drives, and read in the media kits, these seven cars strike us as extremely promising for 2005. Enjoy.

2005 Lexus GS 300

Lexus is Japan’s US-market luxury brand success story. While Acura and, more recently, Infiniti have made inroads into the territory, it’s really Lexus that comes to mind when one thinks of upscale cars from the land of the Rising Sun. Being ‘top dog’ brings with it some responsibility, however, and Toyota’s high-end subsidiary thus bears the burden of remaining at the front of the pack. Fortunately, Lexus has scored home runs with just about every product, from the gussied-up Camry that is the ES330 to the sublime LS430. The revised GS300 and GS430, as shown at Detroit’s North American International Auto Show, represent the next salvo in this ongoing battle. Fortunately for what is now America’s leading automaker, Lexus’ middle sedans look to be winners.

Lexus’ GS300 and GS430 have a sporting flair, something in between the IS300 and the LS430. Competing directly with the Infiniti M-series (also new this year), the GS family can be likened to BMW’s 5-series and Mercedes’ E-Class as well. Great gobs of power, of course, are de rigueur for sedans in this class, and like the aforementioned cars, the GS is available with a V6 or a V8. The 4.3-liter V8 in the GS430 pumps out 300 horsepower and 325 ft/lbs of torque, which should be good for a run to sixty mph in around six seconds–it is, after all, being touted as “the fastest Lexus ever built.” Even the healthy 245hp V6 is expected to propel the GS300 to sixty in under 7.5 seconds. Both models feature a close-ratio, six-speed automatic transmission with adaptive programming.

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With an eye on the lofty goal of a truly exhilarating driving experience, Lexus debuts its Vehicle Dynamics Integrated Management system on the GS. VDM is a next-generation stability control system geared towards allowing the driver to explore the handling limits of the GS. An Adaptive Variable Suspension system with four settings allows the driver to optimize the handling for the conditions at hand. The electronic assistance should be welcome to all but the most experienced drivers, and we expect that Lexus will do excitement as well as it does comfort.

Other technological advances include an upcoming, optional full-time all-wheel-drive system and variable-ratio power steering. Further, Lexus hints that the GS will be the brand’s second model to get an available hybrid powertrain.

The exterior of the new GS features an even more rounded, aerodynamic design than the last generation–a venerable model with styling that wore well indeed. Still, the sporting character of the car is carried over, and its slightly sinister visage emphasizes the athletic nature of the beast even more than before. The new GS is longer and looks lower than its predecessor, and the V8 model wears standard 18-inch rubber.

Inside, typical Lexus luxury meets sporty aspirations. Gorgeous wood and leather delight the senses, while brushed metal accents, triple gauges (with some of the slickest lighting you’ve ever seen), and driver-oriented controls hint at the car’s true capabilities. Keyless entry and start–the kind where the fob never leaves your pocket–is standard, as is a tire-pressure monitoring system and Lexus’ cool adaptive lights that peek around curves as you saw at the wheel.

The GS comes to market in March, a month prior to the hybrid version of the ever-popular sport-ute, the RX400h. Pricing is expected to be in league with the previous model, a solid value when compared with the German competition.

2005 Mercedes-Benz M Class

Average folks, meaning that majority of the population that reads things like stock quotes or sports scores instead of publications such as this, may be forgiven for not making the distinction between the new-for-2006 Mercedes-Benz M-Class, introduced at Detroit’s North American International Auto Show, and its previous iteration. The SUV’s overall appearance is true to the original, and upon first inspection, looks little changed. However, maybe that’s a good thing. DiamlerChrysler has been selling around eighty thousand of these Alabama-built trucks annually, since the first non-military Mercedes rock-hopper hit the road in ’97. Who can blame them for sticking with a winning formula?

Subtle changes were made, however, including deeper indents into the bodyside, sleeker new headlights and taillights, a toothy new grille, and an overall more curvaceous shape. The next-generation M also features a more rakish windscreen, and has grown an inch or two in every dimension. Somehow, all this adds up to better aerodynamics, with a coefficient of drag down to 0.34.

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The interior features more comprehensive upgrades. The leather and plastics look to be supple and class-leading as usual, melded together in a modernist design that more clearly bespeaks the M-Class’ mission. It’s somehow more rugged, and grab-handles in the center console suggest a level of adventurous driving that most Ms will probably never see. Keeping with industry trends, the M-Class now features an engine start button instead of a traditional ignition cylinder.

Other news comes on the safety front, where new features mean new security for driver and passengers. One such system is Mercedes’ new “PRE-SAFE,” which uses radar to monitor surrounding vehicles and obstacles and a microprocessor to determine if a crash is imminent. When they system is triggered, it “prepares the vehicle for impact” by tightening front seatbelts, adjusting seat positions, and closing the sunroof in event of a perceived rollover. Revised crumple zones are engineered into the new structure, airbags lurk nearly everywhere, and whiplash is tamed via optional new “NECK-PRO” active headrests.

For motivation, Stuttgart’s finest have cooked up several new motors. The most popular will likely be the 274-horse ML 350, with the 3.5-liter V6 that serves so well in the new SLK. Also available will be the ML 500, the V8 range-topper until the inevitable AMG derivative arrives. Finally, we’re told that for the first time two diesels will be fitted, a 2.8-liter and the 3.2 that we’ve tested in the impressive E 320 CDI. At least one of those ought to make it stateside. Shifting duties fall to the standard seven-speed automatic, (the “7G-Tronic”), with ratios driver-selectable via steering wheel buttons or column-shift lever.

Two four-wheel-drive systems are offered. The standard system works well for foul-weather jaunts to the shopping mall, while an optional off-road package includes a transfer case, locking differentials, and driving aids that mimic Land Rover’s Hill Descent Control and Subaru’s Hill Holder. Also included is a version of Mercedes’ venerable AIRMATIC air suspension, which, tailored for off-road expeditions, can raise or lower the SUV’s ground clearance by almost two inches.

2005 is slated to be a banner year for Mercedes. “Never before have we introduced so many new models in one year,” said one executive. DCX cemented that point by showing the Vision R and Vision B sport-tourer (industry-speak for minivan) concepts at the 2005 Detroit Auto Show, both of which presage upcoming production models. Prices remain unannounced, but we expect a modest increase across the board. The new M-Class will find its way to dealer lots by spring of this year.

2006 BMW M5

Any new M-series car from BMW is an event in the automotive enthusiast’s world. Schoolboys fantasize, potential buyers start reworking budgets, and automotive journalists like ourselves become giddy with anticipation of our upcoming test-drives. Among the entire M line, and indeed among sports sedans in general, it is perhaps the M5 that inspires the most such passion.

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Five hundred horsepower are on tap from the V10 in this machine, although you must press a button to access the last hundred. Yes, the M5 is engineered to run on ‘only’ 400 horses under normal operation. Simply marked “Power,” the magic button is located next to the shifter, and summons the extra battalion of equines via remapped intake and valvetrain settings. This technology, and the engine itself, is entirely new and presently exclusive to the M5. It displaces five liters, and while naturally aspirated, it makes use of nearly every power-making trick in the modern engineer’s book. BMW claims the sprint to sixty mph takes 4.7 seconds, with a governed top speed of 155 mph.

The sole transmission is BMW’s Sequential Manual Gearbox, essentially a manual with a robotically-operated clutch. Seven forward speeds are on tap in this complex apparatus, with several different settings to control the automatic function’s shift speed and timing. You can also shift for yourself via the stubby console-mounted lever or paddles behind the wheel. Mourn the absence of a conventional stick-shift all you like (and those who appreciate smooth gearchanges will), but none is nor will be available. The disappointment is mitigated somewhat by the clever Launch Control function, which allows for effortless perfect takeoffs.

Three suspension settings are available–comfort, normal and sport. The adjustable system allows for a comfortable ride in this machine, which is otherwise capable of nearly flat 1g cornering. Everything is stiffened, strengthened and engineered for maximum performance in this car. The size and solidity of the suspenders are matched by the upgraded brakes, with drilled rotors measuring almost 15 inches in diameter. The standard 5-series’ active steering and anti-roll bars are eliminated, as are the run-flat tires, in the interest of handling perfection.

The interior features upgrades to the seats and gauges, as well as two optional configurations–a leather-and-wood setup or a more sporting aluminum-themed scheme. Otherwise, it’s the same 5-series interior that we’ve come to enjoy as one of the most sporting in the midsize class.

The exterior follows the same formula of subtle modifications suggesting the more purposeful mission of the M5, overlaid upon an already attractive foundation. You’ll notice a bigger air dam, revised front and rear fascias, and exclusive cooling slots in the front fenders.

The appeal of the M5 has always been that of a car that provides the most thrilling drive possible with four doors. It is the car that can get four of your colleagues to that meeting in style and elegance–and easily turn “five minutes late” into “ten minutes early.” This new edition is the best of the bunch, with power and handling that was heretofore unheard of, even for owners of previous M5s.

BMW also showed an all-wheel-drive 5-series, which should broaden the appeal of the 5-series line even further. True enthusiasts, however, won’t even notice that 530x–once you spot the M5 on the lot, anything and everything else on your mind vaporizes like the rear tires during a hard launch. And with good reason–driving the ’05 M5 promises pure, unadulterated bliss. This is the sedan for Ferrari owners who must, on occasion, shuttle the kids around. This is the car for the CEO who secretly wishes he was still racing go-karts after school. This is, quite simply, the sedan to trump all others.

2006 Ford Fusion & Lincoln Zephyr

The new Ford Fusion, and its Lincoln Zephyr sedan sibling, make the same promise as the Five Hundred. That is, to appeal to the yearning masses while helping regain market share lost in the aftermath of Ford’s self-proclaimed ‘Year of the Car.’

Some have chosen to knock the FoMoCo brands these days, pointing to perennially declining sales and yawn-inspiring product. But remember, the Blue Oval Boys are the guys who’ve brought us what might be the ultimate performance bargain, the sub-$25K Mustang GT, the bar-raising F150, and the awe-inspiring GT. So while conventional wisdom says last year’s Five Hundred might have missed the mark–appealing largely to geriatrics and golfers who appreciate the five-golf-bag trunk capacity–we think the Fusion and Zephyr will succeed.

After all, while we haven’t driven the sedans in question, we have driven the Mazda6, which donates its platform and drivetrain wholly to the new midsizer. A slight wheelbase stretch means the Ford and Lincoln variants are more America-sized.

Exterior styling is some of the best we’ve seen from any domestic maker in a while. The Fusion, originally the “Futura” until Ford realized Pep Boys trademarked the moniker for a brand of tires, is based on the 427 concept car shown at auto shows around the country. Thankfully, the best elements of the concept, including the sleek shape, jeweled lights, and brightwork, were spared from beancounters and focus groups. The Zephyr takes the sleek theme even further, and is probably the best-looking Lincoln in several years.

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Motivation will be familiar to Mazda6 owners as well. The Fusion shares the 160-
horsepower 2.3-liter four and the optional 210hp, 3.0L V6; while the Zephyr, in keeping with its upscale intentions, delivers the six as standard. Both engines are enthusiast favorites, if not for raw power, then for smoothness and responsiveness. Unfortunately, only the four is available with a manual transmission; the V6 is mated to a six-speed automatic.

The interior has a classy and durable feel, with materials that are on par with the Five Hundred’s. Quality finally seems to have become the watchword at Ford. Folks trading in Tauruses for Fusions will feel like they’ve stepped into another world–or at least another brand’s dealership.

Ford invested in safety technology for the Fusion and Zephyr, both of which feature dual-stage airbags, energy-absorbing seatbelts, load-limiting retractors, and enhanced crumple zones. An optional all-wheel-drive system is promised within a year of the fall launch, and a hybrid powertrain is also promised.

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The new Ford Fusion and Lincoln Zephyr look to be winners, at a time when both brands sorely need good product. We look forward to our first test drives and expect that if the experience lives up to the platform’s promise, we’ll be impressed. The Fusion and Zephyr, as well as their Mercury Montego twin, should turn out to be appealing cars that will stanch the flow of customers to foreign brands while at last fulfilling the promise inherent in Ford’s ‘Year of the Car’ pledge.

2005 Porsche 911 Carrera and Porsche Boxster

No other brand inspires the kind of owner loyalty that Porsche does, so the unveiling in Detroit of the new 911 Carrera, known as the 997 to Porschephiles, is a long-awaited event. On the heels of the new Boxster, this 911 evinces a more classic look than the last generation, managing to blend heritage with aggressiveness. To further increase the salivation factor among the faithful, the team in Zuffenhausen improved the powertrains across the board as well, and upgraded the interiors to ice the cake.

Porsches are highly evolved vehicles and design changes to these uber-sportscars are by definition limited to detail work, as opposed to the basic shape of the cars. Larger fender flares lend a more aggressive stance, and the new taillights and revised ducting are attractive touches. The return to classic rounded headlights hearken back two generations, to the 993 models, but make no mistake–these are bona-fide new cars, with some 80% of parts new.

The heart of any Porsche (save possibly the new V6 Cayenne) is the motor, and the 911 and Boxster do not disappoint. The Boxster’s 2.7-liter flat six now makes 240 horsepower, while the Boxster S model’s 3.2 puts out 280hp, for an increase of 22. Performance is commensurately upped, with zero to sixty now coming at 5.9 seconds for the base model, and seven-tenths less for the S. The 911 models are also, as ever, motivated by flat sixes; 3.6 liters and 325 horses for the standard Carrera and 3.8L and 355hp for the S. The speed-demons have pulled another one out of their hats–how does 4.4 seconds to 60 grab you?

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Base Boxsters get 5-speed manuals; all other models feature a 6-speed. A Tiptronic automatic resides on the option list for the commuter.

Suspension tweaks include stiffer platforms, wider wheels and tires, and the ‘Porsche Active Suspension Management’ electronic system for the 911 that allows pilots to choose between ‘normal’ and ‘sport’ settings. The active spoiler that raises at 75 mph and lowers at 50 is retained, thankfully. Optional on the naturally-aspirated 911 for the first time are Porsche’s celebrated Ceramic Composite Brakes that reduce unsprung weight, shave precious feet off stopping distances, and practically eliminate fade and rotor replacement.

Although Porsches are much more about the driving experience than the driver’s comfort, one area where the brand has recently taken flak has been in the quality and luxury quotient of the interiors. With these new models, however, Porsche has raised the bar. The redone interior, gauges, and controls are several cuts above the last models. The cockpits feature upgraded materials molded into a design that is at once more ergonomic and attractive–more fitting for the $69-79,000 Carrera and its $43-53,000 Boxster sibling.

With these new models, Porsche has taken several steps forward as far as engineering goes… and a calculated step back, design-wise. Both the Boxster and the 911, in their many editions, should keep Porsche on top of the sportscar heap–and what would life be without Porsches to aspire to?

We climbed into the premium, leather-adorned cockpit, fiddled with an array of dials and switches, ran through our checklists, adjusted the radio and tightened our seatbelts. We were cleared for take-off, and as we applied full-throttle, a big grin drew its way across our passengers’ faces. As we approached cruising speed, we activated the ventilated, massaging seats and suggested that rear seat passengers “Recline, relax, and enjoy the ride.”

Sounds like a pretty nice corporate jet, doesn’t it? Well hold on to your hat, Myrtle, because this ain’t no jet; it’s the Volkswagen Phaeton W12. This top of the line luxury cruiser comes to you by way of the same folks that promoted peace, love and happiness with their Beetle and Vanagons. We’ll give you a minute to catch your breath.

The brainchild of former Volkswagen chairman Ferdinand Piech, the Volkswagen Phaeton W12 represents the crown jewel of an effort on VW’s behalf to enter into the luxo-cruiser market. You know, the same market that attracts the likes of Mercedes-Benz, BMW, Audi, and to a lesser extent, Bentley and Maybach. We threw in those last two because the Phaeton really is right at home as a chaueffeured car. Heck, we got as much of a kick from being driven around in the Phaeton W12 as we did driving it, so the comparison seems only natural.

In fact, the Phaeton W12 is so comfortable and powerful, we’re surprised that more businesses don’t take advantage of it for business travel purposes. On the highway, the big Phaeton gobbles up mile markers like Pac-Man on a power pellet binge. It’ll run down a couple hundred miles in no time, and its passengers will be none the worse for wear, thanks to an interior that’s nothing but first class.

Our Phaeton W12 was configured as a “4-seater” model, meaning that each passenger has his own seat and set of armrests. The driver’s seat is 18-way power adjustable, the passenger’s seat is 16-way power adjustable, and rear seat passengers can fiddle with their 10-way adjustable (including reclining) seats. All of the seats are ventilated for heat and air conditioning and feature memory, lumbar support, and power massage. There’s nothing quite like a conference call while enjoying a Shiatsu massage on the highway at 70 miles per hour. Trust us.

All of the seating surfaces were wrapped in gorgeous leather that would rival some of ‘ole Louie V’s finest. The furniture grade walnut (you can choose from chestnut, myrtle or eucalyptus for an extra $500) is integrated seemlessly with the dashboard, door panels and consoles, and the chome accents on the door handles and instrument cluster finish off an interior that is nothing short of exquisite. Ambient-style lighting runs from front to rear to showcase the fine craftsmanship.

The Phaeton features one of the best climate control systems we’ve ever experienced. Rumour has it that the exclusive draft-free air conditioning system was developed specifically for VW’s ex-top dog Piech, as we was prone to catching colds. Up front, motorized wooden shutters automatically raise or lower to expose the climate control vents. Rear seat passengers can program their own ideal temperature and humidity settings by way of a 48-button control unit that resides in the rear center console.

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Rear leg room is ample thanks to nearly 55 cubic feet of total rear seat space. That makes for plenty of room to break out the laptop and finish that PowerPoint presentation while storming down the interstate.

Wind and tire noise was virtually non-existent, even at speeds approaching triple digits. As speeds increase, the Phaeton automatically lowers itself a full 1.6″ for better road holding characteristics. The Phaeton resumes its normal 5-inch ride height at speeds below 62 miles per hour.

Providing the thrust to power the 5400 pound Phaeton W12 to triple digit speeds is a 6.0-liter W12 engine, a $30,000 option to the $65,215 base price. The all aluminum, 48-valve, double overhead cam motor (did you know it holds 12.5 quarts of oil?) delivers 420 horsepower at 6,000 rpm and 406 pound-feet of torque at 3,250 rpm. Slap a couple of turbos and a “flying B” badge on the valve covers, and you’ve got yourself the engine for Bentley’s Continental GT super coupe. No wonder it’s a $30k option.

The big W12 was able to propel our Phaeton to sixty miles per hour in just over 5.5 seconds, and it flew through the quarter mile in 14.25 seconds at nearly 100 miles per hour. Oh, and did we mention that we accomplished these figures in a drizzly rain storm? Give credit for this surefootedness to VW’s awesome 4Motion all-wheel drive system, which is delivered as part of the standard options package for both the W12 and W8 Phaetons. It’s both incredibly competent and invisible, and we love it.

A five-speed automatic with Tiptronic manual-shift controls and a sport mode for increased performance handles gear changes with complete accuracy and velvety smoothness. Despite delivering seamless shifts that are nearly undetectable even at full throttle, the transmission never falters or feels “sloppy.” Power delivery remains nearly linear once you depress the throttle.

Braking performance is also linear, as the massive 14.1-inch vented front discs and 12.25-inch vented rear discs deliver fade-free stops, time after time. We recorded 70-to-0 distances of a very respectable 171 feet.

We won’t try to fool you into thinking that the Phaeton is on par with an F-16 when it comes to performing tricky manuevers, but the big cruiser does hold its own when the roads turn twisty. Granted, you’ll never forget that you’re pushing two-and-a-half tons of sheet metal around a corner, but the Phaeton does an amazing job of masking its heft.

Body roll is minimal, steering response is quick (at times a bit too quick and light), and the chassis does a great job of delivering just enough feedback to make sure things remain in check. There’s just a hint of understeer when the going gets extreme, and if you really push it, you can enjoy a controlled, four-wheel drift. Once again, the 4Motion system really shines – it’s nearly impossible to do something so dumb that it can’t correct it and keep you on your intended flight path. Four-corner, adjustable air suspension complete with an Electronic Damping Control (EDC) program constantly monitors road surfaces, conditions and speeds to deliver a comfortable, sure-footed ride.

Speaking of Three Letter Acronyms (TLA), the Phaeton has plenty. Browsing through the 400-page owners manual (which is also available for reading on the awesome navigation system) we counted at least nine TLAs: DSP (Dynamic Shift Program), EDC (Electronic Damping Control), ABS (Anti-Lock Braking System), ESP (Electronic Stability Program), EBD (Electronic Brake pressure Distribution), EBC (Engine Braking Control), EDL (Electronic Differential Lock), ASR (Anti-Slip Regulation), and DSP (Digital Sound Processing).

Speaking of that last TLA, we’d be remiss if we didn’t mention the Phaeton W12′s standard sound system. It’s simply amazing, and rivals some of the best home stereos. With 270-watts, twelve speakers, a 12-channel amplifier and a subwoofer, the Phaeton will literally knock your socks off as it wraps you in a life-like wall of sound that’s distortion free and as sonically accurate as a sniper. Even if you don’t check the W12 option on your build sheet, make sure you select the stereo option – you won’t regret it.

So as airline costs continue to rise while service, comfort and efficiency drop, why not hop aboard the Volkswagen Phaeton W12? It’s got the creature comforts, the performance, the flexibility and the capability to beat just about any airliner out there, chartered or otherwise. Unlike your typical jet-liner, you’re encouraged to pilot the Phaeton at will, and, you can use your cell phone while en route to your final destination.