2013 Bentley Continental GT V8

Okay, take my favorite ultra luxury Sports Tourer, the Bentley Continental GT, strip out the rock solid W12 motor, and insert a lower powered V8.

Recipe for disaster? – Negative.

Cheapens the brand? – No way.

Perhaps this is the classic, textbook case of “less equals more,” as the 2013 Bentley Continental GT V8 is such a terrific automobile, I would reckon that the Bentley Boys from Crewe, United Kingdom have another major sales success in the making.

Madrid and Logroño, Spain served as the backdrop for driving this latest Bentley masterpiece.  We arrived via motorcoach to the superb “Circuito de Navarro” racecourse near Logroño, stepped off the bus and listened to a song I’d never heard in a Bentley before.  Yes, I’ve heard similar songs written by other players: Corvette ZR1, Lexus LF-A, Audi R8, Porsche Panamera, Aston Martin Vantage V8 and others. If I could somehow translate the aural audacity of the song I heard in Logroño, it would read like this:

“You thought I was in this game for comfort and fun, but now you know who’s really number one, as there is plenty of power in this gun.”

The sound was of three Continental GT V8’s warming up for our track time, and the fury unleashed by those three under full power was mesmerizing.  Forget I was freezing my tail off under Europe’s surprisingly harsh winter.  I stayed outside watching the warm up laps to get my blood pumping for my turn behind the wheel.

When time came to volunteer for who would go on the track first among the 15 or so journalists present, my hand shot up quickly, and I asked to ride in the Dragon Red GT V8.  What I did not know at the time was the red car was the only right hand drive model of the three, and I had never driven at speed on a track on the “wrong” side of the car!

After the requisite safety briefing, I donned a helmet and under the instructive eyes of a pro driver, hit the course.  Circuito de Navarro is a very fast track, with long, sweeping turns and a straight where you can really open up.

Such is a formula for disaster if you are in a car not up to the task.

Let’s start with pure performance.  The 2013 Bentley Continental GT V8 is outfitted with a 4.0 liter motor outfitted with twin turbochargers and outputting 500 horsepower and 487 pound-feet of torque (the bulk of this prodigious torque is available beginning at just 1700 rpm).  Power is channeled to the tarmac through Bentley’s corporate all-wheel drive system (think Audi quattro), and a very impressive 8-speed automatic transmission with paddleshift capability.  Zero to sixty miles per hour comes up in an impressive 4.6 seconds, with a top end of 188 miles per hour under foot should you feel the need for ultimate speed.

Coming out of the pit lane, I quickly got the 5,060 pound GT V8 up to speed.  Touch the brakes to distribute weight and dive into the corner.  Hit the sweeping turn with your foot fully planted and watch as the big GT slides effortlessly using the throttle. Was I in a Bentley or a BMW M3?  The beauty of it all was just the week before, I had been in the M3 at Laguna Seca Raceway, and while the racetrack edge goes to the M3, one must factor in that the big Bentley weighs in at about 1300 pounds more than the Bimmer.  Tossing around a big, powerful car like the GT V8 was pure fun.

Back to Navarro, more aggressive turns, and then a straight with a pretty significant bump.  No loss of composure here.  A final series of turns, and then on to the straight, where the sounds of V8 fury are again unleashed with a full assault on the go pedal.  No issues driving on the wrong side, as my instructor and the Continental GT V8 had my back.

So we’ve established that the GT V8 goes hella fast and corners well, but what is all of this worth if your car cannot stop safely and securely?  On the racetrack, or on the roadway, clamping down from 140 plus miles per hour can create so much heat that brakes can fade away to the point of not being able to safely stop you.

So Bentley did the needful, dispatching the car with available Carbon Ceramic brakes with rotors so large at 16.5 inches, they’re bigger than the wheels on most economy cars.  Braking is forceful and fade free, even after mad romps around the track.

Style wise, the new GT V8 is very much a Continental GT. It’s distinguished from its 12 cylinder brethren by a radiator grille in gloss black mesh bordered by a thin chrome rim.  The lower grille features massive air intakes for engine breathing and brake cooling, divided by strakes into three distinct segments.  At the rear, figure eight exhaust pipes and a blacked out lower rear valance convey the power at hand.  In contrast to the black enamel winged “B” emblem on W12 models, the new GT V8 features a red winged “B,” reviving a badge hierarchy of earlier Bentley models from the 1920s.

Inside, you still get the full luxe Bentley treatment.  I was particularly impressed with the sonic quality of the “Naim for Bentley” audio system with its crisp highs and pounding lows.  Even the “lesser” base system comes with eight channels and eight speakers, 15 GB of storage for music, six disc CD changer and iPod capability. As one would expect in a Bentley, leather, wood and polished metal abound inside.  This is one well crafted motorcar.

After an impressive day at the track, we drove around Spain’s scenic countryside.  Again, the V8 did not disappoint, as Bentley estimates the new V8 is 40% more fuel efficient than the W12 equipped up-level GT.  I love the W12, but is does not sound as wicked as the V8, even though it’s a faster, more powerful motor. Ride quality is excellent, and you can dial in the fun factor using the adaptive damping system.  Full “Sport” was our mode of choice to tackle the myriad switchbacks we encountered during our drive.

So is less more?  At an expected price about $20,000 cheaper than the W12 GT, I’d have to say yes.  Unless you are a status freak, you’ll miss nothing from going “down” to the GT V8.

It’s all Bentley, and that means it is very, very good.

Should you desire the top down experience, the GT V8 is also available as the GTC V8 Convertible.

The 2011 Subaru Forester, as reviewed by our host Emme Hall, retains much of 2010′s model’s simplistic looks and drivetrain, save a few key differences.

For 2011, the Forester has an upgraded engine that boosts key areas in horsepower, torque, and gas mileage. The new engine is a 2.5 liter 4-banger that gets 170 horsepower and 174 pound feet of torque, making gas mileage 21 mpg in the city and 27 mpg on the highway. You can also choose to get a different trim with a turbocharged version of this engine, which will produce roughly 50 more horses and pound-feet. And all of these transmissions can come in either manual or automatic.

Watch the 2011 Subaru Forester video review on YouTube.

And of course, the Forester without question gets Subaru’s infamous all-wheel drive, letting the Forester hit the trails with ease. Handles are smooth and precise thanks to the AWD, and performs with aplomb. Not to mention its awesome 8.7 inches of ground clearance!

Inside and out, the Subaru is functional but not stylish. Its form won’t turn any heads, but what it lacks in aesthetics it more than makes up in practicality and user-friendliness. The space inside this crossover is roomier than one would expect, and the standard amenities are passable; trip computer, bluetooth & iPod integration, panoramic sunroof. As you ascend the trim levels, amenities start piling up, the more expensive trims feature rearview cameras, portable TomTom navigation screen, and more.

All in all, the Forester is a pleasant ride and definitely capable of holding its own in the crowded crossover SUV category, thanks to great fuel economy, a great sticker price, and fun, precise handling. All told, the Forester starts at $23,495, with our test car coming in at $26,384.

Host: Emme Hall
Emme Hall’s racing team: http://www.hallassracing.com/

Vehicle: 2011 Subaru Forester
Base Price: $23,495
Price as tested: $26,384
Engine: 2.5L 4-cyl engine
Transmission: 5-speed manual standard, optional 4-speed automatic w/sport mode
Horsepower: 170 hp / 174 lb-ft torque

EPA: 21 city / 27 highway MPG

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Host Ross Rapoport spent a week in the all-new 2011 Volkswagen Touareg VR6 Sport, a brand new redesigned premium SUV that is as fun to drive as it is comfortable and elegant.

Sharing some design cues with the far-more expensive Porsche Cayenne, the Touareg has flowing lines and a pronounced back-end, making its silhouette look eerily similar to its European cousin. Also for 2011, the Touareg has managed to drop over 400 pounds while increasing its cargo capacity and overall size, a fairly noteworthy improvement over the course of one year.

Watch the 2011 VW Touareg VR6 Sport Review Video at YouTube.

The Touareg for 2011 comes in several different engine options, including a brand new hybrid option which unfortunately we didn’t get to test drive. However, our 3.6L VR6 engine, with 280 horsepower and 265 pound-feet of torque, was more than capable of getting us around town with its ample power and acceleration. Gas mileage is decent considering the engine and the weight, you’ll be mustering roughly 16 mpg in the city and 23 mpg on the highway. With the hybrid engine, you’ll be getting slightly better numbers: a supercharged V6 with 333 horses and 324 pound feet, with gas mileage coming in at 20/27. Do the math and that extra power and mileage might not be enough to justify the additional $9,000 or so it takes to upgrade to the hybrid engine. And all of the Touaregs come with VW’s 4MOTION all-wheel drive system to manage all the twists and turns your commute can throw at you.

Inside, the Touareg is functional and efficient, if a little plain. The execution is user-friendly, with a highly intuitive climate control and navigation system. All in all, the cabin is practical, but doesn’t contain any particular cutting-edge technology that you might expect in a SUV at this price. In fact, the Touareg doesn’t contain real leather seats, a sunroof, or a third row of seats.

The 2011 Touareg has undergone some very desirable upgrades and changes for this year, and remains a very powerful front-runner in the midsize and luxury SUV segment, giving many of its more expensive competitors in its class a run for their money. Our VR6 Sport Touareg starts off at $45,600 with an as tested price of $46,420.

Host: Ross Rapoport

Vehicle: 2011 Volkswagen Touareg VR6 Sport
Base Price: $45,600
Price as tested: $46,420
Engine: 3.6L VR6 engine
Horsepower: 280 hp / 265 lb-ft torque
Transmission: Eight-speed automatic
Warranty: 3 years/36,000 miles

EPA: 21 city / 27 highway MPG

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Hosts Jessi Lang and Steve Hammes road-tested and reviewed the dependable and economical 2010 Nissan Murano, one of the originators of the modern crossover vehicle, the benchmark for all subsequent competitors.

Most of the major facelifts on the Murano came with last year’s model, which had garnered a whole new redesign, and this year finds only a few minor changes on several different trim levels. The luxury LE trim model now comes in a 2-wheel drive package, with several other minor equipment and technology additions. Our tester itself was the SL trim with all-wheel drive, definitely a model worth having in inclement wintry seasons. However, the Murano still retains its attention-grabbing looks and lines, maintaining its sleek, rounded physique that could be defined as sporty and utilitarian at the same time.

The Murano still retains their powerful and award-winning 3.5-Liter V6 engine that musters 265 horsepower and 248 pound-feet of torque, giving you plenty of ample acceleration for the road ahead. Gas mileage is decent, the Murano is rated at 18 mpg in the city and 23 mpg on the highway.

The interior, however, could use a redesign when it comes to aesthetics. Its plain and lackluster console and dashboard amenities is a little disappointing, considering the comfortability of the drive and the beauty of its exterior. At first glance, the overall design inside the cockpit seems a little outdated, and could perhaps use a healthy touch of modernization.

The Murano is priced at $31,200 to start with, and our tester came in at $36,100 altogether with the technology, premium and leather package options. With a powerful engine, a gorgeous look, smooth ride, and all-wheel drive, this year’s Murano is a smart addition to the lineup of what is considered as the Godfather of the modern crossover SUV.

Porsche has a long and legendary history when it comes to sports cars, but new for 2010 is their first addition to the growing luxury sports sedan market: the Porsche Panamera. Our host, Jessi Lang, spent a week road testing and reviewing the Panamera 4S.

With a noticeably Porsche-esque front end, many of the Panamera’s design cues, especially the noticeable sloping roofline that rises toward a high back end, have more in common with the Cayenne than perhaps the Boxster or the 911.

Although the look might be decidedly different from Porsche’s norm, its powertrain is not. Our test car, the Panamera 4S, boasts a 4.8-Liter V8 engine with 400 horsepower and 369 pound-feet of torque, and does 0-60 mph in 4.8 seconds and a top speed of 175 mph. Fuel economy is decent, you retain 16 mpg in the city and 24 mpg on the highway. Not bad for a car that weighs nearly 5,500 pounds. The Panamera also uses a variant of its PDK dual-clutch transmission, one designed specifically for the Panamera in order to achieve a lower center of gravity.

Our test car’s interior is beautiful and high-tech as well as highly customizable, but also has a steep learning curve thanks to the dozens and dozens of dials and buttons that control every aspect of the car and its features. Digital gauges in the dashboard are classy and display all your pertinent information and then some. Hand-stitched leather seats and consoles really enhance the luxury aspect of the Panamera.

Be prepared, however, to spend a pretty penny on the Panamera. The base 4S model starts at $93,800 and our test car topped out at $114,515.

Other Links:

Porsche Panamera Forum

Porsche Panamera video on YouTube

Panamera pictures from the video shoot

Window sticker (Monroney Label) for our test car: 2010 Porsche Panamera 4S

Jessi Lang reviews the 2010 Hyundai Tucson, an affordable option in the crossover class, competitor to the likes of the Nissan Rogue, Honda CR-V and Ford Escape.

For 2010, the Tucson offers a lot of amenities drivers have come to expect but at a price that’s easy to stomach. We tested the ’10 AWD Limited Edition with automatic transmission. The output of the 2.4L 4-cylinder engine is nothing impressive, but it gets the job done, producing 170 horsepower and 163 lb-ft of torque. With the automatic six-speed transmission you also get the Shiftronic system for clutchless manual shifting when you’re feeling a little feisty or just want the shifting control when passing other vehicles on the highway. With the AWD, 2.4L engine, and six-speed automatic, the Tucson gets some of the best fuel economy numbers in its class, averaging 21 mpg city and 28 mpg highway.

Hyundai also offers some new technology in the Tucson for 2010, adding in Hill Start Assist and a Downward Brake Control System for the manual option, and an Eco-range Driver Indicator and Overdrive Lockup Torque System in the LT AWD version. The interior features like the ample cargo space, panoramic sunroof, and convenient, well-placed compartments make the Tucson a great vehicle for the family or adventurers on the move.

The 2010 Tucson Limited Edition AWD model starts at $25,845. Even with the premium package (panoramic sunroof, navigation, upgraded audio system) you still won’t break $30k, topping out at $29,590, making the Tucson a must-see if you’re in the market for a CUV.

Set to go on sale in July 2010 as a 2011 model, the next generation Infiniti QX is all new.  Its new high-stiffness frame structure enhances ride comfort through the use of Infiniti’s Hydraulic Body-Motion Control system.  The new 5.6-liter V8 engine combines the responsive acceleration of Infiniti’s VVEL (Variable Valve Event & Lift) technology with the efficiency of a Direct Injection Gasoline (DIG) engine mated to a 7-speed automatic transmission.  With 400 horsepower and 413 lbs-ft of torque, the QX can tow up to 8,500 lbs. Fuel consumption has improved by 14% in the new QX56 for 2011.

YouTube Link: 2011 Infiniti QX56 Road Test Video

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At the 2010 New York International Auto, Volvo showed off their new S60 sport sedan. It seems that Volvo is banking on the S60 to take them to the top of the sport sedan world: “There is no doubt the all-new S60 will be going head-to-head with the best sport sedans in the world,” said Doug Speck, VCNA President and CEO. “But with 300 horsepower, all-wheel drive and a very attractive starting price, I’m confident we’ll be popping up on many driving enthusiasts’ shopping lists.”

The all-new S60 will be launched stateside with the T6 engine, an upgraded, more powerful version of the T6 engine currently offered in the XC60 premium crossover. All T6 models come standard with Volvo’s all- wheel-drive system. The turbocharged T6, displacing 3.0 liters, has been improved with lower internal friction and is the most powerful six-cylinder engine currently offered by Volvo. It now puts out 300 horsepower and a stout 325 lb.-ft. of torque. Maximum torque is achieved from just 2,100 rpm and remains available throughout the rev range. Power is transmitted to the wheels via Volvo’s second-generation six-speed automatic Geartronic transmission.

The S60 is the first sedan on the market equipped with Advanced Stability Control. A new roll angle sensor identifies any skidding tendency at a very early stage so the anti-skid system can step in earlier and with greater precision. Advanced Stability Control is a great asset in dynamic driving involving considerable lateral forces, which improves handling and rapid avoidance maneuvers.

Corner Traction Control is a new feature that uses torque vectoring for smoother cornering. This technology is a further refinement of the Dynamic Stability and Traction Control (DSTC). When cornering, the car’s inner driven wheel is braked while at the same time more power is transmitted to the outer driven wheel. This allows the driver to take the corner more tightly while reducing any tendency to understeer .

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And lastly, and perhaps most newsworthy, is the new Pedestrian Detection system. Pedestrian Detection with Full Auto Brake is a groundbreaking technological solution that actively helps the driver avoid accidents. Volvo’s radar and camera-based system can detect pedestrians in front of the car, warn the driver if anyone walks out into its path and then automatically activate the S60′s full braking power if the driver fails to respond in time. This world-first technology can help the driver avoid a collision with a pedestrian. Pedestrian Detection with Full Auto Brake consists of a newly developed radar unit integrated into the all-new S60′s grille, a camera fitted in front of the inside rearview mirror and a central control unit.