Exclusive 100 MPG Hummer H3 Plug-In Test Drive—EV Prototype on Track for 2011 Production

BURBANK, Calif.—As the Chevy Volt inches closer to production, the idea of scaling up its powertrain concept to larger vehicles is tantalizing. So when Raser Technologies unveiled its 100-mpg-equivalent Hummer H3 at the 2009 SAE World Congress, it grabbed headlines. But we wanted to get a taste of what it's like to slide behind the wheel of Raser's plug-in prototype on real roads. We got the chance two days ago as the Raser crew stopped briefly in Southern California before heading up to Sacramento for a drive event with Governor Schwarzenegger. So is the 100-mpg Hummer ready for prime time? Let's find out. —Ben Stewart
The Specs
The Raser Technologies Hummer is a combined effort between the company, integration partner FEV and General Motors. The powertrain is similar to that of the Volt in that this is an electric vehicle that uses an internal combustion engine to charge the batteries when the original plug-in charge of the packs is depleted. And unlike a conventional hybrid, that engine does not power the vehicle. The Raser Technologies-developed electric traction motor develops 200 kW peak and is mated to the front of the stock GM 4L60E four-speed transmission, which sends torque through the stock transfer case and to both the front and rear axles. The powertrain provides 40 miles of electric range before the gas engine kicks in to charge the packs for around 400 miles of total range.

Under the hood is a turbocharged GM Ecotec four-cylinder engine, similar to the unit used in the Pontiac Solstice GXP. That engine turns a generator that helps charge the three battery packs. Two of the lithium-ion battery packs are mounted on either side of the undercarriage and one is located at the rear of the chassis. In total, the packs provide 41 kWh. The batteries on this vehicle are lithium-ion "super-polymer" units from Canadian supplier Electrovaya. But Raser is also working with Enerdel and Korean supplier SK. The packs are liquid-cooled, as is the electric motor. Raser PHEV Program Manager and former Honda Engineer KC Jones says, "Lithium battery suppliers come to the automotive market fresh—it isn't the same as consumer electronics or power tools—it's new ground for them. So in addition to having great chemistry, they need to develop a durable package that can withstand, say, rough road driving for up to 10 years."

This truck has an AC converter mounted in the cargo hold to provide export power for situations as diverse as a camping trip or emergency power outage. Once in production that generator will be integrated underhood and will provide a valuable tool for fleet sales to utility companies who rely on mobile power sources. Though Raser used the H3 to prototype their range-extended powertrain, the system is scalable to full-size pickups like the Ford F-150 or Chevy Silverado.

The Drive
Twist the key and, as with most EVs, you don't hear much. The gauge cluster lights up and shows a few trouble-code warning lights—as you might expect in a prototype. On the dash above the stereo and HVAC controls is a display that shows how the energy is flowing to the various systems on the truck. In production models, Raser says this display would be integrated into the stock navigation screen.

Since the electric drive is routed though the conventional four-speed automatic, you just pull the gearshift back to "D" and squeeze the throttle as you would in any car. But the sounds are not entirely silent. Since there is no longer a torque converter, Raser must provide adequate line pressure to the transmission, so you hear the muted buzz of the pump until the truck moves forward. Raser uses a conventional hydraulic steering pump too, but that can only be heard from outside the vehicle.

Unlike many electric vehicles, this Hummer doesn't leap off the line. The H3 is a development vehicle, and the electric motor provides around 300 lb.-ft. of torque at zero rpm, so to keep parts from breaking, the thrust from a full-throttle launch is soft. According to Jones, as the testing evolves the company will incorporate a steeper power ramp-up. Once underway, the ride is essentially silent, with the exception of a mild hum from the all-terrain tires. Our drive was short, just 15-minutes long. That distance wasn't sufficient to deplete the batteries enough to have the Ecotec begin charging for the packs. But that part of the puzzle is still very much in development. In theory, the four-cylinder is only used as a generator and would run at a constant rpm. But Jones says that may not be ideal for every situation. If a customer were sitting at a traffic light and the truck's engine was running along at, say, 3000 rpm, it might seem quite odd to the driver—and other motorists too. So Jones says the ultimate solution would be to have the system slow the engine to idle in certain situations so that it mimics conventional vehicles.

A keen eye will notice that the Raser H3 sits a bit lower than a regular production Hummer. That's because its new powertrain adds approximately 1000 pounds to the 4700-pound truck. On the road, even at 30 to 40 mph, you can certainly feel that extra weight. We'd guess it would seem less noticeable on a full-size pickup. Jones mentioned that the powertrain probably has more battery power than it needs right now. He thinks the final production system may only require 26 to 28 kWh. If true, the system's total weight would drop by a few hundred pounds.

The Bottom Line
The Raser H3 is still very much a prototype. But the company expects to have the first two vehicles in "alpha" testing with San Francisco-based Pacific Gas and Electric later this year. The company has 12,000 "soft" orders from fleet customers. So in 2010, the company will begin "beta" testing with some of them using Hummer H3s, Hummer H3Ts, Chevy Silverados and Ford F-150s. They expect to begin high-volume production in 2011.

The cost of the system, Raser says will be approximately 25 percent of the total cost of the fleet vehicle. And the company is working with the OEMs so that when the vehicles are up-fitted with the powertrain, the conversion maintains as much of the factory warranty as possible. We hope to test one of these trucks as Raser moves closer to production.

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2010 MazdaSpeed 3 Test Drive: Potent, Hot Hatch, Refined and Retuned for Fun

The Specs
Maximum power remains unchanged from the previous model at 263 hp at 5500 rpm, as does the torque peak of 280 lb-ft at 3000 rpm. But the way in which that tractive force is delivered to the front wheels has been finessed. Mazda's torque management system, which trims engine output in the three lower gears dependent on steering angle, has been recalibrated to reduce wheel fight at full throttle even more than before.



The six-speed transmission now utilizes a broader range of ratios to capitalize on the 2.3-liter, direct-injected, turbocharged Four's copious torque spread. The adoption of a hood-mounted intercooler duct made space for a cold-air induction system at the grille, improving charge-air cooling at both sites.New cast-alloy wheels mount wider, 225/40R-18 Dunlop SP Sport 2050 performance tires, acting in concert with a retuned chassis boasting higher-rate springs, tighter shock valving and revised front antiroll-bar mountings.

The MazdaSpeed3 was tuned to excel on fast-but-bumpy roads, and owners of the previous version (who were consulted during the current project) have found this new one to ride better. Also improved was the steering feel. Steering assistance is now provided by an electrically powered hydraulic pump, and the rack is mounted at three rather than two points—the stiffer the mount, the more potential for supple steering feeback.
Inside the car, you find MazdaSpeed-themed instrumentation and black-and-red upholstery, along with an LED boost gauge mounted between the meters. MazdaSpeed3 seats have extra bolstering, and the pedal faces are aluminum.
The Drive
The improved refinement is immediately noticeable when you first drive the Speed3 (as Mazda officials call it). The sense of isolation inside the cabin is good, and ride quality is surprisingly compliant given the heightened level of control from all suspension components. The exuberant thrust of this potent little engine is an instant reminder of what made the original Speed3 such a charming device, but even here the reduction in torque steer is apparent.

Still, wheel fight is not completely absent. Most times it manifests as a reduction of self-centering force as you power out of bends, but there's an occasional wayward tug at the steering wheel rim to remind you that there's substantial torque twirling those front wheels. The car's handling was showcased at Mazda Raceway Laguna Seca, where the high levels of stability made the Speed3 easy to drive fast without any hint of squirrelly moves.

The only shortcoming (if you can call it that) highlighted by the track experience was a slightly sticky third-fourth gear gate when shifting from either of the other two gears, calling for just a slightly slower and careful selection. Since we were mainly using third and fourth gear around Mazda Raceway, with just a quick snatch of fifth on the front straightaway, it wasn't enough to dampen our enjoyment.

While the Speed3 feels as if it has way more chassis than engine on the track, a quick foray through the canyon roads nearby quickly reminds a driver just how fast this little hatch is. It will scrabble to 60 mph in just over 5 seconds, and top out at better than 155 mph. The Mazda also possesses enough agility in twisty circumstances to churn the stomachs of hardened passengers. And, yes, the brakes are strong too.
Not only is the Speed3 a wicked weekend plaything, it can be driven around at relaxed speeds with little drama or discomfort in an everyday environment. And, of course, we appreciate the amazingly versatile five-door hatch. If you can live with that relentlessly cheerful grinning face, you'll undoubtedly find the rest of the relationship with the Speed3 to be reliably entertaining.

The Bottom Line
Priced at $23,945, including delivery, the Speed3 is pretty well equipped, coming with standard ABS and stability control. There's only one major optional upgrade: A Tech package that adds a Bose sound system with a six-CD changer, Sirius satellite radio and a navigation system that uses a compact display that is curiously difficult to read. But with this much fun on tap at such a reasonable price, we'll certainly let that one slide.

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The Volvo C70's interior quality is vell communicated, thanks to a cabin that is assembled from high class components and materials. Everything has Volvos usual solidity to it, although owners have reported slight rattles from the hood when in place.

As you'd expect with a Volvo, the C70 is a secure place to be. As standard there's dynamic stability control, 6 airbags and roll over bars that appear if the car senses it's going to flip. Alarm, immobiliser and deadlocks are also standard equipment.
Thanks to the Good looks, and the fact that it's a convertible, the Volvo C70 should loose money at a slow pace and especially as Volvo's production number are low for the UK it shoud be a premium sight on Britains roads, Running costs will vary depending on which engine you choose, with the economical diesels being the shrewdest financial choice.

There is a choice of 2 petrol motors: a 2.4 litre with 168 bhp and a 227bhp 2.5 litre, which feels easily the quicker of the two with very little difference in petrl consumption. The sensible money will go on one of the 2 diesels though, either the 2.0 with the best economy, or the more performance related 2.4 D5 unit with 185 bhp, found across the Volvo range.

The Volvo C70 is built more of a cruiser and it set up more for comfort than racing round corners,which means it's not quite as entertaining as some of its competition. There's plenty of grip from the large alloys, but the steering wheel feedback is a muted and dull,and cornering bodyroll is more noticeable than in something like a VW Eos. Big bumps and potholes can send vibrations through the body.

With the lid up, the C70 is no different to a volvo saloon, with wind and raod noise well suppressed. Drop the hood down, and not a great deal changes, occupants aren't bown around at all. The C70's 5 cylinder petrols sound good with the roof down, but the diesels are the cheaper option and dont sound too harsh, even with the roof lowered.

Volvo has created a sensibly laid out comfortable and stylish cabin with the C70. everything looks good, is ergonomically positioned and within easy reach, and the seats, like every Volvo, are supremely comfortable.

Every hard top convertible with a folding roof loses boot space once the roof comes down. Versus other CC's the space is good, but with the hood down, the boot space is reduced compared to a normal coupe.

In terms of equipment, the C70 comes as standard with climate control, alloys, electric windows, cruise, stability control, Cd, steering wheel audio buttons, and fogs. The sport trim is fairly basic, but the SE and SE lux get a fistful of extras such as leather seats as standard


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The C30, designed as a lifestyle car, is cheaper than the direct competitors from Audi and BMW, but seems a little pricey compared to the VW Golf. Fuel economy is pretty good unless you're looking at the T5 model, servicing is about average and the insurance group is sensible too. with the premium image, resale values will also be good.

The C30 may be the entry into the Volvo the range, but the premium feel is stil apparent. Dense, soft-touch plastics make up the fascia, the switches feel like they have the usual Volvo durability and it generally feels built to last. Volvo has a great record for producing reliable cars, and the ford group underpinnings back this up.

Volvo built its reputation on safety, and says that the C30 performs just as well as the larger models in a rear-end collision, despite the hatchback shape. Every model has 6 airbags, active anti-whiplash headrests and DSC, whilst an integrated stereo, deadlocking a VIN number shown under the windscreen for all to see should help to put off the criminals.

The Volvo C30 shares the same stylish dashboard with its floating centre console with the S40 and V50, and very nce it looks too, although the switches on it can be a little awkward to use. Anyone can get comfy by adjusting the seat and steering wheel to a wide range of driving positions.

There is generous head and legroom in the front seats for 2 large adults, and another 2 can slide into the rear, although there isn't the rear space of some of the more conventionally shaped rivals, and the rear seats are seperate, so no room for a little one in the centre. The boot is a decent shape but is on the small side and a little shallow, and the luggage cover can be awkward to use.

All Volvo C30s an MP3 stereo, climate control, alloys and electric windows, while SE models get audio buttons on the steering wheel, cruise control and plusher seat trims. Going to SE Lux trim gives heated leather seats and powerfold door mirrors. The new and popular R-Design Sport and SE Sport models get a stylish bodykit, aluminium dash, half leather sports seats and steering wheel.

The engine choice has a comprehensive amount of petrol units, starting with a 99bhp 1.6-litre, through 1.8 and 2.0 and tops out with the fire reathing 2.5 T5 unit from the Focus ST, which provides massive mid-range muscle. Diesel fans are offered a wide choice of 108bhp 1.6, 134bhp 2.0 and 178bhp 2.4-litre D5 units, with the 2.0 diesel being our choice.

Being loosely based on the Focus platform means the is a tidy handling car, particularly with the R design models and the sports suspension. The downside is a firm ride at lower speeds, but it never becomes uncomfortable. The steering is nicely balanced, but a little short on driver feedback - overall a good match for the character of the car.

The Volvo C30 is a refined car on motorways, cruising along nicely. a little wind noise does can be heard from the door mirrors, and road noise is audible if you have the larger alloys fitted. The petrol engines are quiet and refined, but the 2.0-litre diesel lets you know what sort of engine it is and the D5 can be a little rough if pushed.


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2010 Land Rover LR4 Test Drive: New Refinement for Off-Road Juggernaut

England—If there were one major aspect that impresses about the Land Rover, it is the extraordinary breadth of capability shown by the company's cars, not least the LR4 we sampled in Scotland recently. The scope of every Land Rover's operation is striking. One moment you're cruising Britain's motorways at 80 mph on beautifully damped air springs, ensconced in soft leather, the next you're nearly door handle deep in liquid mud, scrabbling for a way back onto the path. LEDBURY, It seems unimaginable that anyone would want to subject their cherished personal transport to this kind of abuse, but that's what every Land Rover is engineered to do. What's more, the 2010 LR4 continues to serve up luxury and off-road performance with panache. —Barry Winfield

The Specs
Now powered by a new direct-injection 5.0-liter V8 engine, co-developed with Jaguar, producing 375 horsepower and 375 lb-ft of torque, the LR4 has about 25 percent more power than was available in the LR3. In fact, Land Rover is proud that the new car accelerates to 100 mph and then brakes to a complete stop before the previous model reaches 100 mph. And they quote the zero-to-60 mph sprint takes just 7.5 seconds.

Called simply the LRV8, the new engine boasts variable valve-timing and lift, the latter provided by a spring between the cam follower and valve stem that reduces or increases the valve excursion. The phase-shifting aspect of the valve-timing control is powered by the torque pulses of the valve train itself, rather than by a power-robbing oil-pump.

Designed to meet the latest ULEV2 emissions requirements, the LRV8 has cut CO2 output by 8 percent, yet equals the fuel consumption figures—12 mpg city and 17 mpg highway (8.3 gallons/100 miles and 5.9 g/100m)—of the outgoing 4.4-liter engine. This motor is mated to a six-speed ZF transmission calibrated to match its specific characteristics. Abundant low-rev torque has allowed higher gearing with much more frequent torque-convertor lockup for optimal efficiency.

The suspension has been revised over the previous LR3, with a new variable-ratio steering gear and new front knuckle design to close the gap between the car's center of gravity and the suspension system's roll center in order to reduce roll motions. Further roll control is provided by a larger anti-roll bar.

For 2010, the LR4 features revised versions of Land Rover's hill descent control and terrain response system—a rotary switch-selected device that offers five specific chassis and drivetrain calibrations tuned for almost any circumstances you're likely to encounter: normal highway driving, grass/gravel/snow, sand, mud and ruts, and rock crawl.

Capping the comprehensive engineering upgrade is a noticeable restyling job by design director Gerry McGovern, employing new headlights, honeycomb grille, and front bumper in a more contemporary and integrated look. New rear lights help update the tail end, too.

An all-new interior provides a much improved ambiance. It's studded with the trappings of modern vehicular luxury, like a five-camera surround system (that even shows what's beneath the front of the car), keyless entry, push button start, electronic parking brake, iPod input and some of the most sophisticated thin-film displays (for onboard systems) we've seen.

The Drive
The LR4 is still a big, heavy vehicle, and the addition of extra equipment has not changed that fact, despite several simultaneous weight-saving strategies. But the big Land Rover's torquey engine, smooth transmission and smart suspension all team to provide the car with a poise and agility that belies the 5800-pound avoirdupois.


Ride motions are well controlled, and without any excessive roll and pitch to confound its handling the LR4 imparts considerable driver confidence. Now fitted with 19-inch alloy wheels and surprisingly low-profile mud-and-snow tires, the LR4 handles predictably and can be pushed harder than anyone has the right to expect from something this heavy.

The car's real charm lies in its Jekyll-and-Hyde character shift. The LR4 is able to strafe the freeways with occupants sitting comfortably in that commanding position, then pump itself up to ford a muddy-bottomed stream. All with relatively few concessions made to overall utility and convenience. Since not many people will ever exploit the LR4's multi-modal off-road talent, it's just as well that the normal-use calibrations are so user-friendly, offering a plush, well-damped ride with precise control.

The Bottom Line
At $48,100, the base 2010 LR4 comes in at about $1,276 more than its 2009 LR3 predecessor, but the retail cost of its additional equipment is $2,600. Or so Land Rover's marketing guys would like you believe. The uplevel HSE model's sticker climbs from $50,325 to $51,750, but again offers more content than that price difference would cover.

The major difference between old LR3 and new LR4 is that great new engine, although we certainly cannot downplay how much better the exterior appearance and the interior fittings are on the new one. When you're in one, there's an undeniable sense of privilege and security. How do you put a price on that?

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Ford's 2010 F-150 SVT Raptor simply looks ferocious. With its swollen flanks, carved-in headlights and taillights, aggressive stance, visibly rugged suspension pieces and thumping 35-inch-tall BFGoodrich off-road tires, this nearly 3-ton, four-wheel-drive pickup is brutally gorgeous. It looks tough enough to run straight down the Baja Peninsula at full speed, jump across the Gulf of California, invade the Mexican mainland and then continue rampaging down through South America until it plowed over Antarctica and started up north across Africa. With that much visual firepower, the obvious question is this: Does the substance match the style? Let's find out.
SVT Gets Dirty
The Special Vehicle Team (SVT) has been Ford's hardcore performance division for nearly 17 years and gets credit for delectable road machines ranging from the 2002-to-2004 SVT Focus to the current GT 500 version of the Mustang (yeah, it did the Ford GT too). But until now, its concentration has been on pavement-based ability. And after two successful generations of the F-150-based SVT Lightning performance street truck, there was every reason for the team to do a third one. But the 2WD sporty truck market is a fickle one. And so this time SVT turned to high-speed, Baja 1000-style, off-road desert racing for inspiration. In particular they looked at "prerunner" trucks used by race teams to scout courses. The pre-runner look is jacked up, hogged out and explicitly mechanical. And that's a function of what a prerunner is asked to do: skitter along the desert at high speed with its suspension soaking up ruts and the occasional armadillo strike without slowing. So SVT decided to concentrate on the F-150's suspension and produce the most capable desert truck possible—while retaining civilized on-road manners and the necessary utility.

The Specs
To build the Raptor, SVT started with the 133-inch-wheelbase F-150 extended SuperCab 4x4 equipped with a 5.5-foot cargo box. Most of the Raptor is still pure F-150. The basic ladder frame is the same, the cab's structure and sheet metal is untouched, the 320hp 5.4-liter SOHC 24-valve V8 is unchanged, and the six-speed automatic transmission behind it hasn't been modified. Even the suspension pickup points (where the suspension pieces bolt to the frame) are the same as any other F-150's. But beyond that, the Raptor is as different from an F-150 as, well, a velociraptor is from a brachiosaurus.

Suspension travel is to a prerunner what horsepower is to a drag racer. That is, everything. And since the suspension pickup points were already in place, SVT decided the most effective way to gain travel was to increase track width by making the suspension links and control arms longer. So up front, SVT developed new cast-aluminum upper and lower control arms, added their own longer springs and equipped the Raptor with specially developed FOX Racing shock absorbers. The solid rear axle has been beefed up and widened, its center stuffed with short 4.10:1 gears and fitted with SVT-developed leaf springs, and it's damped by a pair of stupendously cool-looking FOX Racing remote reservoir shocks. Finishing the suspension package is a set of special 17-inch cast-aluminum wheels wrapped in those 35-inch-tall BFGoodrich LT315/70R17 All Terrain tires. Do the math: A 35-inch-tall tire on a 17-inch wheel means there's a full 9 inches of super-squishy sidewall to swallow up rocks and crud.
Altogether the Raptor's track width is up 7 full inches, and that allows the front suspension to travel 11.2 inches (total rebound and compression) while the rear can move 12.1. In fact, the Raptor is so wide that it's legally required to run with amber marker lights to demarcate its breadth. For this, SVT has cleverly integrated the appropriate LEDs into the front grille and across the tail.

SVT has kept most of these new suspension pieces visible to anyone looking even casually at the Raptor. Wise move, because as tough as these new components seem to be, they look wicked too. The control arms are perfect castings that could be mistaken for an F/A-18's landing gear, the shock bodies are polished aluminum and the diameter of the biggest branch on a redwood, and the wheel-and-tire package has the savage purposefulness of a bear's claw. There's an argument to be made that the only way to make the new Raptor tougher-looking would be to strip off its body entirely.

To cover the additional width, all the bodywork forward of the cab's firewall is new, and the cargo box gets its own set of flared fenders as well. Viewed from above, the Raptor has a Rubenesque hourglass figure with a healthy chest and seductively plump hips. From the ground it just looks awesome with open wheel wells, functional hood and fender vents, ready-to-pounce stance and a grille big enough to consume an entire Golden Corral buffet in a single gulp. The Raptor is an almost freakishly attractive pickup—the Megan Fox of half-ton trucks.


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ANN ARBOR, Mich.—Recently Hyundai announced that in 2010 it will begin to sell the high-end Equus luxury sedan stateside. This announcement follows what has already been a busy two-year period at the company that has ushered in a pair of world-class cars. In 2008, the Hyundai Genesis debuted, a luxury sedan that costs thousands less than its competitors.
That car was so good, it was named the 2009 North American Car of the Year. Next, the company rolled out the Genesis Coupe, a wildly entertaining, sporty car that offers either turbocharged or V6 power, rear-wheel drive and capability nearly equal to more expensive Japanese rivals. Next comes the Equus, which will slot above the Genesis in price, size and performance. Details are slim at this point, but based on its past strategy, we expect Hyundai to offer features and accommodations similar to the Lexus LS460, but at a price well below that car's $64,000 sticker. Recently we took a very brief drive in a Korean-spec car. Let's see how it stacks up. —Larry Webster

The Specs
The Equus has been Hyundai's flagship in Korea since 1999. But last year, the car was redesigned around the new Genesis architecture. The new car was shown at this year's New York Auto Show and was then taken to select dealers to gauge the public's reaction to a CEO-class Hyundai.

Apparently, the reception was favorable enough that the company decided to adapt the car to the U.S. Undoubtedly, the car's design had a major impact in the positive reviews. Styling is always subjective, but many of the lines on the Equus mimic the handsome Azera sedan. Its size and prominent, flowing, body side crease lend the car a presence that looks good in the metal.

The rear-drive Genesis chassis was stretched 4.3 inches to enlarge the rear -seat legroom. Overall length is up by 7.2 inches to 203.1 inches. Width and height are up less than an inch. Like the Genesis, control arms connect the body to the front wheels, a multilink system does the job in the rear. The Equus, however, has adjustable air springs and shocks at all four corners.

Behind the sloping, toothy grill resides the 4.6-liter V8 from the Genesis. In the Genesis, the double-overhead cam engine makes 375 hp and 333 lb-ft of torque when run on premium fuel. It's likely that the Equus will have a bit more power, and we've also heard that a 5.0-liter version of this engine will be available with somewhere near 420 hp. Backed by a six-speed automatic transmission, the over-two-ton Equus should run to 60 mph in under 6 seconds.

Like the Genesis, a full compliment of luxury features and new tech will be part of the deal. Expect heated and cooled seats front and rear, auto door closers, a high-end stereo, navigation, Blueooth connectivity. Electronic driver aids include adaptive headlights, lane-departure assist (when the car drifts out of the lane, the seat belt tugs the driver), stability control, radar-based cruise control, and likely a parking-assist system too. In other words, the full monte. We also wouldn't be surprised if the car offers massaging front seats like those in the BMW 7 Series or Mercedes S-Class.

The Drive
From the driver's seat, the Equus feels a lot like the Genesis, which is no real surprise since they share an architecture. The suspension and steering tuning is quite a bit different, however. In the Equus, the steering effort stays relatively light no matter how fast the car is going, while the feedback from Genesis wheel gets heavier with speed. With either setup, the feel is quite good, but considering the comfortable cruising mission of the Equus, we actually prefer its steering feel.

Bumps, pothole patches, frost heaves, and anything that might upset lesser cars—the Equus takes them all in stride. Impacts are barely audible and the structure feels rock solid. It was raining when we drove the car, so it was impossible to make a good judgment on the interior noise level, but it felt quite serene inside.

The 4.6-liter V8 has plenty of power. It's smooth, and nearly transparent in most of its operations. However we noticed an abrupt throttle tip-in that made leaving stoplights smoothly a bit tricky.

That was the only flaw we could uncover. We spend some time in the car's huge rear seat. That rear-seat bottom cushion is higher than those in the front seats, so it's almost like theater seating. There's legroom to spare, even for this six-footer, and the rear passengers have plenty of buttons to press. The rear bench is split 60/40 and each portion has its own adjustment for seatback angle and fore and aft position. As we mentioned, the seats are heated and cooled, but there's also a handy foldable tray nestled in the seatback of the front passenger seat.

Hyundai pointed out that the car we drove did not have the final U.S. chassis tuning or a complete roster of interior features. But from our short drive, the potential is clearly impressive.

The Bottom Line
It's too early to say if the Equus will top the Lexus LS460 or Mercedes Benz S Class. But we think it's in the hunt—and that's a major achievement for Hyundai. The only thing it's missing is, of course, the premium image. High-dollar sedan buyers invariably are making a statement with their purchase, and the question is, does this new Hyundai have enough cachet to get these well-heeled buyers into dealers? We'll have to wait to find out.


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DETROIT—The first station wagons were cool. These trusted family conveyances proclaimed that their owners lived the suburban American dream. They were so popular, in fact, that they became ubiquitous and eventually lost their cachet.Then Detroit gave us the minivan, the SUV and the crossover, all with tailgates and ample storage space—wagons all but disappeared. But Europeans never lost their interest in these cars, so BMW, Mercedes-Benz, and Audi all offer sporty and luxurious wagons.


Enter Cadillac, whose mission is to compete with those luxury brands on nearly every level. The first wagon ever to wear the brand's crest-and-laurel badge was the BLS, a compact built and sold only in Europe. Now, America gets its turn with the CTS Sport Wagon that Cadillac hopes will revitalize and grow the small market for station wagons here. In other words, it seeks to make wagons cool again. Does it? —Kevin A. Wilson

The Specs
Mechanically, the Sport Wagon is identical to the CTS sport sedan, offering a choice of rear- or all-wheel-drive, two engines and standard six-speed automatic transmission. For 2010, the base 3.0-liter direct-injection V6 makes 270 hp with improved fuel economy, and new engine mounts cut noise and vibration. But our test car had the optional 304-hp, 3.6-liter V6. There is, for now, at least, no CTS-V V8-powered performance variant. Our car wore 19-inch wheels with Continental summer performance tires. The base wheel is a 17-inch alloy, and there's an 18-inch option too, both with all-season tires.

The distinction between the sedan and the wagon is the 200 pounds of metal and glass behind the vehicle's rear doors. Designed in a studio led by Bryan Nesbitt, recently promoted to general manger of the Cadillac division, the high-style wagon frames its tailgate with extended taillights that reach to the roof. The roofline sweeps downward to a slanted rear window, and the sides taper, prioritizing elegance over cargo volume. Yet the Sport Wagon boasts twice the capacity of the sedan. There's 25 cubic feet behind the rear seats (the sedan's trunk is 13 cubic feet) and 58 cubic feet with the seat folded, about the same as a BMW 5 Series Touring or Audi A6 Avant. The rearmost roof pillar is thick and, less evident from outside, there's stout rollover protection structure over the top of the power tailgate. A rearview camera is standard and handy.



The Drive
We used the wagon to perform our usual weekend chores and found thoughtful touches throughout the cargo area. A concealed area a few inches deep beneath the floor is covered by a cleverly designed folding lid that can be propped in different positions to keep smaller items from sliding around. Adjustable tie downs atop the plush carpet ride on chrome rails. The liftgate opening angle can be adjusted for use in garages with low-hanging doors or to make sure access to the power lift button (on the door bottom) is within reach for short users. Need to carry even more stuff? The concealed rooftop rack can be equipped with optional accessories to suit most any lifestyle.

Like any CTS, the Sport Wagon offers a luxurious and entertaining driving experience. Rear visibility is a bit tunnel-like, but not as badly impeded as you'd imagine when looking at the design from outside—the rearmost pillar aligns roughly within the area already blocked by rear headrests. We'd think twice about choosing the 19-inch wheels—we noticed an SUV-like ride harshness and noise level that would make the all-weather utility of the smaller wheels our choice.


The Bottom Line
CTS Sport Wagon pricing tracks the sedan's, with a base MSRP at $40,485. That's a healthy price advantage over German-brand competitors, boding well for Cadillac's ambition to sell upward of 4000 units in a narrow market niche of fewer than 40,000 vehicles from all brands. The luxury crossover segment, by comparison, is 10 times that size, so Sport Wagon sales are unlikely to cut into the Cadillac SRX crossover's sales. But we think that this sport wagon is hipper than the now-ubiquitous SUVs and crossovers. Are wagons back? Could be.


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The future of America's sports car, the Chevrolet Corvette has always been shrouded in speculation. In the 1970s, many thought the C4 Corvette of the 1980s would roll onto dealer lots with a mid-engine chassis. It never did. Recently those same rumors surrounded the next C7 Corvette, due in 2013, though they were later debunked. So what does the future hold for the next generation Vette? Some hints might lie in GM's recent Corvette Stingray concept.


The Corvette Stingray concept, which debuted at the 2009 Chicago Auto Show and had a starring role in Transformers: Revenge of the Fallen, on the surface looks as though it could provide some design and powertrain influence for the next C7 Corvette. However Tom Peters, designer of both the Stingray concept as well as the new Chevy Camaro, told Jalopnik's Ray Wert "It's not the C7, but that's not to say there aren't elements here that could translate into what the C7's about." Peters took the methodology used designing the Stingray concept and applied it to both the C6 Corvette as well as the new Chevy Camaro. That's why you'll see design elements from the Stingray concept in both the C6 Corvette (like the raking in the side coveys) and the Camaro.


Taking cues from art and the exterior, GM interior designer Micah Jones built a dual-cockpit design. On the steering wheel are two spherical balls. Right side controls shared functions like entertainment, climate control and navigation. The center console screen is a dramatic and expansive display with five settings controlled by a haptic touch screen—the same five you find on the wheel—Entertainment, Air, Home (laptop mode), Nav and Race modes.


But it's what resides under the hood of this concept (in theory at least) that is most compelling—a radical conceptual hybrid powertrain mates hybrid technology to a high performance V8 engine with cylinder deactivation. The theoretical concept includes the ability to switch from pure electric mode for city driving to full use of the big LS-series V8 engine with five different settings controlling the feel and sharpness of the shifts, and the intensity and sensitivity of regenerative brakes. GM claims that if this system were functional, you could control the electrical output ranging from a more eco-friendly mode or crank it up to ultimate power. This is a Corvette after all.

Despite the lettering "Hybrid Stingray" emblazoned on the packaging, the concept merely represents a futuristic vision from the design studio, not a powertrain exercise. So don't expect a hybrid C7 Corvette. To get a taste of what its like behind the wheel of this radical Corvette Concept, Jalopnik editor (and sometimes PM contributor) Ray Wert drove the car yesterday at GM's Warren Tech Center. Check out all the details on this amazing concept here.


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2011 Infiniti M37 and M56 First Look: Athletic Sport Sedan Gains Muscle

PEBBLE BEACH, Calif.—Infiniti showed its next-generation M sedans this weekend—virtually. The new cars were rendered in 3D on a foam buck at an event sponsored by Infiniti and Hearst magazines at the Pebble Beach Concours d'Elegance. It was the world's first automotive application of this video mapping process.

Later this year, the Infiniti M will make its public debut in the metal. The sleek, new midsize M, a BMW 5 Series and Mercedes-Benz E-Class fighter, will ride on a lengthened and widened version of the current G platform. But the real news is that the top M56 model (which replaces the M45) will have a new 5.6-liter V8 under the hood, generating more than 400 hp. Though the displacement of this engine is identical to the V8 used in the Nissan Titan pickup and Infiniti Q56 SUV, Infiniti says these engines do not share any components. The M37 will use the same 3.7-liter V6 that powers the G37 sedan, coupe and convertible. And even though the new M has a more powerful engine lineup, Infiniti says fuel consumption will be reduced. Finally, a new blind-spot intervention system will not only alert the driver if another vehicle is in an adjacent lane during a lane change, but will then help
return the vehicle to the original lane.



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