A Quicker, Better-Packaged Mini Convertible

"Man up and put the top down," everybody's telling us as we get into our 2009 Mini Cooper
S Convertible. It's minus 2 degrees Celsius and big, wet snowflakes are falling. The Austrian Alps hover. We cinch our scarf until it's noose-tight.

Apparently, though, the optional seat heaters in the redesigned Mini convertible are industrial-strength. When used with the car's conventional heater, we hear they're capable of transforming a winter day in Austria into a spring day on Spain's Costa del Sol.

Still, we refuse to lower the top. But today we're in good company. Rauno Aaltonen, winner
of the 1967 Monte Carlo Rally (while at the wheel of a classic Mini Cooper S, of course), is also driving a 2009 Mini Cooper S Convertible. He's leaving the roof up, too.

Aaltonen is from Turku, Finland. He still runs an arctic rally-driving school there. He's no wimp, so surely we're not, either.

This Mini's on StudsThough he's taking cover from the weather, Aaltonen isn't taking it easy on his 2009 Mini Cooper S Convertible, which wears studded Michelin tires.

Aaltonen was one of the first rally drivers to use left-foot braking, and as he overlaps brake and throttle through a small autocross course on hardpacked snow, his Mini convertible feels perfectly in control. From the passenger seat, we don't notice hard transitions from understeer to oversteer. Instead, the car feels as if it's rotating easily about an invisible central axis.Where we might saw at the wheel to contain slides, Aaltonen's hands remain quiet, his feet doing all the work. He's the quickest one out there by a wide margin.

This Mini's on BlizzaksEven though it's fitted with a non-OEM set of Bridgestone Blizzak LM-25 run-flat tires (albeit in the factory-correct, optional 205/45R17 size), our 2009 Mini Cooper S Convertible doesn't have quite the same grip as Aaltonen's car on unplowed Austrian back roads. We keep a steady pace and smooth out our inputs to avert a stability-control spaz attack — especially crucial on the uphill grades with blind turns.

Even at lower speeds, though, the second-generation convertible (designated R57 within the
company) feels like one of the Mini family. It's not exactly a Lotus Elise, but as four-seat convertibles go, it responds quickly to its driver. Its electrically assisted power steering is weighted as naturally as any of BMW's hydraulic setups.

A quick 14.1:1 steering ratio is common across the Mini line, while the brakes on our Cooper S convertible are shared with the Cooper S hatch and Cooper S Clubman. You can get any 2009 Mini convertible with the usual sport suspension ($500) that includes firmer springs, dampers and antiroll bars. When you order it as part of the Sport package ($1,500), the standard 195/55R16 run-flat all-season tires are swapped for 17-inch run-flat summer tires.

Of course, on the winter-ravaged roads along our route, there's no hiding the fact that the 2009 Mini Cooper S Convertible isn't as structurally rigid as the hardtop Minis.Our convertible is, however, 10 percent more rigid than the previous Mini drop top. The major upgrade here is a new sandwich-style crossmember that's double the thickness of the one used on the hatchback. Triangular welds at the intersection of this crossmember and the 2009 convertible's reinforced sills significantly reduce torsional flex, we're told by Johannes Guggenmos, the convertible's chief of development.

Ultimately a Little HeavierEven with these stiffening measures, Mini reports that the 2009 Mini Cooper S Convertible has shed 22 pounds in the redesign, thanks to the new-generation car's switch to the 1.6-liter inline-4 engineered by a collaboration between BMW and PSA.

This is significant on a car that's not only stiffer but also 2.5 inches longer overall than before. At the same time, the Mini convertible's wheelbase is still 97.5 inches, and it still rides on a 57.2-inch front track and a 57.5-inch rear track.

Unfortunately, Mini's dieting effort doesn't show up in the specifications. When weighed
with all the options you're likely to order, a Cooper S convertible with a six-speed manual transmission comes in 11 pounds heavier than before. The gain is 33 pounds with the optional six-speed automatic ($1,250).

But It's QuickerLike the Cooper S hatch and Cooper S Clubman, our Cooper S convertible has a turbocharged, direct-injected version of the 1.6-liter engine rated at 172 horsepower at 5,500 rpm and 177 pound-feet of torque from 1,600-5,000 rpm (192 lb-ft on overboost).The normally aspirated 1.6-liter in the base Cooper convertible provides 118 hp at 6,000 rpm and 114 lb-ft of torque at 4,250 rpm. A 208-hp John Cooper Works version of the Cooper S convertible is coming, too.

Mini says a manual-shift 2009 Cooper S Convertible will hit 60 mph in 7 seconds flat and go through the quarter-mile in 15.3 seconds. Add a couple tenths if you order the automatic (which includes shift paddles mounted on the steering wheel).This makes the 2009 Mini Cooper S Convertible about as quick as a Cooper S Clubman, which weighs nearly the same.

Even plodding through snow, our test car feels quicker than last year's convertible, which is no surprise given that the old car's supercharged 1.6-liter didn't see its 162-lb-ft torque peak until 4,000 rpm. We timed a 2005 Cooper S convertible at 7.7 seconds to 60 and 15.7 for the quarter-mile.

And It's More Fuel-EfficientFuel economy ratings are better, too, at least with a manual gearbox. A 2009 Mini Cooper S Convertible has an EPA rating of 26 mpg city/34 mpg highway, compared to 25 mpg city/32 mpg highway for a 2008 model. The automatic Cooper S convertible retains a less impressive 23 mpg city/32 mpg highway rating, likely due to its shorter gearing.When we pull up to a traffic light in our European-spec, manual-shift Cooper S convertible, the engine shuts off, hybrid-style. The car also has a mild regenerative braking function, whereby a small electric motor recaptures energy during deceleration and uses it to re-juice the 12-volt battery, thus reducing alternator load.

This stuff improves fuel mileage by 4-5 percent, we're told, and it's part of Mini parent company BMW's Efficient Dynamics initiative, a response to an EU mandate to reduce fleet-
wide CO2. With no similar legislation in the U.S., we don't have to worry about such mild
inconveniences just yet.

A Better View, Top Up or DownDuring our day of avoiding windburned cheeks and fresh-frozen snot, we decide that the most important change on the redesigned 2009 Mini Cooper Convertible has nothing to do with how it drives, at least not directly.

Mini has engineered a single-piece, electromechanically operated aluminum rollover bar. In the highly unlikely event that you and your Mini barrel-roll into a ravine, a computer activates the bar, raising it about 5.9 inches in a few milliseconds. The upshot is that when the rollover bar is in its dormant state, you can actually see die Polizei behind you.

Granted, it's still not the panoramic landscape a Miata driver sees over his shoulder, because the standard, power-operated cloth top still folds back, stacking behind the rear deck, à la VW Beetle convertible.

It's a compromise in the name of preserving luggage space. You get 6 cubic feet of it in the 2009 convertible whether the top's up or down — again thanks to the improved rollover bar design.

Imagine There's No RecessionIf we were residents of Bad Bleiberg, Austria, the 2009 Mini Cooper S Convertible wouldn't be our first choice in transportation. Mainly, we'd feel like wimps for leaving the top up for four months straight.

But there's nothing wrong with the actual car. Not only does our 2009 Cooper S Convertible keep us warm and dry, during two days of driving, we don't so much as dirty a pant leg against its gunked-up door sills. More importantly, the new Cooper S convertible is easier to drive than the old one. There's usable torque at much lower engine speeds, and you can actually see out the back of this Mini convertible. And as you'd expect, there are all sorts of cheery new color combinations.

If there's any downside, it's that Mini is coming off an extraordinarily strong sales year and knows full well that you're going to like its redesigned convertible. Though Mini officials won't say how many convertibles they plan to sell, they'll likely double 2008's 4,880 units (out of 54,077 total Minis).

So you'll pay $1,400 more for a 2009 Mini Cooper S Convertible ($27,450) and you'll be happy about it.

New 2009 Ford Fusion

Ford Fusion - What the Auto Press Says
The 2009 Ford Fusion ranks 3 out of 23 Affordable Midsize Cars. This ranking is based on our analysis of 52 published reviews and test drives of the Ford Fusion, and our analysis of reliability and safety data.

The 2009 Fusion's roomy interior, sporty handling and angular appearance are its standout features. Ford's SYNC multimedia system, while an expensive option, brings praise and attention as well. The Fusion also earns solid safety scores, and the addition of stability control for 2009 has enhanced the car's appeal.

The Fusion was last redesigned in 2006, and has seen only minor upgrades since. But the car has held up well, and remains among the best in a crowded class. The Boston Globe sums it up, "Ford has done a nice job of building a vehicle that can compete in a market segment that has been dominated by Toyota (Camry), Honda (Accord), and Nissan (Altima)."

The midsize car segment in 2009 is home to many competitive, desirable cars -- the top ten cars in our rankings are separated by tenths of a point -- meaning that a good purchase decision is often simply a matter of a shopper's tastes and what deals can be found at the moment. The Fusion's best feature is its handling, so those attracted to the car because it's an enjoyable ride should consider other balanced handlers like the Altima and the new Mazda6. Its chief drawback -- difficult to read instruments -- might push some to investigate the Chevy Malibu, which features a well-designed instrument cluster that's easy to read in any light.

Three trims levels are offered -- a base S, an SE model with more common equipment, and an upscale SEL. All three can be purchase with either the four-cylinder or V6 engine, and V6-equipped SE and SEL models are available with All-Wheel-Drive.

First to one hundred: History of first 100 Chicago Auto Shows

A new high-gloss publication illustrating the history of the Chicago Auto Show has just been released, and printed in a limited run.

The 194-page book is available for sale at the 2009 Chicago show, Feb. 13- 22, 2009, or online at www.chicagoautoshow.com.

On Saturday, Feb. 21, between noon and 3 p.m., authors Mitchel J. Frumkin and Jim Mateja will be autographing the book at the entrance to North Hall of McCormick Place.

No one expected the automobile industry to last 100 years, so there was no reason to suspect the Chicago Auto Show would thrive and survive 100 editions over a 107-year span, either.
But it has, and those 100 shows have introduced the horseless carriage and its numerous derivations to the masses. Crank start to push button start. Gasoline, batteries and soon hydrogen. And always the cars have been the stars.

Frumkin and Mateja take you on a journey covering 100 shows at which the newest, biggest, fastest, safest, and weirdest were introduced to educate and captivate the car-buying public.
Check out the highlights of each show, the newest concept and production models, and the celebrities, athletes, and entertainers that came with them. There are more than 600 photos as well as the authors’ personal observations and memories.

The Chicago Auto Show, first to see the odometer roll over to reach 100. And it keeps going.

2009 Goodguys Rod & Custom Show Schedule

Introducing the BYD E6 Electric Car

BYD, China's biggest battery maker, isn't wasting any time carving its niche in the new world of electric cars and plug-in hybrids. It all started with the F6DM plug-in hybrid sedan, followed by the smaller and less expensive F3DM plug-in hybrid compact car.

Now BYD has introduced its E6 electric car at the Beijing International Auto Show. It takes the shape of a crossover, or MPV, and will be built on on the F6's platform (same as the F6DM, which could be sold in Europe by 2010).

BYD E6 Electric Vehicle Specifications

So far, all we know is that the E6 will be a 5 seater with an acceleration of 0 to 100 kph of around 10 seconds. Top speed should be top speed of 160 kph (100 mph), and the battery pack, which is located under the rear passenger seats, will be based on BYD's own lithium-ion iron phosphate technology. Range per charge is expected to be 300 km (186 miles).

But most impressive of all:

"BYD projected the battery had a life of 2,000 cycles, for a lifetime range of about 600,000 km (373,000 miles)"

Wow! Even if thats just half true, it's still pretty good.

Charging of the battery will take the night with 220V, but the E6 electric car can also take a fast charge that can bring the battery to 80% SOC in about 15 minutes.

BYD says that it could start producing the E6 within two years. Another one to follow.

Audi Q5

If you're in need of a more family-friendly ride, there's a new contender to consider.
Sportier and smaller than its big brother, the Audi Q7, the 2009 Audi Q5 ($TBA) features a
fuel efficient 3.2 V6 FSI engine with 6-speed Tiptronic shifting and quattro permanent
all-wheel drive. The compact crossover SUV also offers side assist passing technology, 3-
zone climate control system, and Generation 3 MMI, and navigation with real-time traffic
information.

AM Topic: Sports Car

A sports car owes its origins to the early 20th-century practice of stripping down touring cars to create racing machines. While the term "sports car" is loosely used to describe any fast car with two doors and a low-slung profile, one should be careful not to confuse muscle cars, grand tourers or luxury coupes with traditional sports cars. A true sports car must be lightweight, low-slung, have only two seats, little to no cargo space, and it must place a distinct emphasis on construction, handling and steering. The point of a sports car is to give the driver as much physical interaction with the car as the early road racers felt from their machines. The earliest sports cars from the great European marques -- Ferrari, Bentley, Mercedes, Rolls Royce -- were street-legal versions of their racing counterparts.

The Sports Car on AM
A sports car is the ultimate automotive expression of masculinity. Having only two seats means that only the driver and his female companion may ride in the car. The lack of any cargo space or utility functions allow a man to drive without giving much thought to anything save the road ahead.These are important elements to keep in mind as you read the latest sports car reviews on AskMen.com. The sports car screams virility and adventure -- something every man instinctively craves. Thus, are we really surprised that James Bond is seen at least once per film in the latest sports car? Of course not.

Sports Car FactA car with only two seats does not need to be the fastest on the road to be considered a sports car. The earliest British sports cars had poor engine power, but could turn on a dime due to their quick handling and light weight. Mazda revived this notion in the early '90s with their Miata.

A Fool for Smart

By John Schwartz

When I tell people I’m buying a Smart Car, I generally get one of three reactions. Most
people still don’t know what it is — they haven’t seen the half-pint two seater from
Daimler. Many of those who do know about them laugh. The Smart is a tiny thing, comical in
its styling and proportions: just 8.8 feet long. (It’s about 40 inches shorter than a
Mini Cooper, that road hog.) And then there are the very few who get a sort of funny smile
on their faces. Not quite envy, but the look you got in high school from people who had
realized that you really were going to jump from that 40-foot tower into the lake, and
were waiting with pleasure to see if you’d make it.

But what can I say? I saw them on a trip to Germany with my kids in 2002 and was smitten.
Having read up on the safety question — the car’s steel cage makes it more sound than a
lot of bigger cars I’ve driven — I decided that when the opportunity arose, I’d buy one
if I could afford it.

This is no small thing for me. I’ve never bought a new car. But this one speaks to me. In
a squeaky voice, sure, but it does. I’m tired of driving around town alone in a car that
has room for three passengers, or — in my minivan days — six. It feels like I’m burning
gas to move a lot of metal around that I’ve got no use for, and most of the time it’s
just me in the car, or just two of us. The fuel savings sound pretty good to me, too: the
company’s website says it’s been designed to get 40 city/45 highway miles per gallon
according to 2007 E.P.A. standards and 33 city/41 highway m.p.g. according to 2008 E.P.A.
standards. I also yearn for the day when I get to park it…

So when the reservation program opened up last March, I plunked down a hundred bucks for
the privilege of buying one of the first Smarts in the country. The confirmation e-mail I
got said the cars would make their debut in early 2008.

And I’m waiting. And hoping. Wish me luck!

2008 Nissan Versa 1.8 SL HB Review

THE AUTO PAGE byJOHN HEILIG

SPECIFICATIONS

Model: Nissan Versa 1.8 SL HB

Engine: 1.8-liter I-4

Horsepower/Torque: 122 hp @ 5200 rpm/127 lb.-ft. @ 4800 rpm

Transmission: CVT

Wheelbase: 99.8 in.

Length x Width x Height: 177.5 x 67.3 x 55.5 in.

Tires: 185/65R15

Cargo volume: 17.8/50.4 cu. ft. (rear seat backs up/folded)

Economy: 27 mpg city/33 mpg highway/30.0 mpg test

Fuel capacity: 13.2 gal.

Price: $17,285 (includes $625 destination charge and $1,100 in options)

The Bottom Line – A capable compact car that is comfortable on long trips, economical, and offers a host of virtues that one wouldn’t normally expect in a compact. It’s a super value.

Let’s have a conVERSAtion about the VERSAtile Nissan Versa. Okay, the idea isn’t new,
but I couldn’t resist it.

The Nissan Versa became one of my North Carolina cars this year. Carolina cars are those I
was fortunate enough to be able to use in my frequent trips down south to care for an ailing family member. In these trips we put an enormous amount of miles on the cars and learned to know them pretty well.

I must honestly admit that I probably would have preferred a larger vehicle for the trip,
especially since the return voyage involved transporting a lot of stuff back home. But on the other hand, the compact nature of the Versa made fuel purchases minimal, and the versatility of the Versa (oops, I did it again) offered more than adequate carrying capacity for all we needed.

On the positive side, the Versa was comfortable on long rides and was easy to park and maneuver.

For example, this is the first time I made the trip where I didn’t have a fuel purchase of more than $30. This was in an era of fuel prices slipping up and gas was in the region of $3 a gallon. One of the reasons was the excellent 30.0 mpg test mileage. Granted, this included a large amount of Interstate miles, but still I felt the economy was excellent. The other half of the equation was the Versa’s relatively small 13.2 gallon tank, which kept the volume of gas pumped to a minimum, no matter what.

The economy is enhanced by a 1.8-liteinline four-cylinder engine connected to a CVT
transmission. The constant velocity transmission was smooth (although “shift points” were programmed in) and kept us in the correct gear most of the time. The engine was relatively quiet for a four, and allowed us to merge onto highways with a minimum of fuss. Inside, the front seats were comfortable with decent side support. I found the molded-in head rests to be in an ideal location for me, where I could lean back in “race driver” fashion on the longer runs.

The rear seats offered excellent leg- and headroom, thanks to the hatchback style of the car. There was a fold-down arm rest in the rear that had two cupholders. The rear seats folded to create the maximum carrying capacity of 50.4 cubic feet, but we found that we had excellent trunk room (17.8 cubic feet) so we kept the rear seat backs up and carried objects in the rear seats as they were, since we only had two passengers all the time. The trunk itself was a nice size for suitcases and duffle bags.

Back inside, there was an assist handle for the front passenger and on the two rear doors. We hung clothes on the rear assist handles.

The front doors had built-in cup holders that were ideal for water bottles. We had an excellent sound system, although we used a plug-in XM Radio Roadie for maximum entertainment on the longer drives and when we didn’t know the local stations. There was a smart steering wheel with audio and cruise control switches. The cruise was excellent but we occasionally hit the wrong buttons on the audio side and had to re-search for the correct stations. The front door pulls had bottoms, which are ideal for cell phones. And finally, the glove box was huge and offered the opportunity to place objects in there besides the owner’s manual.

I was very favorably impressed with the Nissan Versa. Despite its compact size, it proved to be an excellent car for Interstate driving, with a good amount of cargo capacity and decent power. It became a trusted friend in the two weeks we drove it.

2008 Chicago Auto Show SHUTDOWN

The Ninth Annual Chicago Auto Show SHUTDOWN was a fabulous success. On a beautiful, sunny day, thousands of would-be auto show patrons were treated to a spectacle far superior to the tired old rooms of cars inside McCormick Place. We had crash test dummies, music, superheroes, banners, speeches, a parade, and even groggers! Several members of local law enforcement shed their cars and rode bicycles with us in solidarity. Dozens of children went home with stuffed polar critters, becoming the vanguards of next generation of appropriate transportation and development advocates. Many minds were freed from the AutoMatrix. Great fun was had by all!

In the end, facing a tidal wave of overwhelming public opinion, the Auto Show had no choice but to close. Without the much-needed transfusion of capital from their trade show, car companies were forced to implement their "doomsday" plan and severely reduce the number of highways available for automobile usage in the Chicago area. Among the closures, Lake Shore Drive will be depaved, and the lakefront will be returned to the people of Chicago. Automobile industry representatives were seen fleeing, tailpipes between their legs, back to their secret bunkers.

Fortunately, they are all currently stuck in a massive traffic jam on the highway back to Detroit. (Of course, each of them claims that the traffic jam is the fault of all the other automobile executives on the road.) Rumor has it that they are hunkering down, planning future advertising campaigns in a desperate bid to salvage the relevancy of their obsolete machines. Rest assured that we will monitor their nefarious activities and be prepared to meet them in the event that they emerge from their steel cages and again attempt to threaten humanity, and our fair City.
The only down side to shutting down the Auto Show is that it can take up to a whole year for the automobile industry to get the nerve to try to put on their show again, if they even dare. So, we have to wait a while for the next SHUTDOWN Festival. However, even though the Auto Show has been shut down, there are still plenty of opportunities to help counter the constant barrage of propaganda by the auto industry. If you missed the SHUTDOWN, or you just want to do more, check out some ways to get involved year-round.

2009 Mercedes-Benz CLK-Class

The CLK is a juicy source of profits for Mercedes-Benz. It's marginally cheaper to produce than an identically equipped C-class sedan-with which the CLK shares its underpinnings-and yet it sells for about $10,000 more. That math finally has caught on with the competition.

For example, the upcoming Audi A5 coupe/convertible is based on the A4, the two-door BMW 3-series cars will be priced more like a theoretical 4-series, and the second-generation Lexus SC will be GS-based but positioned between the GS and the LS. There is no doubt that the increased competition will cut into the CLK's market share pie. In response, Mercedes plans to fortify the next CLK with several advanced technologies currently found in the S-class, including Presafe II, night vision, Comand II, and the Distronic Plus adaptive cruise control system. Mercedes also will treat the CLK to all-new styling when the third-generation model is introduced in the summer of 2008.

The new CLK goes up half a notch in size but will continue to be twinned with the C-class, the next version of which is due next year. To save costs, both the C-class and the CLK also will share components with the next E-class, using a modular approach that's a first for Mercedes. All three models will share a similar design language.

The lineup should include the CLK350, which gets a 272-hp V-6; the 388-hp, V-8-powered
CLK500; and, later, the 503-hp CLK63 AMG. All will send power to the rear wheels, but 4Matic also may be offered. A hybrid version is likely, but Mercedes plans to roll out its hybrids from the top down, starting with the S-, M-, R-, and GL-classes in 2009, so don't expect a CLK version any time soon.

2010 Chevrolet Camaro spied on Nurburgring

The Camaro fanatics over at the Camaro5 forum have compiled what has been labeled as the
first "long length" video of the Brembo-brake wearing 2010 Chevrolet Camaro test vehicle
captured at the Nurburgring in Germany.

The six minute video shows the famous flat black 2010 Camaro speeding around the 'Ring
through various corners, straights and hairpins, giving viewers the best taste yet of what
is to come next year.

Complementing its aggressive stance are bigger wheels and brakes powered by what is
rumored to be a 400-plus horsepower V-8 engine. The powerplant will most likely be
derived from either the 6.2 liter LS3-powered Corvette or the 6.0 liter L76 Pontiac G8 GT.
In addition to the V-8 version, base models using a V-6 will be offered to consumers as
well.

Also said to be in the works is a SS version featuring a more powerful engine and stiffer
handling setup due out in 2011.

The all-new Camaro will debut next year at the Detroit Auto Show in January and is set to
go on sale mid-2009.

Be sure to turn up the volume if you can, because this Camaro sounds as good as it looks.

Source: Camaro5

NBC5 and Telemundo Chicago Present: The 2009 Chicago Auto Show Specials

On NBC5: Saturday, February 14, 6-7 PM Encore, Sunday, February 15, 11:05PM-12:05AM

On Telemundo Chicago: Saturday, February 14, 10:30-11:30PM Sunday, February, 15, 5-6PM. (February 10, 2009, Chicago)

NBC5 and the Chicago Automobile Trade Association (CATA) present THE 2009 CHICAGO AUTO SHOW special. The hour-long special, live from McCormick Place and in HD, will air
Saturday, Feb.14th at 6 p.m. with an encore telecast Sunday, Feb.15th, at 11:05p.m. NBC 5's Brant Miller, LeeAnn Trotter, Ginger Zee, Paula Faris, Matt Rodewald and the technology team of Art Norman and Charlie Wojciechowski plan to take auto show fans to nearly every corner of the show.

Look for the NBC5 team to take cover the hottest car exhibits, family fun at the Auto
Show, Hybrids and Going Green and car buying tips. Throughout the special we will follow
a new car buyer as they go through the process of deciding what car is right for them.
New this year, viewers at home will have a chance to win prizes as they watch the live
show on NBC5! The Chicago Auto show special will also be streamed live on nbcchicago.com.
For the sixth year, Telemundo Chicago will produce a Spanish-language Chicago Auto Show
special hosted by Oscar Guzmán (Sports Anchor) and Nelly Carreño (Weather Anchor), of
Telemundo Chicago's news. Also on Friday, February 20th, Telemundo Chicago will present
their third annual "Hispanic Day". It is a day of music, entertainment, celebrity
appearances and family activities.

2010 Detroit Auto Show Press Preview Cut To Two Days

As if we didn't already expect the 2010 Detroit Auto Show would be depressing enough, they're cutting the press preview days from three to just two. Looks like we'll have cut-backs to PR-paid drinking.

The Detroit Auto Show typically has three press days, starting on Sunday. The big debuts
occur on Sunday and Monday morning, with other automakers taking time in the afternoon.
Tuesdays were reserved for smaller companies, parts manufacturers and anyone else who was
not a major automaker. While compressing the work into just Monday and Tuesday makes sense given automakers have backed out, it is yet another depressing sign of the Carpocalypse.

The press release from the show below says the idea came from input from exhibitors and
key media. We guess we aren't "key media" since, honestly, we like having the extra day to
troll around the floor in our Mobile Command Center to try and pick up unique stories and
fail at picking up booth professionals.

2008 Mercedes-Benz CLK-Class

Vehicle OverviewSince 2004, the CLK-Class coupe has been tweaked, stiffened and beefed up. The car is sold as a convertible (Cabriolet), or as a coupe. Over the years, the B-pillars have been removed and an automatic soft-top, seven-speed automatic transmission and sensor-controlled roll bars disguised as head restraints have been added.
Last year, the high-performance CLK63 AMG version was only available as a convertible, but for 2008 a CLK63 AMG coupe called the Black Series is also available. The 2008 CLK350 now has a sport suspension and 18-inch wheels as standard equipment. The CLK550 is unchanged.
ExteriorRear windows in the pillar-less coupe retract fully to create an open, airy feeling. Mercedes-Benz's three-pointed star sits at the center of a low, wide grille. Twin ellipses form a single headlight unit on each side of the grille. The CLK63 AMG features a front air dam and side skirts among other exterior tweaks that set it apart from the standard CLK.

Elegance is the CLK350's front-end theme, while sportiness takes precedence in the CLK550. The CLK63 AMG has a hunkered-down stance with bulging fenders, taking inspiration from Mercedes-Benz's race cars. For 2008, the CLK350 has 18-inch wheels as standard equipment.
InteriorEach model holds four occupants on leather-upholstered seats; the rear seat is split and folds. When front occupants close their doors, an arm extends to deliver the seat belt buckle. Vertical LCD bar graphs are used for fuel and coolant-temperature gauges.

Standard equipment includes a Tele Aid emergency assistance system, automatic dual-zone air conditioning with a sun sensor, 10-way power front seats and rain-sensing wipers. A Harman Kardon LOGIC7 system offers seven-channel digital surround sound.

Mercedes' Keyless Go system unlocks and starts the car via buttons on the door handles and gearshift knob, respectively. Additional options include bi-xenon headlights, a navigation system and a Parktronic system that detects obstacles to the rear. There's also an electronic truck closer that lets you close the trunk with a button inside the cabin or on the trunk itself.

Under the HoodA 268-horsepower, 3.5-liter V-6 goes into the CLK350 coupe and Cabriolet, while a 382-hp, 5.5-liter V-8 powers CLK550 models. The CLK63 AMG Cabriolet holds a 475-hp V-8 that makes 465 pounds-feet of torque. The CLK63 Black Series coupe makes 500 hp, and Mercedes-Benz estimates its zero to 60 mph time at 4.1 seconds. All models use a seven-speed automatic transmission. Touch Shift permits manually selected gear changes.

SafetyCLK-Class models have four side-impact airbags. The front-seat side-impact airbags in Cabriolets provide head and thorax protection. Coupes have full-length side curtain airbags. Antilock brakes and an electronic stability system are standard.

2008 Audi A5 S-Line Coupe

The ringmasters at Audi have launched new model series into a highly charged market segment. The new A5 coupe skillfully blends Audi's strong design cues with exhilarating driving performance capability while managing to combine generous levels of refinement and sophistication. The look is elegant, dynamic and racy, sitting low and hugging the road.

Power is generated by a muscular, 3.2-liter FSI V6 engine that generates 265 horsepower
6500 rpm and 243 pound-feet of torque in a range from 3250 to 5000 rpm. The engine mates
to either a six-speed manual gearbox or to Audi's six-speed Tiptronic automatic transmission with wheel-mounted paddle shifters. Motive force is then transferred through newly developed high-precision running gear, not the least of which is Audi's Quattro all -wheel-drive system. Combining all of these elements with a host of innovative and unique luxury-class features and equipment, Audi has, in the A5, created a sensual, modern grand touring coupe while retaining traditional values and appeal. If the A5 doesn't quite satisfy one's performance requirements, there is an S5 version that is powered by an FSI V8 - two more cylinders can't hurt an overdeveloped need for speed. The basic styling influence for both coupes A5 or S5, came from Audi's 2003 Nuvolari Quattro concept car - a future vision of a powerful coupe with high performance potential.

The A5 is rich in sportiness and elegance, exhibiting Audi's genetic code with a very wide and low stance, a short front overhang and a long, flowing transition from the C pillar to the tail end of the vehicle. The new face of Audi is borne in the form of the single-frame grille, and right-angled headlights with large air inlets. The rear approach is similar with the distinct horizontal lines and wide, powerfully styled tail lights that appear to push outward, underscoring the A5's sporting mission. Moving to the inside, the architecture of the entire cockpit is focused upon the driver, with the instruments and center console forming a singular unit. An example of the all-encompassing design execution is evidenced in the door-panel trim, where controls, inlays, armrest and storage compartment combine to form a visually harmonious unit. The characteristic droplet-shaped surrounds for the speedometer and tachometer feature newly designed styling elements. The MMI operating system screen is positioned at an ergonomically pleasing high position in the cockpit, and a new advanced version of the intuitive MMI operating logic makes the wide range of functions easy to understand.

My test A5 Coupe connected its 3.2-liter engine to Audi's six-speed Tiptronic automatic
transmission, transferring energy to all four wheels via the Quattro all-wheel-drive system. My coupe was finished outside in an elegant Quartz Gray metallic paint, which cost an extra $475, complemented by a black interior. The car had the look of an S5 (but no V8 engine) with its optional S-Line Sport Package priced at $2,900 . It also came with the $2,390 Audi Navigation Plus, featuring a color driver info display and Audi music interface; the $1,850 Premium Package; and $775 destination charge, bringing the final purchase price to $49,590 before tax and license.

Summary
The A5 Audi Coupe is an incredible driving machine that doesn't fall short on visual appeal, creature comforts or conveniences. It's also reasonably priced to start with, considering what it comes with in terms of standard equipment and features. Personal taste and preference are of course key, but the S-Line Package adds so much more to the performance persona of the A5, that it seems a shame not to include it - it's definitely worth the additional $2,900. Aside from the Audi R8 Coupe and its V12 LeMans concept, it may well be the best looking vehicle in the Audi stable to date.

Performance-wise, the 3.2-liter FSI V6 has plenty of oomph to satisfy the enthusiast. The Tiptronic gearbox performs smoothly. The ride quality may be a little on the firm side for non-enthusiasts, but I didn't mind it. The A5 is exceptionally nimble, more so with the Sport Suspension calibration, than in stock form, without.

Both the Audi A5 and S5 are backed by a new vehicle warranty including a four-year/50,000
mile limited new vehicle warranty, a 12-year limited warranty against corrosion perforation and 24-hour Roadside Assistance for four years, all of which adds to their attractiveness.

2008 BMW M3 Coupe

We all knew that BMW would put a V8 into the 2008 BMW M3. The company admitted it some
time ago, and why should it not?

Audi and Mercedes-Benz already have bent-8s burbling under the hoods of their M3
competitors, and BMW's new M-car needed at least that to maintain its sterling reputation.
The M3, after all, is the car that started all this nonsense about the ultrahigh-performance compact car.

So imagine our surprise to learn that the 2008 BMW M3's chassis has even more speed built
into it than the car's 414-horsepower, 4.0-liter V8.

Gen-4 PrioritiesBMW has flung its considerable technological might at this fourth-generation M3 to make it stand out among its proliferating rivals. Technology aside, we think the M3 has something extra when compared to the alternatives.

For one thing, the 2008 BMW M3 comes as a coupe or a four-door, and a convertible version
is soon to be introduced. Not so the Audi RS4 or Mercedes-Benz C63. But quite apart from
this, the M3 has always epitomized BMW's famous chassis tuning expertise and organic
control behavior.

These are worth something, as you soon discover when lapping California's famous Mazda
Raceway at Laguna Seca, where BMW turned us loose in the M3 during part of our time with
this car. Bernd Limmer, technical director of the M3 project and former chassis engineer
for all M vehicles over the last 10 years, says the plan has always been to make the M3's
chassis faster than its engine. We think that's a good idea. There's nothing scarier than
a killer motor in a dodgy chassis.

And a killer motor it is. This new 4.0-liter V8 pours forth a wave of torque as it spins toward a frenzied power peak at 8,300 rpm, where 414 beer-drinking Bavarian Oberlander horses lay waste to tire rubber with gusto. As we have proven with our own testing, the M3 will lunge to 60 mph in 4.3 seconds, and traverse 1,320 feet in 12.7 seconds at 112 mph, which easily makes this the quickest M3 ever. Performance from the V8 at its elevated operating speed is both muscular and exciting, so the overall flexibility of the engine comes as something of a surprise.

Equipped with variable valve timing on both the intake and exhaust camshafts, the all-aluminum V8 seems to have ample muscle at low and midrange engine speeds, and the eight separate throttle bodies provide a response from the accelerator seldom seen in car engines. Blip the throttle during a double-clutched downshift and the engine spins up in a snap, uttering an angry bark as it does.

Torque Is Not That CheapThe torque peak occurs just about halfway through the engine's operating range, with 295 pound-feet at 3,900 rpm, so every gear is a long and strong trip up the tachometer, attended by the intense snarl of a V8 spinning its forged crankshaft at seemingly indecent speeds. This extraordinary aural experience is a vivid accompaniment to the rush of speed and the willing way this new car goes about its business.

Speed is terribly easy to get hooked on, so it's lucky that the chassis is, as Herr Limmer claims, thoroughly sorted. BMW arranged some track time at Laguna Seca, which gave us the copportunity to disable the stability control system without a second thought, so we pressed the button on the center console. (The stability control defaults into engagement again once the ignition is switched off.) With this setup the M3 can be braked hard into turns without any sense of instability. In fact, the chassis is more prone to oversteer under power on the way out of turns, when a judicious dab of throttle will rotate the car to finish the corner. With a little technique, the M3's awesome 0.95g of grip on the skid pad can be translated into spectacular 75-mph speed through the slalom.

There's BMW's so-called variable M differential lock to help both rear wheels make the best use of available traction so none of the valuable torque goes up in smoke instead of propelling the car forward. Also assisting a driver in search of illicit thrills is a light-effort shift mechanism and a trio of pedals arrayed in a way that helps ensure their best use. Control weighting of all of these devices is firm and deliberate, and there's no slop or vagueness about them.

The Occasional BounceThe M3's combination of a fairly hefty clutch action and taut drivetrain sometimes makes driving smoothly in traffic challenging. It's easy to initiate a jerky driveline shuffle if you're anything but ultra-smooth, and it sometimes snatches so badly you have to dip
the clutch and start again. But we should also point out that BMW's engine management
calibrations make it possible to walk the car up a driveway smoothly at 5 mph with the clutch fully engaged. So perhaps this occasional shuffle is a matter for the driver to resolve.

BMW has quite rightly chosen not to use super-expensive carbon-ceramic brakes on this car,
opting instead for big cross-drilled steel rotors that prove strong and communicative in use. In our tests, the M3 stopped from 60 mph in 100 feet, which is the shortest stopping distance we've ever recorded. At the Laguna Seca track event, BMW's organizers decided to run laps from the pit lane to avoid any straightaway incidents, which meant no cool-down laps for any of the cars. Despite this hard use, we saw very little smoke from the brake pads, and the brake performance of all the cars we drove held up well.

Riding the RangeThe M3's optional electronic damper control definitely broadens the car's range of activities by reserving the super-taut damper values for high-speed work. This function —
as well as the Sport feature that quickens throttle opening and the variable-effort Servotronic steering assist — can be tailored individually via the beloved iDrive system to a particular driver's preference. This profile can then be engaged by an M button on the steering wheel. At the factory default settings, the car seemed as happy touring down soporific, four-lane California Highway 101 as it did during a full-on assault of the more stimulating California Highway 58.

But however adaptable the M3's chassis might now be, the tires still reveal the car's principal purpose. While the optional 19-inch Michelin Pilot Sport radials prove grippy, dependable and readable in all circumstances, they are prone to generating noise. Different pavement textures induce everything from a happy hum on smooth pavement to a penetrating drone across rough surfaces. What did you expect? This is the M3, not a Buick. And trust us, after you've experienced the way this car changes direction at high speed, you'll forgive it a little tire roar.

Tough but GentleBesides, the M3 has some creature comforts, and it is anything but a relentlessly hard-edged sport sedan. The seats are supportive and the steering wheel is a thick, softly squeezable leather hoop with thumb pads and satellite stereo controls. There is all the
high-end stereo performance and climate-controlled atmosphere anyone could want. When you
first get in and take a seat, a telescoping wand delivers the seatbelt like a backseat butler. A navigation system is available, and — as we discovered in the southbound lane of the San Diego Freeway one afternoon — sophisticated enough to detour you around a traffic incident.

You could even argue that the M3 makes a brilliant everyday high-performance coupe (or
sedan, if you choose that option). The seating position and all-around visibility are metro-friendly factors, and the very short front overhang makes it much less likely you'll experience noisy and expensive airdam touchdowns in the urban jungle despite the extensive aerodynamic optimization this car has been through. (Even the M3-exclusive exterior mirrors produce downforce, BMW says.)

Nevertheless, the dramatic appearance of the coupe with its carbon-fiber roof, bulging
power-dome hood and gaping front-end air intakes sets it well apart from the rest of the 3
Series family. With 80 percent of the 3 Series components redesigned for this application,
BMW claims only the windshield, doors and lights have been carried over. If the engine
output of 414 hp seems comparatively tame in this era of proliferating 600-hp cars, the
performance of this athletic 3,704-pound coupe is spectacular, and the EPA estimates a
reasonable 14 mpg city/20 mpg highway consumption outcome. (We observed 16.2 mpg in our
testing.)

One could argue that even the base price of $57,275 for a 2008 BMW M3 coupe is not
horrendous considering the car's extraordinary specifications. (The sedan is $3,300 cheaper.) The only thing that might make more sense for a well-heeled enthusiast looking for a one-size-fits-all performance coupe would be an M1, based on the new 1 Series coupes. But they don't make that one yet.

Preview of 2009 Ford E-Series Wagon

Ford has done a little tweaking to its E-Series Wagon – which some still call the Econoline - for 2009. A re-designed instrument panel, standard stability control, a Flex Fuel V8, more options, and rear doors that open out 172 degrees are all new for ’09. To top that off, Ford has also brought back its V10 engine option for the 2009 E-350 trims.

The venerable E-Series, competing with the GMC Savana, Chevy Express, and Dodge Sprinter,
is available in six trims: E-150 XL and XLT, E-350 SD XL and XLT, and E-350 SD Ext. XL and
Ext. XLT. Regular-size E-Series Wagons seat 8 to 11 passengers, and the extended trims seat 11 to 15 passengers. Cargo volume is 237 cubic feet in the regular length and 275 cubic feet in the extended E-350 SD.

Standard features for the E-150 XL include a 4.6-liter SOHC V6 with a four-speed automatic
transmission that puts out 225 hp. The E-150 for ’09 has a payload capacity of 2,650 lbs
and can tow up to 6,100 lbs. Standard handling and creature comforts include 16-inch steel
wheels, independent front and live-axle rear suspension, front bucket seats, AM/FM stereo
with six speakers, and a cargo area light. E-150 XLT adds cruise, a tilt wheel, power windows, locks, and mirrors, an in-dash CD player, and MP3 audio input.

The 2009 E-350 SD (Super Duty) XL and XLT trims, both regular and extended length, feature a standard 255-hp, 5.4-liter Flex Fuel V8 with a four-speed automatic. All E-350 XL and XLT trims offer the same standard handling and comfort features as the E-150s.

Options for the ’09 E-Series wagons include a backup camera and trailer brake controller with electronic message center, both new for ’09, as well as a 6.8-liter, 305-hp V10 and five-speed automatic with overdrive for the E-350 (this engine can tow close to 10,000 lbs). The Flex Fuel V8 is an optional power plant for the E-150 only, while a navigation system with satellite radio, six-disc CD changer, rear seat DVD entertainment, and a trailer towing package are among the other options for all ’09 E-Series Wagons.

Ford E-Series Wagons offer such standard safety features as electronic stability control (new for ’09), four-wheel disc ABS, traction control, second-row center three-point safety restrain system, and dual front airbags. Safety options include the rear backup camera system, integrated trailer brake, and a passenger airbag cutoff switch. The NHTSA gave E-Series Wagons poor marks in rollover testing, while front and side impact test ratings are unavailable.

The '08 Ford E-Series had owners wondering if Ford was ever going to refresh the dated
styling (one owner described the E-Series' styling as “horrible”), while others mentioned fuel efficiency as a major drawback. Towing and cargo capacity, however, overcome many of the styling and mileage deficiencies of the E-Series, and '08 owners have praised the frame and the drivetrain as nearly indestructible.

First Drive:2009 Honda Fit Sport

by Sam Abuelsamid on Aug 20th 2008 at 12:28PM

When Honda introduced the first generation Fit to the North American market in mid-2006,
its timing couldn't have been better. The entry level hatchback appeared just as fuel prices in the U.S. were heading skyward. Ever since then, the Fit has been selling as fast as Honda can bring them in from Japan. The Fit (or Jazz as its known in some markets) debuted in 2001 and the second-generation model went on sale in Japan last fall. Honda showed the new U.S.-spec Fit at the New York Auto Show last spring and we had our first opportunity to drive it on the roads north of Ann Arbor, MI last week.

As is typically the case with new models, the updated Fit has grown a bit (about 4 inches in overall length), but it's only about 44 pounds heavier than the outgoing model. Also in the usual fashion, Honda strove to increase the refinement of the Fit while not losing any of the fun-loving qualities of the original. In the process, it has had to deal with rising raw material and shipping costs while keeping the price from getting out of hand. Read on to find out if the spiritual descendants of Soichiro Honda have succeeded.

The debut of the modern MINI earlier this decade clearly demonstrated that a small, fuel
efficient car didn't have to be a cheap, plasticy, under-performing penalty box in which
to suffer your commuting activities. The MINI's BMW origins, however, meant that it was a
bit on the pricey side as well as having a minuscule back seat. The arrival of the Fit on
our shores took those same driving qualities and added a more reasonable price and vastly
more space for occupants. The Fit is taller and longer than the MINI, but smaller than
cars like the Nissan Versa and Ford Focus.

The original Fit was designed well before Honda decided to bring the car to North America,
so it didn't incorporate much in way of U.S. demands. Nonetheless, in its first two years on the market, American drivers took to the Fit and Honda sold as many as they could stuff on cargo ships from Japan. Besides its handling and fuel efficiency, features like the rear Magic Seats and ample cargo space also contributed to its popularity. For the second generation Fit, Honda wanted to build on what made the original a hot seller without diluting any of those properties.

The design philosophy behind the Fit is described as "Man-Maximum, Machine-Minimum,"
shrinking the car around the biggest possible user space. As we said, the new Fit has grown a bit, but not by much. Its limbo capabilities are unchanged at 60 inches, but it's about 0.6 inches wider and 4.3 inches longer. Following its New York Auto Show debut last spring, some observers complained about the longer nose compared to the JDM (Japanese Domestic Market) Fit that launched late last year. Honda explained that there were two reasons for this. One was aesthetic, as American consumers in clinics felt the Japanese Fit looked a little too mini-van like with its short nose. The other had to do with crash safety. U.S. standards require a certain level of occupant safety, even for those still ignorant enough not to wear seat-belts. Both of those needs led to a slightly longer nose that Honda now claims adds to a sportier looking new Fit. We'll let you be the judge of that.

Personally, we like the snub nose look of the JDM Fit, but the U.S. version looks fine as well. The rest of the car is a clear evolution of the original with the increased length and larger windows giving the appearance of a lower stance even though it is the same height. That vertical stature is one of the keys to the Fit's interior volume. Rear seat passengers sit upright with plenty of head room and knee room. The extra half inch of width allows for the addition of a driver seat center arm-rest and the distinct feeling of more elbow room. In spite of the slightly increased size, the mass for a comparably equipped model only goes up by the aforementioned 44 lbs.

An emphasis on safety in the new Fit plays a big part here. Honda has used a lot of high-
strength steel to improve the structural integrity without bulking the car. As with other
recent introductions, Honda has also incorporated Advanced Compatibility Engineering
(ACE), which is intended to improve occupant protection in collisions between different
sized vehicles.

For those unfamiliar with the rear Magic Seats, they provide immense flexibility. Like all
hatchbacks, the rear seat backs fold down flat. The retracting rear head rests allow the flat fold even with the front seats all the way back. The front passenger seat back also folds forward for carrying larger items. The magic part is in the rear where the lower seat cushions also fold up against the seat back which is ideal for carrying taller items since you have unobstructed space from the floor to the ceiling between the seats.

The driver environment is well laid out with all controls close at hand. For those with a large thirst and bladder to match, the Fit's interior will be great for road trips as there are now 10 cup holders available. Two are located on the floor ahead of the shifter, one at either end of the dash board, one in each of the four doors and two more in the rear of the center console. A new top trim level has also been added to the Sport that includes an in-dash navigation system with a touch screen. Visibility out of the Fit is also excellent thanks to thinner A-pillars, larger quarter windows at the base of the more steeply raked pillars and a larger rear window. The steering wheel also adds fore-aft adjustment to its previous angle adjustment making it easier to get the right, ahem, fit.

We hit the road in a brilliant blue Fit Sport with a 5-speed manual gearbox and a navigation system for our first drive. Even for those not necessarily looking for a super -efficient car, the first generation Fit, especially in Sport form, provided a remarkably nimble and stable platform for tackling twisty roads. In spite of its tall stance, the original Fit never felt tippy and neither does this new one. Americans are generally averse to the idea of managing the gear ratio selection in their cars and predominantly opt for automatics. Thus, the new Fit carries over its five speed auto-box from the original and the Sport retains the steering wheel mounted paddle shifters for those who like to play pretend.

For those who don't mind manipulating three pedals with two feet, the shift-it-yourself
version proved remarkably adept. The shift throws were short and very precise. There was
no slop to speak of in the shifter and the engagement of the clutch also made it very easy
to drive smoothly and quickly. Also rating high praise was the Fit's steering. Unlike the
Acura TL and TSX, which had inconsistent weighting and poor feedback from their
electrically assisted systems, the Fit's system felt great. Honda increased the rigidity
of the steering gear and changed the way it is mounted to the front sub-frame. During hard
cornering, the forces going on at the tire/road interface were transmitted back through
the reasonably thick rimmed wheel and there were no noticeable dead spots or free play.
The only sore spot were the brakes, and since we only had time to drive one example, it's
not clear if this was a one-off problem or a common one. While the pedal feel was fine,
during light braking typical of around town driving, it seemed to take more effort than
expected to achieve the desired deceleration. It's possible that the pads were glazed from
some over-enthusiastic use during a previous drive or perhaps they were green and needed
braking in. Either way we'll be watching for this when we get a unit for a full review.

Other than that the Fit was very well behaved on curvy rural roads, highways and around
town. The structure felt solid and the suspension was well damped while never feeling harsh. Wind and other ambient noise was remarkably low inside for an economy car. Probably
the most remarkable aspect with regard to noise was when the car came to a stop. The Fit
was so silent at idle that after recently driving other cars with auto start-stop systems,
we thought the Honda was equipped with one. We had to glance at the tachometer to realize
it was still running. Under hard acceleration the 1.5L four cylinder does make some noise
but remains vibration free throughout the rev range.

The Fit's updated engine picks up 9 hp compared to the previous generation and 1 lb-ft of
torque for a total of 117 hp and 106 lb-ft, respectively. If there is one thing that smooth running Honda four-cylinder engines can be criticized for are their relatively weak low end torque. What we'd love to see in the Fit is a 1.6L version of Honda's upcoming clean diesel. A torquey engine like in the MINI Cooper D blended with this chassis would be a perfect combination. It's not that the Fit is slow, but having the extra torque just feels better and provides more encouraging acceleration for passing or on-ramp merging.

The 2009 Fit also picks up one mpg across the board compared to the previous model,
scoring 28 city/35 highway for the base model equipped with the automatic transmission .

All Fits get anti-lock brakes with electronic brake force distribution as standard equipment and the new Sport/navi version also includes stability control. The interior of the Fit clearly isn't a luxury car, but the shapes, color combinations and textures of the hard plastics keep it from feeling excessively cheap.

Honda scored big-time with the first generation Fit and expects to do even better this time. Capacity will limit sales to about 85,000 units for 2009, which we think will all be sold with no trouble. Honda has essentially run out of 2008 Fits over the past couple of months with supplies at most dealers in the single digits. It hasn't set a precise on sale date for the '09 model, but instead will allow dealers to start selling cars as they arrive in the next few weeks rather than waiting to fill the pipeline. All North American dealers should be selling them shortly after Labor Day, though. Finally, we'll have word on Honda's pricing for the Fit in a later post, but we think there's enough here in the new 2009 Fit to justify a few extra bucks in Honda's pocket.

SLK Gullwing set for take-off

A stunning new Mercedes sports car is about to take flight – feast your eyes on the SLK Gullwing! Auto Express has learned that the German firm is planning a baby brother to its forthcoming flagship SLC supercar – and what’s more, it’s going to be a hybrid, too.

The model draws on the legendary Mercedes 300SL ‘Gullwing’ and imminent SLC – as previewed in Issue 941 – with a pair of doors that are hinged in the middle of the roof. And it will sit at the very top of the next-generation SLK range, providing a striking and desirable rival to Porsche’s Cayman S and Audi’s TT RS.

As you can see from these pictures, the new SLK will be much more muscular than the current car, with a sharper look previewed by the new E-Class (see right). The bonnet is long and features faired-in lights and a large three-pointed star, while underneath is a Formula One-style splitter.

But as well as being amazing to look at, the new model will be green, too. In fact, it’s the eco-friendly hybrid technology that’s made the Gullwing door design possible in the first place. That’s because this SLK variant will use battery packs located in its side sills. Because the sills need to be high to accommodate the packs, designers hit on the idea of turning a potential flaw into a virtue, combining them with the roof-mounted doors to create a baby brother to the SLC.
It’s likely the range-topping SLK will use the same advanced lithium-ion battery technology as the Blue Zero E-Cell concept which debuted at the Detroit Motor Show earlier this month. It has batteries that drive an electric motor, and the model can run for around 120 miles before needing to be recharged.

In the SLK, this combination will be teamed with a petrol engine, possibly a development of the 3.5-litre V6 used in the current car. With a brake-energy regeneration system – like the KERS set-up on this season’s Formula One cars – plus stop-start, the SLK Gullwing would be extremely efficient, with fuel economy of around 40mpg and CO2 emissions of 150g/km.

Performance will be superb, too. Combined with the V6 engine, the petrol-electric set-up would have as much torque as a regular V8. And with the electric motor assisting the engine under full throttle and up hills, owners could expect awesome acceleration, with 0-60mph in five seconds and a top speed of 155mph. Fine-tuning of the performance and handling is likely to be carried out by Mercedes’ AMG division.

The baby Gullwing is still some way off yet, though. It’s likely that the new SLK range will go on sale in 2011, with this flagship version arriving in 2012. The SLK will continue to be rear-wheel drive, although changes to the line-up will include a slight increase in size, and the availability of a folding glass roof for the first time.

Mercedes’ new SLK is not the only major development at the smaller end of the firm’s range. It is also planning a new front-wheel-drive A-Class-based roadster, which would gun for BMW’s 1-Series Convertible. It’s expected to arrive in 2010, and will draw its styling inspiration from the Vision SLA concept car.

In the meantime, well heeled buyers don’t have long to wait to see the SLK Gullwing’s bigger brother. The new flagship SLC supercar, which will sit above the SL, is set to make its global debut in the next few months. Boasting an all-new aluminium spaceframe and an AMG-developed 550bhp 6.2-litre V8, it will cost around ￡120,000 and go on sale by the end of the year.

2010 Toyota Prius

Toyota spokesman Curt McAllister on Thursday morning confirmed for Inside Line the authenticity of the images, and said they were "accidentally leaked." He added, "More details at the Detroit show."

The car's formal unveiling is slated for January at the 2009 Detroit Auto Show. The new Prius will face off against the Honda Insight, which was introduced last month at the Paris show and also goes on sale next year as a 2010 model. Look for the Insight to be priced from $2,000-$3,000 below the Prius.

The 2010 Prius will be fitted initially with nickel-metal-hydride batteries, but is expected to switch to lithium-ion batteries within a year or two. The car's four-cylinder gas engine is expected to get a modest bump in displacement, from 1.5 to 1.6 liters, with more power, but better fuel economy.