2011 BMW X3 fills out, adds a dash of sport

Behold the 2011 BMW X3. It's longer, wider and taller than its predecessors, but you'd be forgiven for thinking it looks remarkably similar to the last X3.

Naturally, BMW's twin-kidney grille is affixed up front, but like the new 5 and 7 Series, it's more upright and slightly larger than before. The lower air dam is slightly chiseled while staying true to BMW's recent organic shapes, and the wider headlamps come equipped with "Corona Rings" and optional Xenon bulbs.

2011 Subaru Impreza WRX fills out with big bro's wide body

The car has ditched its Clark Kent glasses in favor of a look that's been distilled from the mighty STI – one part Gundam, two parts track-hardened awesome. The move is destined to give the oft-neglected Rex the attention it deserves in the Subaru stable for the first time in years, though the change is more than a set of fenders. Subaru's engineers have poured over the car to wring even more potency out of one of the tuning universe's most capable platforms straight from the factory.

It's easy to think that the big news here is the WRX's new sheetmetal, and to some extent, it is. By gracing the WRX with the same wide shell as the more sinister STI, Subaru was able to incorporate a few mechanical feats that would have been otherwise impossible under the old skin.

Bentley planning flex-fuel Mulsanne, all-wheel drive and hybrid tech ruled out

Greetings from England, where we are attending the international launch of the 2011 Bentley Mulsanne. We've just returned from touring the model's new assembly line in Crewe with Project Leader Ashley Wickham, and we have some powertrain tidbits to share with you.


As the head honcho of Bentley's range-topping line, Wickham informs us that the Mulsanne was designed exclusively as a rear-drive model, preserving the decades-old lineage of the Arnage and its variants. When the new model was being conceived, all-wheel drive and a higher cylinder count were indeed on the table, as the Mulsanne's less-expensive stablemate, the Continental, has both more driven wheels and more firepots (twelve versus eight). However, the decision was made to keep the new Mulsanne as a more traditional grand touring model in the Arnage mold, hence its RWD and identical 6.75-liter V8 engine displacement (despite outward similarities, the twin-turbo engine is, in fact, all-new).


When we asked Wickham about future powertrain possibilities, he acknowledged that flex-fuel is in the cards; a predictable enough development considering that Bentley's high-profile Supersports spearheaded the news that the entire Continental range will go flex-fuel in June. And while Wickham stopped just short of ruling out a future diesel model, he did comment that one isn't presently in the works. Despite diesel's low-revving, torque-rich similarities to the company's gasoline V8, Wickham openly questioned how well such a powerplant would align with the marque's heritage. Equally unsurprising is that Wickham didn't mince words about hybrid technology, making it clear that gas-electric power is most definitely not in keeping with Bentley's flagship model.


For the moment, at least, those planning on commissioning a new Mulsanne will be forced to make do with the traditional gas-fed V8. Given that the new engine offers 505 horsepower and Bentley's famous 'Wall of Torque' delivery (752 pound-feet of the stuff) along with improved emissions and fuel economy, we're guessing that buyers won't find this any great hardship.

Rendered Speculation: Audi RS5 Shooting Brake

We just spent the last few days bouncing around Germany driving the 2011 Audi TT and the powertrain-enhanced Q7 (review next week), and between bouts on the autobahn and a few factory tours, we pestered our hosts about some of their Euro-only products and what we can expect in the future.

We dropped a few not-so-subtle hints in an attempt to score some seat time in the RS6 (denied) and the TT RS (achieved, and yes, it's awesome), but the RS5 was something we were aching to drive. Unfortunately, we were short on time and didn't get a crack at the 450-hp coupe, but on more than one occasion we mentioned that a shooting brake version would be the bee's knees. As you'd expect, that's probably not gonna happen, but the rendering wizard Theophilus Chin has answered our prayers in digital form.

Chin, who mocked up the three-door for a Photoshop contest, took some inspiration from past Audi coupes – including the GT – to create a two-door fastback version of the RS5 that's loaded with win. The sloping roofline matches perfectly to the RS5's widened haunches, and while the roof rails wouldn't have been our first choice, we dig how they tie into the brushed aluminum front splitter, rear diffuser, side mirrors and five-spoke wheels. Too bad it probably won't happen, but there's a good chance those of us in the States will get a crack at the standard two-door RS5 in 2012.


[Source: TheophilusChin.com]

Upcoming Land Rover LRX to get front wheel drive, a Land Rover first

Land Rover will be unveiling its first-ever front-wheel drive vehicle when it introduces the new LRX compact SUV coupe at the Paris motor show in September.

The Golf/C-segment-sized LRX is expected to go to production next year. The front-wheel drive version will not be made available right away as the LRX will launch first with its all-wheel drive variant.

That 4-wheel drive LRX is expected to come with a 2.2 liter diesel engine with 185 bhp (138 kW) supplied by PSA. It will come coupled to a 6-speed manual gearbox. An automatic transmission will also be made available.

The front-wheel drive LRX will help reduce fleet CO2 emissions at Land Rover - with 130g/km versus 140 g/km for the all-wheel drive version. Land Rover also said it is still shopping for a name for the new vehicle as the LRX designation is just a code. It is considering calling it the Range Rover Compact.

Prices for the all-wheel drive LRX are expected to start at around £35,000 (€40,500). The front-drive variant will begin at about £30,000 (€34,700).
Source: autocar.co.uk

Porsche 911 GT2 RS up close

Here is a new and better look at the upcoming Porsche 911 GT2 RS.

We can spot in these photos the new carbon bonnet and side intakes, we also get a peek inside the Alcantara interior. Is that a roll cage bar near we see?

The 911 GT2 RS is a stripped-down race version of the already powerful GT2 (550 PS / 405 kW), likely featuring a roll cage and active suspension, and will come with 620 hp (462 kW) according to reports. It will weigh about 90 kg less than the 997.1 iteration GT2. Limited to 300 units, the GT2 RS makes the 0 to 100 km/h run in 3.2 seconds.

Expect more details when the car makes its debut on May 14. Price is said to be around €240,000 ($317,000).

Audi R4 yet to be confirmed

VW Group has yet to decide whether to go forward and take a possible Audi R4 model to production, according to an Autocar story.

A production Audi R4 would be based on the R4 e-tron concept car which debuted at the Detroit motor show earlier this year. That Boxster-sized sports model was made out of a lightweight alloy space-frame just like the Audi R8. A larger R8 e-tron concept based on the R8 was also debuted a few months earlier at the Frankfurt motor show.

The rear-wheel drive R4 would also have a mid-mounted engine, as does the R8, and would come available with two turbocharged petrol/gasoline power plants - a 1.4 liter and a 1.6 liter - as well as there being a 2.0 liter diesel variant. Engineers are currently weighing the prospects of a more expensive aluminum frame versus a cheaper but heavier steel unibody structure.

"The reaction to the e-tron concept has been overwhelming. We're weighing up all of the options and possibilities," said an Audi source to Autocar.

VW would also share the platform for the R4 with Audi (as do the Golf/Audi A3 and Polo/Audi A1 models) and build a corresponding roadster based on the BlueSports concept which was first shown at the Detroit show in 2009. Porsche, also now part of VW Group, is also considering sharing the platform for an entry-level roadster slotted beneath its Boxster model.

According to Autocar sources at Audi, the final decision on the vehicle will be taken by VW Group, which owns the Ingolstadt-based premium brand.

[Source: autocar]

First Test: 2010 Subaru Impreza WRX STI Special Edition

You’re probably tired of hearing about the Japanese-market STI Spec C in every Special Edition story, so allow the following to be the last mention of it here: The U.S.-market 2010 Subaru STI Special Edition only has the suspension from the Spec C and nothing else.

Exactly what’s so Special about it, then? Well, for starters, it’s an even $2000 cheaper than a garden-variety Subaru STI because Subaru set the standard feature wayback machine to the year 2000. Gone are the six-disc CD changer and associated 10-speaker stereo, automatic climate control, and HID headlamps. In their place are simple knob-based manual air-con, single-disc stereo with just four speakers, and halogen headlamps. Additionally, the rearview mirrors of the Special Edition do not come with integrated turn signals. Beyond that, all Special Editions get distinctive charcoal-colored 18-inch wheels and 125 buyers will be able to get theirs in a special shade of white called Aspen White. But you probably already knew all that, since assistant Web producer Carlos Lago recently drove it at the famous Streets of Willow road course. In the weeks since, we’ve had the chance put the Special Edition through our usual battery of instrumented tests to find out if this one is for real.

2010 Subaru Impreza WRX STI Special Edition

With the 305-horse, 290-pound-foot 2.5-liter turbo-four unchanged, straight-line performance unsurprisingly is all but identical to that of our departed 2008 long-termer. 0-60 takes 4.8 seconds; the quarter mile 13.5 seconds. Even the trap speed of 100.6 mph is identical. Only braking is slightly different, with the Special Edition requiring all of 1 foot fewer - 108 total, to be precise. Not much changes on the skidpad either, with 0.94 average g for the Special Edition, 0.95 for the long-termer. In our figure eight test, however, the new suspension rears its head. The Special Edition posted a time of 25.7 seconds at 0.71 average g, shaving 0.4 seconds off the regular STI’s time. Weight savings come mainly from the removal of six speakers, and though we weren’t able to get the car onto our scales, it probably would have weighed in about 20 pounds lighter than the 3371-pound long-termer.

For the on-road portion of this exercise, the overgrown autocross course that is Malibu’s Decker Canyon Road proved a more-than-fitting proving ground, especially with the soundtrack coming purely from the engine due to the poor FM radio reception in the hills. The verdict? Two thumbs up. The new suspension all but banishes the STI’s plowing understeer, instead suppling nearly Evo-sharp turn-in response. You point, it goes. With traction control off, a little power oversteer proved quite useful coming out of some of the tighter hairpins. Amazing what higher spring rates, thicker anti-roll bars, and stiffer bushings can do. And to think Subaru is charging less for this car, not more, as is the trend when it comes to lighter-weight, de-contented variants.

The frills will come back in just a few short months with the arrival of the 2011 STI. Not only will it once again be available as a sedan — giant “pull me over, officer” wing and all — but the entire range will be fitted with the retuned suspension. But for Subaru fans who don’t care and don’t want to wait, the Special Edition offers a great driving experience at a cheaper price and it does so right now. Who knows, next year there might not even be a cut-rate version offered.