CARSHAVA

2003 Ford Expedition

As comparable as the Expedition was in terms of size, price and features, its sloppy suspension, vague steering and lackluster engine were sure to leave it trailing in the dust of the more powerful Tahoe and ultra-smooth Sequoia. In order to compete, the Expedition needed help. Thankfully, no one knew this more than Ford.

The relatively unchanged look of the 2003 Expedition hides the fact that nearly everything underneath is new. Significant enhancements to the frame, suspension, steering and brakes elevate the Expedition's driving dynamics to 21st-century standards, while numerous refinements and innovations in the cabin result in a more attractive and functional overall package. We'll reserve final judgment until we complete a full road test, but our introductory drive left us with the impression that the Expedition is now well equipped to compete favorably with anything in its class.

2003 Ford Expedition

Addressing the previous version's wobbly ride meant more than just adding stiffer springs and retuning the shocks a little. In this case, Ford used an all-new frame that's significantly stiffer than before along with a fully independent suspension to give the Expedition much improved handling dynamics. We pushed the hulking sport-ute harder than most drivers would ever care to and found it to be extremely stable during hard cornering. The stiffer structure doesn't translate into a harsh ride, however, as the Expedition smothers potholes and road hazards with little intrusion into the cabin. In fact, between the tighter overall feel and the quieter cabin, the Expedition conveys a sense of refinement rivaled only by Toyota's Sequoia.

An all-new rack-and-pinion steering system replaces what was one of the numbest, most detached setups we've ever driven, so to declare that it's a major improvement almost goes without saying. Variable power assistance gives the truck solid road feel at all speeds and a shorter turning radius helps with maneuverability in tight spaces.

2003 Ford Expedition

Larger, more capable brakes enhanced with an electronic Brake Assist feature are another welcome improvement for '03. Brake Assist senses a panic stop and helps apply full pressure more quickly for shorter stopping distances. Head-up driving kept us from having to invoke this important safety feature, but we did give the new binders a thorough workout while descending a steep mountain grade. Fade was minimal, pedal feel was much improved and except for one extremely steep section that required full effort, there was always plenty of power in reserve.

Unfortunately, we can't bestow similar praise on the powertrain, as the Expedition carries over both the 4.6- and 5.4-liter V8 engines from last year's models. Both powerplants received numerous enhancements geared toward quieter operation and more usable torque, but from our seat-of-the-pants perspective, the Expedition still lacks the punch of GM's V8s and the refinement of Toyota's iForce eight-cylinder. The maximum tow rating on 5.4-liter-equipped Expeditions has increased to a class-leading 8,900 pounds, but considering how easily it runs out of breath with just two people aboard, we wouldn't characterize the Expedition as our first choice for a tow vehicle.

Both two- and four-wheel-drive versions will still be available, with the latter getting a revised version of Ford's Control Trac four-wheel-drive system as standard equipment. In response to customer demand, this system now offers a two-wheel-drive mode that completely disconnects the front wheels at the hubs for better mileage and less driveline wear. For serious offroad duty, a new FX4 option package adds underbody skid plates, specially tuned shocks, steel wheels, a limited-slip rear axle and all-terrain tires.

Another new feature that's optional on top-of-the-line Eddie Bauer models and FX4-equipped XLTs is the AdvanceTrac stability and traction control system. Functioning as a type of electronic differential, the AdvanceTrac uses electronic braking to actively distribute power where it's needed most. We sampled the system on both a muddy forest trail and a snow-covered mountain road and found that it provided exceptional traction without feeling overly intrusive. The AdvanceTrac system also helps to maintain vehicle stability on perfectly paved surfaces, again using the brakes to help restore stability should the vehicle lose control during an abrupt maneuver.

Although much of the Expedition's overhaul took place under the skin, a revamped interior that adds numerous class-exclusive features gives the Expedition a fresh new look and improved family-friendliness.

The design team's intense focus on proper ergonomics resulted in a no-nonsense layout that places nearly every control within easy reach of the driver. The two-tone color scheme looks great in the decked-out Eddie Bauer models, but the lower level XLT trim can look a bit dour draped in multiple shades of gray. Most of the interior materials look and feel good, but a few of the door panels still look cheap compared to the Sequoia. If you've ever ridden in Audi's TT coupe, you'll instantly recognize the Expedition's identical vent design, a good steal in our minds, since they're as functional as they are good looking.

Interior space up front remains largely the same, although a redesigned center console and larger door pockets provide more storage than before. The Expedition remains the only full-size SUV to offer adjustable pedals that help drivers of all sizes maintain a comfortable and safe driving position. A CD-based navigation system is a new option for 2003, another first in its class. The screen is placed high in the dash for easy viewing, and we found the controls simple to use, but we're a little disappointed that Ford didn't opt for a more advanced DVD-based system, as those systems typically provide more detailed maps and only require a single disc to cover the entire country.

Second-row accommodations remain spacious, with plenty of room for three adults to ride comfortably. Buyers can also opt for captain's chairs in the second row that drops seating capacity to seven, but affords more room in the middle row and easier access to the rearmost seats. The Expedition's new independent rear suspension not only provides a much smoother ride, it also makes way for more room in the third row. Ford claims best-in-class leg- and hiproom, and, after a quick stint on the 60/40-split bench, we would have to agree that it's one of the more comfortable third-row seats available. The Expedition also offers best-in-class cargo space thanks to second- and third-row seats that fold completely flat, another one of the Expedition's exclusive new features.

More innovations come in the way of the optional Safety Canopy side-curtain airbag system that not only provides protection in the event of a side-impact collision, it also includes a segment-exclusive rollover protection system. If the vehicle's sensors detect an imminent rollover, the airbag curtain will remain inflated for up to 6 seconds to help protect passengers who may get thrown about the cabin. Ford's Personal Safety System provides frontal impact protection for the driver and front passenger through the use of dual-stage airbags, seatbelt pre-tensioners and seat-track sensors that match airbag deployment to driver size and crash severity.

The list of improvements goes on and on, but by now you probably get the picture. Ford claims that the Expedition is better in every way, and our initial test drive seemed to verify the company's assertions. It's not going to knock your socks off with its power, but it will certainly coddle you and your family with its refined ride, quiet interior and numerous features. Add in the advanced safety equipment, best-in-class passenger space and extremely capable four-wheel-drive system and the Expedition makes a strong case for itself as the best full-size sport-ute on the market.

A new, lighter chassis helps with fuel economy.

Black cladding reduces visual bulk, a neat stylist's trick.

New sheet metal makes for a familial look...


Hyundai's product assault has been incessant over the past few years. In rolling out the new third-generation 2013 Hyundai Santa Fe, the company completes a product overhaul as comprehensive and logistically complex as the recent Mars rover landing.

The launch of Hyundai's new midsize tall wagon-cum-CUV is, appropriately, no less convoluted. After all, this compact SUV will serve double duty in the automaker's lineup, poised to do battle with roughly a dozen competitors. Here's how the Santa Fe plans to do it.

2013 Hyundai Santa Fe Sport

Several Variants
The 2013 Hyundai Santa Fe Sport, seating five, replaces the current Santa Fe. In a few months, a longer-wheelbase version of the Santa Fe with three rows of seating will replace the larger Hyundai Veracruz.

Like the existing Santa Fe, the new Santa Fe Sport will be available with two engines. A 2.4-liter normally aspirated direct-injected four is the base engine, while a turbocharged and direct-injected 2.0-liter four replaces the V6. Either engine can be had with front- or all-wheel drive, while a six-speed automatic is the only transmission offered. The long-wheelbase version of the new vehicle — known simply as the 2013 Santa Fe, sans Sport designation — will be available only with a 3.3-liter V6. Clear as mud?

Generating 264 horsepower at 6,000 rpm, the 2.0T cranks out 10 fewer ponies than this same engine in the Hyundai Sonata. The difference is chalked up to revised intake and exhaust routing and a unique engine calibration. More importantly, the Santa Fe delivers 269 pound-feet of torque between 1,750 and 3,000 rpm, so the shove is in the right place for a family hauler such as this one. In fact, the turbo engine generates more torque than the outgoing V6.

Though the new Santa Fe Sport carries nearly the same dimensions as the outgoing trucklet, it's stiffer and weighs considerably less — some 266 pounds were shaved by sweating the details of the chassis' design and expanded use of high-strength steels. Struts underpin the front end and a compact multilink suspension is found at the rear so as not to intrude on cabin space.

No Shortness of Breath
We drove a 2.0T-equipped AWD Sport through woodsy, hilly Park City, Utah, notable for its power-sapping 8,300-foot elevation. The thin air didn't faze the Santa Fe. Turbocharged engines generate their own atmosphere, so there was plenty of reserve thrust and immediate response any time the car was in motion. The 2.0T is a capable engine, doing its business without a lick of fuss or noise, convincingly nailing the coffin shut on the idea that a V6 is a requirement. As for the 2.4-liter engine, well, we didn't get to drive one of those, or a front-drive 2.0T.

On our drive, the Santa Fe was notable for its quietness. Aside from a faint wind rustle at the A-pillars, little noise comes between you and a conversation with passengers while at freeway speeds. The new chassis feels solid on the road, though the wide C- and D-pillars form a blind spot the size of Oklahoma. A caveat — the roads in this area are generally smooth, so we'll withhold final judgments on ride and noise suppression until we've wheeled this new CUV locally.

Curiously, the electric power steering has three calibrations that can be selected via a button on the steering wheel, all of which are fairly numb. While it could be argued that steering feel isn't high on the priority list of shoppers in the Santa Fe's bread-and-butter segment, we'll point out that the steering-feel-havin' Mazda CX-5 exists and feels considerably more precise from behind the wheel.

Part of our drive route included a loose gravel dirt road to show off the Santa Fe's new more capable AWD hardware. It operates transparently, aiding corner entry and exit by adjusting the amount of torque apportioned to the rear wheels. Still, like most modern crossovers, the Santa Fe is pavement-biased and will be found almost exclusively on freeways and in parking lots. It's no rock crawler, and that's OK.

More Efficient
Fuel economy is the payoff of the lighter chassis, improved aerodynamics and engines. Base 2.4-liter models return 22/33 city/highway mpg (21/28 with AWD), while the 2.0T models deliver 21/31 mpg (20/27 mpg with AWD).

The 4-5 mpg drop for AWD models in freeway conditions is odd, as the AWD system can completely disconnect power to the rear wheels in such conditions and adds just 137 pounds over the front-drive model. Nevertheless, the fuel economy of the new Santa Fe improves on that of the outgoing model in every guise and is among the more frugal in its class.

More Than Clever Math
Inside, the cabin is similarly sharply styled, with improved appointments. There's plenty of space in either row of seating, and the front seats offer respectable long-haul comfort, though the sliding, tilting backseat is on the flat side to accommodate its 40/20/40 folding ability.

In typical Hyundai fashion, features abound. Beyond the long list of standard equipment, options include navigation, a heated steering wheel, panoramic sunroof, dual-zone climate control, a rearview camera, even heated rear seats.

Prices with destination start at $25,275 for a base 2.4 and $28,525 for the 2.0T — add $1,750 for AWD — and rise quickly from there. Adding navigation or the panoramic sunroof to a 2.4-liter model requires three packages totaling $6,600 (or two packages totaling $5,350 on 2.0T variants). There are a lot of other features included in the packages, but flexibility is not one of them.

At this price point, the 2013 Hyundai Santa Fe Sport lines up directly with segment leaders like the Ford Escape and Honda CR-V. The former also offers a 2.0-liter turbocharged four-cylinder, while the latter simply does everything well. The newer, cleverer 2013 Santa Fe measures up favorably to both. If it can deliver on its excellent mileage numbers and remain as quiet as it did on the roads of rural Utah, this Santa Fe could be yet another well-executed piece of Hyundai's grand plan to compete head on with its foreign and domestic rivals.

Ferrari F12 Berlinetta 2013 front

Ferrari F12 Berlinetta 2013 side

Ferrari F12 Berlinetta 2013 headlights

After weeks of whispers, teasing, and leaked images, Ferrari has finally unwrapped its latest 12-cylinder gran turismo. The new 2013 Ferrari F12 Berlinetta effectively replaces the aging 599 GTB Fiorano, and will make its first public debut at the 2012 Geneva Motor Show.

Styling/ Construction
While the F12 Berlinetta's general profile roughly resembles that of its predecessor, there's not a single bit of sheetmetal shared between the two cars. Styled by longtime design partner Pininfarina, the F12 Berlinetta is an interesting amalgamation of strong, flowing surfaces and existing design cues.

Up front, the F12 Berlinetta's long headlamps bear a resemblance to those of the 458 Italia, while a large egg crate grille -- much like that used on the four-wheel-drive FF -- dominates the lower half of the fascia. The F12's front fenders quickly taper to a narrow point, allowing the hood surfaces to wrap down and around the side of the car, terminating in a large V-shaped swage that curves upward into the rear fenders.

While the F12's rear quarters are rather conservative, they're not without some dramatic flair. The lower edges of the rear valence curve downward, forming a surface that intersects the rear diffuser and neatly wraps beneath the bumper.

The F12's look will undoubtedly inspire heated debate among Ferrari aficionados and purists, but the automaker says the form is actually functional. Active shutters on the brake cooling ducts help reduce drag, while the so-called "Aero Bridge" scoops, located between the front-wheel arches and the cowl, channel air from the front of the car to its sides. Ferrari says the F12 Berlinetta boasts a 76-percent increase in downforce, along with a surprisingly slippery drag coefficient of 0.299.

If you think the F12 Berlinetta appears a little smaller than the outgoing 599, your eyes aren't deceiving you. Preliminary specifications indicate the F12 is about 2 inches shorter, 7/10 of an inch narrower, and 2.5 inches lower than its predecessor. The F12's body is also lighter than the 599's, thanks in part to a new aluminum-intensive spaceframe. An estimated curb weight of 3363 pounds means the F12 is not only 360 pounds lighter than the 599 GTB, but it's also about 176 pounds lighter than the hard-core, performance-tuned 599 GTO. As was the case on the 599, the use of a transaxle -- a seven-speed dual-clutch unit, in this instance -- allows the F12 to shift 54 percent of its curb weight to its tail end.

Performance
Although Ferrari has previously dabbled with hybrid systems and forced induction, the F12 Berlinetta sticks to a time-tested tradition: a big, normally aspirated 12-cylinder engine.

The new F12 uses the same basic 6.3-liter V-12 as the FF wagon, but the engine appears to be much more powerful in F12 guise. According to Ferrari, it provides the FF with an incredible 730 horsepower at 8000 rpm, along with 508 lb-ft of torque at 6000 rpm. Early claims of the F12 Berlinetta becoming the most powerful (road-legal) Ferrari appear to be accurate. Not only does this mean the F12 Berlinetta eclipses the 599 GTB (600 hp/448 lb-ft) and the 599 GTO (660 hp/494 lb-ft), it also surpasses the original 599xx racer (720 hp/506 lb-ft) and comes close to the track-focused 599xx Evoluzione (750 hp/516 lb-ft).

Coupled with the lightning-quick seven-speed dual-clutch gearbox, Ferrari claims the 6.3-liter V-12 is capable of launching the F12 Berlinetta from 0-62 mph in a scant 3.1 seconds, and suggests a top speed just over the 211-mph mark. Ferrari is equally proud of two other performance metrics: When packaged with an optional start/stop system, the F12 can deliver a 30-percent increase in fuel economy, along with a 16-percent decrease in carbon dioxide emissions.

As is expected of such a machine, the F12 Berlinetta is equipped with Ferrari's full suite of performance-enhancing features, including E-Diff, ESP Premium, F1-Trac, and high-performance ABS algorithms. Carbon ceramic brakes are standard, as are Ferrari's revised adaptive magnetorheological dampers.

Still Sumptuous Within
The F12 Berlinetta may be quick, but as Ferrari's premiere gran turismo, it can't skimp on interior amenities. Subsequently, we're not surprised to learn the cabin is covered in liberal amounts of Frau leather and carbon-fiber trim. Photos show an attractive saddle-hued interior, but as always, interior schemes are left to the customer's discretion (and budget).

The F12's dashboard largely resembles that of the FF, but there is one significant difference: It no longer packs a large, clunky-looking navigation unit into the center stack. Instead, the F12 displays all infotainment-related screens through the digital Human Machine Interface gauge cluster, controlled by a small bank of switches located to the right of the steering column.

On Sale: Late 2012

Powertrain
Engine: 6.3-liter V-12
Power: 730 hp @
Torque: 508 @ 6000 rpm

Transmission: 7-speed dual-clutch automatic
Drive: rear-wheel

Dimensions
Length x Width x Height: 181.8 in x 76.5 in x 50.1 in
Curb Weight: 3363 lbs

Performance
0-62 mph: 3.1 seconds
Top speed: >211 mph (est)

Ferrari 458 Spider  2012 back

Ferrari 458 Spider  2012 dashboard

Ferrari 458 Spider  2012 on the run

Without question, the Ferrari 458 Italia is the best car I have ever driven. You might assume the Italian supercar earns that distinction on sheer performance and sex appeal, but the truth is that the 458 is a much more complete car. Its excellence is in how it combines measured balance with raw capability unlike any other vehicle. The 458 Italia is sophisticated but visceral. Aggressive yet refined. Elegant and brutish. With the Spider, Ferrari aims to add one more contradiction to the 458's achievements: a convertible that's also a coupe.

Ferrari's task in building a Spider is not quite as intuitive as it sounds. The open-air 458 is certainly a predictable and modest evolution of the Italia, but the buyers of the two cars are very different. The average 458 Italia will see most of its action on the weekend, without a passenger, and on shorter trips. Spiders, on the other hand, are more likely to be daily drivers exposed to city streets, often with a passenger in the right seat. More notably, Ferrari asserts that Spider owners drive with a sporty -- not aggressive -- style.

Even with buyers using their cars in an entirely different manner, Ferrari won't compromise any of the intensity in its mid-engine coupe to deliver a droptop version. Despite the fact that the Spider is 30 percent less rigid than the coupe, the spring rates are unchanged. And while the magnetorheological dampers are specifically tuned for the Spider, you won't notice a difference in the ride quality between the two cars. The Spider is every bit as firm, controlled, and focused as the Italia. The steering is just as sharp, the throttle pedal just as responsive, and the suspension just as poised. Twist the manettino to Race mode, however -- perhaps an unlikely move for the less aggressive convertible buyers -- and the Spider can't hide the fact that it's missing a major structural component. With the dampers firmed up, the bumps aren't just felt through the seat. They're seen in a small wiggle of the windshield and heard in the muted rattle of the aluminum chassis. Nothing unusual, but this is the one clear difference between coupe and convertible.

The 458 Spider's retractable roof is a two-piece hardtop inspired by the 575 Superamerica. Like that car, the roof rotates -- rather than folds -- into its stored position. Unlike that car, the 458 Spider uses an aluminum skin instead of glass. Ferrari claims that the 458's hardtop assembly is actually some 55 pounds lighter than the 430 Spider's fabric roof. It adds roughly 110 pounds to the Italia's 3400-pound curb weight.

The additional weight hasn't made the 458 any less graceful or beautiful. The Spider preserves the proportions and elegant surfaces that make the fixed-roof car so stunning. Buttresses behind the rear seats create a classic profile reminiscent of prior mid-engine convertibles, but they are taller so that the folding roof is flatter and easier to store. With the roof raised, the Spider could pass for a fixed-roof coupe, showing some resemblance to the Lotus Evora in the greenhouse. Unfortunately, the air ducts that feed the engine just behind the coupe's passenger compartment couldn't be adapted to the Spider. Instead, the intakes have been moved to the top of the decklid and pushed all the way to the rear of the car, resulting in much shorter plumbing. Because the roof is stashed directly above the mid-mounted engine, Ferrari also had to abandon the glass panel that shows off the 9000-rpm gem in the coupe.

The roof disappears in a swift 14-second routine and the rear window lowers into a wind-stop position about an inch above the decklid to limit the buffeting in the cabin. That window can be raised another inch or lowered completely and functions as a third window when the roof is closed. The Spider's interior is the same hyper-modern, overwhelmingly driver-centric cockpit found in the Italia. The steering wheel is dotted with control buttons and the radio and navigation system rely on too few buttons with too many shared functions to be intuitive. Headroom is unchanged, so the Spider retains a spacious feel with the top up. Only the shallow passenger footwell feels restrictive; the right seat is best left to those 5'8" and shorter. Specs for the Spider are identical to those of the Italia: A 4.5-liter V-8 generates 562 hp and 398 lb-ft of torque, which travels through a seven-speed dual-clutch gearbox to meet the pavement via the rear wheels. Performance claims remain impressive -- the sprint to 62 mph can be done in less than 3.4 seconds and the top speed reaches 198 mph -- but those numbers do little to communicate how enchanting the 458 really is. It remains a rare normally aspirated screamer that swells to a riotous rpm to make peak power. Its soul mate is the dual-clutch gearbox, delivering instantaneous action and absolute confidence in response to pulls of the column-mounted paddles. Along with the new intake, there's a reworked exhaust, though it does little to change the Italia's symphonic arrangement of burbles, shrieks, and growls. No complaints here. A roofless 458 set to race mode and run through the gears in a tunnel makes for the ultimate amphitheater to enjoy one of the best automotive performances in existence.

Ferrari 458 Spider
Base price: $257,000 (est.)
Engine: 32-valve DOHC V-8
Displacement: 4.5 liters
Power: 562 hp @ 9000 rpm
Torque: 398 lb-ft @ 6000 rpm
Drive: Rear-wheel
Transmission: Seven-speed dual-clutch automatic
Fuel economy: 11/18 mpg (city/highway, est.)

Ferrari FF Shooting Brake 2012 back

Ferrari FF Shooting Brake 2012 seats

Ferrari FF Shooting Brake 2012 front

All-wheel-drive? Wagon? Those two adjectives are commonly paired when describing Subaru’s best-selling models, not the latest gran turismo to roll through the factory gates in Maranello. Still, Ferrari says rolling those two features together -- as unconventional as they may be in the world of traditional V-12-powered luxury sports cars -- produces a vehicle that “effortlessly melds extreme sports car performance with the versatility and usability of a genuine GT.”
Admittedly, the FF looks much like a genuine Ferrari GT, albeit with a modern twist. The exterior design, executed by longtime styling partner Pininfarina, blends cues from the company’s recent 458 Italia with those of the FF’s forebear, the outgoing 612 Scaglietti. The long, upright headlamps and oblong fender forms bear some resemblance to the company’s latest mid-engine sports coupe, while the expansive eggcrate grille apes those used on modern Ferrari GT models.
Although the FF’s elongated roofline and hatchback may rankle the most traditional of Tifiosi, the car’s rear quarters aren’t as ungainly as previous coachbuilt attempts to craft Ferrari station wagons. The roof dramatically curves down towards the car’s trailing edges, but the D-pillars are neatly sculpted into the already muscular rear fenders. If nothing else, this design does afford considerable space within. Not only are rear seat occupants treated to commendable headroom, but there’s nearly 15 cubic feet of cargo space to swallow their belongings (that volume swells to 30, should you fold the second row flat).
Like beauty, innovation is more than skin deep, so it isn’t surprising to learn the FF’s mechanicals are as groundbreaking as its exterior. Its 660-horsepower, direct-injection, 6.2-liter V-12 is certainly a welcome new addition, but the true party trick lies with the driveline itself. Although the rear-mounted, seven-speed dual-clutch transaxle may be identical to those used in other rear-wheel-drive GT models (including the 599 GTB), the addition of a driven front axle is truly newsworthy.
Instead of developing a transfer case for the transaxle and running a prop shaft to the front end of the car, Ferrari’s 4RM system actually drives the front wheels from the engine’s crank itself. A separate gearbox for the front axle has two speeds, with ratios similar to those used for the transaxle’s third and seventh gears. When the FF’s stability system detects a loss in traction, computers select the proper gear in the forward gearbox, and then manipulate an electronically controlled clutch pack. between the crank and the gearbox. Doing this allows the system to vary the amount of slippage, and subsequently, vary the power sent to the front wheels. An unusual approach, but the system allows Ferrari to craft a rear-biased all-wheel-drive without disrupting the FF’s near-perfect weight distribution or developing an all-new driveline. Better yet, the company says the 4RM system is roughly half as heavy as a conventional AWD configuration.

2012 Nissan NV200 dashboard

2012 Nissan NV200 inside

The announcement shouldn't exactly come as a surprise. Nissan first started rolling out its commercial vehicle aspirations in 2009. While most media outlets were fixated on the big, Titan-based full-size product developed explicitly for North America, officials were indicating there was a possibility the small NV200/Vanette, which was concurrently launching in overseas markets, could find its way stateside in the future. That possibility grew even stronger last year, when a modified version of the NV200 was selected by New York City as its chosen successor to the venerable Ford Crown Victoria taxi.
Unlike its larger siblings, the NV200 lives up to the compact van moniker Nissan uses within its press materials. In fact, it's actually built upon a modified version of Nissan's B-segment architecture, which underpins other Nissan small cars like the Juke, Cube, and Versa hatchback. NV200s still utilize MacPherson-type struts up front, although the torsion beam rear suspension is ditched in favor of leaf springs in order to boost payload to an estimated 1500 pounds.
North American NV200s are relatively compact, but they will be slightly larger than those sold in other corners of the globe. For instance, the 115.2-inch wheelbase is about 2.6 inches longer than in other markets. Overall length, which measures in at 186.2 inches, is about 7.9 inches longer than before. That stretch pays dividends not only for the NV200's livery aspirations, but also for commercial clients. Nissan says there's roughly 123 cubic feet of cargo space behind the front seats; though exact cargo dimensions have yet to be announced, the automaker says there's enough space between the wheel wells to lay a standardized 40-by-48-inch cargo pallet.
Although NV200s are offered with a wide variety of engine choices (including a few frugal diesel options), those sold in our market will be locked down to a single powerplant and transmission. Power comes courtesy of a sixteen-valve, DOHC 2.0-liter I-4, similar to that offered in most Sentra models. Nissan's preliminary specifications suggest the engine may be slightly detuned to about 135 hp and 145 lb-ft of torque. As is the case in so many of Nissan's B-segment offerings, that power is sent to the front wheels by way of a continuously-variable transmission.
Nissan's larger NV vans drew praise for a functional cargo area and a renewed focus on the driver, and it appears the NV200 may follow in their footsteps. Dual sliding side doors are standard, as are 40/60 split-opening rear doors that open as far as 180 degrees. Integrated mounting points in the body structure facilitate installing shelves and racks, while floor-mounted tie-downs provide anchor points for securing cargo. Nissan touts the functionality of a low load floor; if similar to European-spec NV200 models, expect liftover to be around 20 inches.
Up front, the driver is treated to an upright seating position, along with a six-way, manually adjustable bucket seat (the passenger seat is only adjustable in four ways). A tall center console provides two cup holders, storage for a laptop and hanging file folders, a pen/pencil tray, and -- if so equipped -- a second 12-volt power outlet. The passenger seat can fold flat to serve as a work surface, and also hides a pull-out storage bin beneath its cushion. Power windows; anti-lock brakes; and front, side, and side curtain airbags are standard on all models. The upgraded SV trim adds niceties like keyless entry, cruise control, a rear cargo floor mat, and wheelcovers. Depending on the trim level, buyers can add optional extras including body-colored bumpers, Bluetooth hands-free phone connectivity, a navigation system, XM satellite ratio, and a back-up camera.
Nissan's correct in suggesting the compact cargo van market -- in North America, at least -- is a relatively new segment that's growing fairly quickly, but it's far from the lone contender in the market. Ford's Transit Connect, which arrived on our shores in 2009, is currently one of the only players in the segment, but Chrysler's Ram brand did recently announce it would sell a version of the Fiat Doblo -- a similar-sized commercial vanlet -- by 2013 at the very latest.
Though the NV200 may soon be afloat in a sea of similar competitors, expect what you see here to remain but the tip of the iceberg. The taxi-ready variant is expected to hit city streets by 2014, and Nissan's also hinted that an electric version, powered by the same driveline used in the electric Leaf hatchback, could likely go into production in the near future. For now, the cargo van is just the first step in Nissan's big plan for small vans. Expect production to begin in Cuernavaca, Mexico, later this year with deliveries beginning in early 2013.

To covert the NV200 van, Nissan borrowed heavily from its groundbreaking Leaf. The eNV200 uses the Leaf's 24-kW-h battery pack and 80-kW, 107-horsepower, 207-lb-ft AC synchronous electric motor and single-speed reduction gearbox to drive the front wheels. Nissan claims it will have a driving range similar to the Leaf's, though given the van's larger size and weight and less aerodynamic form, that will be difficult.
That's not to say that Nissan has fitted a new drivetrain and called it a day. The company has also modified the front end of the standard NV200 with a covered charging port similar to the Leaf's, and dressed it up with the Leaf's blue Nissan badge and Leaf-like headlights. Inside, the eNV200 features a new dash with an EV-specific gauge cluster with features like remaining range and other telematics. The center stack features a large touch-screen display designed to mimic a tablet computer such as the iPad.

The eNV200 Concept is, for now, a "potential mass production vehicle." Nissan's already begun real-world testing with a prototype, placing it in the hands of the Japan Post Service and FedEx's London operations to gain feedback. While the van hasn't been confirmed for production, Nissan has made a strong commitment to increasing its EV portfolio, and with competition from Ford's Transit Connect EV prototype, we expect the eNV200 to find its way to the market in the near future.

   The number of battery-electric small cars on sale in the U.S. is about to grow yet again. Chevrolet announced today that it will sell an electric-powered version of the upcoming 2013 Spark hatchback around the world, including in North America.The Spark, which is already on sale in global markets, will come to the United States for the 2013 model year, which will render it the smallest car sold by General Motors in North America. Just how small is it? About four inches longer than a Fiat 500, though it has five doors.U.S-spec Spark models will differ slightly from those offered around the globe. Chevy plans on adding a little more aggressive front fascia, along with larger headlamp assemblies. North American Spark models will utilize a 83-hp, 1.2-liter I-4, and will send that power to the front wheels through either a five-speed manual transmission or likely a four-speed automatic transmissionFor those Spark drivers who need fewer miles between refills and want to go greener, however, Chevrolet will offer a Spark EV. The car will be sold in limited quantities and only in select states, but it'll mark the first true battery-electric GM vehicle offered to the public since the EV1.This also isn't the first time GM has shoehorned an electric powertrain under the hood of a Spark: the production Spark EV will likely be based on the Beat EV (Beat and Spark are two different names for the same model), which GM tested extensively in India. This time, however, the Spark EV will use nanophosphate lithium-ion battery packs, which were designed and will be supplied by A123 Systems. A123 signed a deal with GM back in August to engineer and supply these batteries.GM says that pricing for both models - along with the estimated range for the EV -- will be announced at next month's Los Angeles International Auto Show. View the original article here

The Dodge Durango slipped under the waves during Chrysler's bout with bankruptcy, tossed overboard as the mother ship took on water. Now the floodwaters of financial duress have receded, and Chrysler has brought back the Durango. Formerly a pickup-truck-based, body-on-frame SUV, the new version is based on the Jeep Grand Cherokee architecture, which means it has the unibody construction of a crossover vehicle.


Who you callin' a crossover

Despite being a technically a crossover vehicle, the Durango does a convincing approximation of a traditional full-size SUV. First of all, it's big. At 119.8 inches, its wheelbase is within an inch of a Ford Expedition's; the overall length of 199.8 inches is half a foot less than an Expedition's but is a couple inches more than a Ford Explorer.
Second, it can be had with a V-8 engine, Chrysler's venerable Hemi -- although the company's new Pentastar 3.6-liter V-6 is standard.
Third, it offers a choice of rear-wheel drive or 4-wheel drive rather than front-wheel drive/4-wheel drive. That, combined with the available V-8, helps give it the muscle to tow like an old-school SUV. The maximum tow rating is 7400 lbs (6200 lbs with the V-6).
Fourth, the Durango sits up pretty high, which makes step-in a bit of an issue for little kids or short adults. It also means you have to hoist luggage up to heave it into the cargo hold.

What's within

As a big SUV, the Durango has a lot of room inside, including sufficient space for adults its third-row seat, which is standard on all but the Heat model. Getting back there is a bit of a climb (that step-in height again) but there is sufficient room for adults up to six feet. Space in the second row is expansive and the second-row seats recline. Unfortunately, like many three-row crossovers, there isn't much cargo space with the third-row seats in place -- but they do flop down easily to create a flat load floor, their headrests automatically tucking in on the way down.
We've been saying it a lot about the post-bankruptcy Chrysler products, but that's because it's true: This interior is a night-and-day improvement over the cut-priced shlock the company served up previously. There are padded surfaces everywhere and precious little hard plastic. Electroluminescent gauges, bits of chrome trim, and blue mood lighting liven up the space, which is simply and tastefully laid out. Only Chrysler's UConnect nav-screen interface could use an update. It has lots of functionality -- my latest discovery: you can program favorite artists and it will alert you when one of their songs is playing anywhere on the satellite radio spectrum -- but the hard buttons and the menu logic could be improved.

Once upon a time, sedans tuned by Chrysler's Street and Racing Technology group may have looked different from each other, but they certainly didn't feel discrete. How could they? Beneath the skin, they shared powertrain, suspension tuning, and virtually every piece of mechanical hardware that influences how a car behaves both on the road and on the track.
When it came time to revamp the Dodge Charger SRT8 for the 2012 model year, however, the SRT guys took a slightly different tack. Was it possible to share platforms, powertrain, and basic components with other Chrysler offerings and at the same time instill a distinct look, feel, and personality into Dodge's ultimate muscle sedan


An Extroverted Exterior

SRT brand president Ralph Gilles -- who also holds court as Chrysler's vice president of design - says each of the new 2012 SRT offerings was designed "to have each brand's identity prominently displayed through the sheetmetal." That's perhaps most evident with the Charger, which Gilles describes as the "extrovert of the bunch."
He's not kidding. The base Charger, which was revamped and resculpted for the 2011 model year, already bears an aggressive, muscular shape. In SRT8 form, however, that aesthetic has been given the BALCO treatment. The Charger's already angry front fascia is further twisted into a menacing snarl, thanks to a taller air dam and chin spoiler, a blacked-out bumper section between the upper and lower grilles, and an enormous heat extractor on the bulged hood. Two-tone 20-inch wheels (wrapped in Goodyear Eagle RS-A 245-section rubber), chiseled side skirts, and a lowered ride height lend the car a nefarious stance. In back, the tail is capped off with a tall decklid spoiler, an angular rear bumper fascia, and dual exhausts exiting through a unique valance panel.
All of these showy modifications aren't simply for looks. With the exception of the blacked-out bumper (which can be deleted, if so desired), each part plays a role in helping the SRT8 reach some incredible speeds (drag naturally limits the car's top end to a wild 172 mph) while simultaneously remaining planted on terra firma.

A Touched-Up Interior

SRT's interior amendments are a little less significant. A new flat-bottom steering wheel incorporates small aluminum shift paddles, and cast aluminum accelerator and brake pedals add some brightwork to the driver's footwell. Front bucket seats receive large side bolsters and are trimmed in both Nappa leather and perforated suede, with the door panel inserts trimmed to match.
That's not to say there's much more that needs revision. Dodge blessed the Charger with an exhaustive interior makeover in 2011, adding a cleanly arranged (and slightly nostalgic) dashboard design, narrowing gaps between panels, and liberally bathing the cabin with soft-touch plastics. Buyers have the choice of two color schemes, but the two-tone scheme -- which bathes door panels, seating, and the center console lid in a bright red hue -- turns as many heads as the Charger's exterior.
A large 8.4-inch touchscreen display dominates the center of the instrument panel and provides quick access to the climate, audio, and navigation system controls, along with Bluetooth hands-free calling. On SRT8 models, this screen is not only tied to an excellent 19-speaker, 900-watt Harman Kardon speaker system, it also provides an additional page of performance-related data, including an accelerometer, acceleration timer, and other potentially relevant gauges (i.e. transmission and oil temperatures, oil pressure, and battery voltage).


A New Engine, but No New Gearbox

Another gauge measures engine output -- and there's plenty of that to go around. For 2012, the Charger SRT8 gets a heavily revamped 6.4-liter Hemi V-8 under its hood. Not only does this engine have another three-tenths of a liter on the previous 6.1, but its 470 horsepower and 470 lb-ft of peak torque also surpass the older engine by 50 ponies and 50 lb-ft, respectively. That gain is courtesy of a longer stroke, larger cylinder ports, and a hearty 10.9:1 compression ratio. Predictably, the extra output only helps make the Charger even quicker. Chrysler predicts 0-to-60-mph times in the high-four-second range and a quarter-mile time in the high twelves.
Big power doesn't necessarily mean a big thirst for premium-grade fuel. While the Charger SRT8 will still be somewhat thirsty -- especially when driven to its full potential -- the 6.4-liter V-8 now features Chrysler's so-called MDS system, which deactivates four cylinders under light load in order to decrease fuel consumption. Finalized EPA numbers have yet to be delivered, but Chrysler predicts the engine may return a 25-percent improvement on highway fuel consumption over the previous car. If true, expect the official figures to ring in close to 13/ 23 mpg (city/highway).
Power continues to be sent to the rear axle by means of a five-speed automatic transmission - perhaps somewhat archaic in the age of six-, seven-, and eight-speed transmissions, but still well suited to the task of rocketing the SRT8 forward. Gear changes are smooth and are fairly quick -- especially when sport mode is selected from the touchscreen menu.

AUTO SHOWS:  Once upon a time, someone in the marketing department at Chrysler hatched what seemed to be novel idea: Take the R/T badge, once a sign of an enthusiast-oriented product, and slap it across most -- if not all -- of Dodge's lineup. It was given the green light, and the world was flooded with R/T models that drove no better than their plebian siblings.
Flash forward to today. Dodge brand CEO Ralph Gilles -- himself a driving enthusiast -- has promised to restore the R/T badge to its former glory, applying it only on vehicles that "stoke their love of driving while still taking care of their families and responsibilities." That hopefully holds true for the new 2012 Avenger R/T, which debuts this week at the 2011 New York Auto Show.
As is the case with other current models in the R/T portfolio (now including the Charger, Grand Caravan, Durango, and Journey), the new sport-tuned Avenger doesn't receive any wild bump underhood. In fact, it continues to make use of the same 3.6-liter, 283-horsepower Pentastar V-6 found in lesser Avengers, matched up to a six-speed automatic transmission.
In other words, it's not exactly a configuration that's going to raise eyebrows, quicken pulses, and set Internet discussion boards afire. But wait: In the immortal words of Ron Popeil, there's more.
The secret, or so we're told, lies entirely with chassis tuning. Lo, engineers have had their way with the Avenger's suspension bits in an attempt to liven up a front-drive platform long regarded as more milquetoast than magnificent. The Dodge crew says stiffness is increased by 18 percent, while front and rear spring rates are upped by 17 and 12 percent, respectively.

AUTO SHOWS:  Dodge and the Street and Racing Technology (SRT) division have divulged information on two new special-edition high-performance models. The 2012 Dodge Charger SRT8 Super Bee and Dodge Challenger SRT8 392 Yellow Jacket receive a host of visual changes to make the cars stand out from the crowd.
Mechanically the two cars are unchanged, continuing to house a 6.4-liter Hemi V-8 that pumps out 470 hp and 470 lb-ft of torque. The Charger is available in either Stinger Yellow or Pitch Black paint, with unique stripes and graphics on the hood and trunklid, as well as unique 20-inch wheels. The fenders wear "392 HEMI" badges, and the front grille features a 3D helmeted bee logo.
The Charger's interior receives a new three-spoke steering wheel, yellow and silver stitching for the seats, and an embroidered Super Bee logo on the front headrests. Super Bee logos also have been added to the dashboard and in the software of the Electronic Vehicle Information Center screen.
The Super Bee package is designed to recall Dodge Super Bee cars of yore, starting the 1968 Coronet. From 1971, the Super Bee package was made available on the Charger.
The Challenger SRT8 Yellow Jacket also gets a healthy dose of visual changes, with exclusive Stinger Yellow paint, black stripes, unique 20-inch wheels, and a Yellow Jacket logo on the rear fender. Inside, the leather seats receive a Stinger Yellow accent stripe along with silver accent stitching and an embroidered Stinger Yellow logo.
The Challenger was inspired by the 1969 Dodge Yellow Jacket show car, a special vehicle based on a 1970 Challenger which made the rounds at various auto shows.
Both special-edition cars will be made available in limited quantities, and can be ordered from Dodge dealerships starting in early 2012. Pricing hasn't been announced yet.

 AUTO SHOWS:  Almost two and a half years have passed since an ailing Chrysler Group came under the stewardship of Fiat SpA. Since then, the automaker has reinvigorated its product portfolio with overhauled models, drastically improved interiors, and new powertrains. Until now, the only thing we hadn't seen was a vehicle jointly engineered by both firms.
That's no longer the case. The 2013 Dodge Dart, which makes its official public debut at the 2012 North American International Auto Show, is more than just a small car, or an overdue replacement for the underwhelming Caliber. It's the first product to truly be developed from square one by both Fiat and Chrysler teams.

A New Platform With Italian Roots

Despite the vintage moniker, this isn't a plain-jane, spare-all-costs econobox, like several of Dodge's previous small car efforts. Marketing materials boast the 2013 Dart is "infused with Alfa Romeo DNA" - and while that sounds like brash hubris, it's actually fairly close to the truth.
The Dart is the first vehicle to ride upon the Compact U.S. Wide (CUSW) platform, which in turn, is an evolution of the modular C-Evo platform that launched in 2010 with the Alfa Romeo Giulietta. Structurally, the two differ primarily by way of dimensions. As the platform name suggests, the Dart is about two inches wider than the Giulietta. The Dart's wheelbase and overall length also trump the Alfa by three inches and a foot, respectively. As a result, the Dart is wider, longer, and taller than most competitive compact sedans presently on the market. The Dart's wheelbase is about 2-3 inches greater than the competition and it out-girths the 2012 Ford Focus by two-tenths of an inch. Don't look for a hatchback to counter the Focus, VW Golf, or Subaru Impreza any time soon; Dodge notes the vast majority of the U.S. compact segment is comprised of sedans, something it hasn't offered since launching the Caliber in 2006.
As is the case with the C-Evo, the Dart's underpinnings make use of a tremendous amount of high-strength steel - 68 percent of the car by weight, says Chrysler - in order to improve chassis rigidity. The basic suspension architecture remains unchanged from the Giulietta, with MacPherson struts tucked in front and a multi-link independent arrangement placed in back. Many components, including brake calipers and suspension knuckles are fabricated from lightweight alloys and high strength steel blends to reduce both unsprung weight. Four-wheel disc brakes are also standard across the spectrum of trim levels, as is ABS, traction, and stability control. Although Dodge promises the sedan will be as fun to drive and composed as its Italian sibling, engineers do note that the Dart's spring rates and damper tuning are a bit softer than the Alfa in order to accommodate American tastes. We're told the sporty R/T trim will be a bit firmer than the SE, SXT, Rallye, and Limited trim levels, but we'll reserve judgment until we can slide behind the wheel. Copping Charger's Cues
The wide track and long wheelbase not only make for a planted vehicle, but a dramatic looking one at that. Joe Dehner, head of Dodge brand design, says designers were excited to play with the car's proportions, shortening the hood and decklid while maximizing the greenhouse.
The Dart bears some similarity to its larger Charger brother -- especially in the rear, where it also uses a ring-shaped LED taillamp assembly - but its taut form, which looks vaguely European from certain angles, is all its own. Headlamps are placed high on the front fenders; furrowed sheetmetal above them tapers to a crisp edge. Dodge says the lamp assemblies flow into the upper and lower grille sections, giving the Dart a "unigraphic" of sorts, but this really works best on the R/T, which coats sections between lights and apertures in a piano black finish. Trims that forgo the treatment are left looking a little like a Fiat Grande Punto, albeit with a crosshair insert wedged into the slender upper grille.
Subtle rear buttresses and a large rear diffuser -- which retains dual exhaust tips on R/T and Limited models -- may amuse Mopar fans, but they also help aid aerodynamics. The buttresses surround a seal between the rear window and the trunk lid, while the rear diffuser is tied to one of several belly pans underneath the car that help reduce drag. Other aero tricks include active shutters for the lower grille and laser-brazed roof joints, which do away with the clunky-looking and drag-inducing roof ditch moldings.  

Hand-Drawn Interiors

The Dart's true design renaissance is accessed only by stepping within the car. Interiors have never been a strong point in compact Chrysler models; even Klaus Busse, who led interior design efforts for the Dart, admitted the Caliber's cabin turned out a bit too boxy, and perhaps a bit too low-rent.
The same cannot be said for the Dart. Designers labored to sketch and sculpt every twist of the door panels, instrument panel, and center console by hand; as a result, it looks organic, and is virtually devoid of square edges and straight lines. The driver-centric dashboard is a nod to the Charger, but incorporates a pronounced brow with contrast stitching, along with a red accent ring. On SXT trims and higher, this ring actually glows red, and illuminates before the remainder of the IP upon startup.
That ring also surrounds two digital displays, depending on how the car is equipped. Along with Chrysler's 8.4-inch touchscreen Uconnect infotainment system, higher-trim Dart models are available with a new gauge cluster, which places a seven-inch LCD screen between an analog tachometer and fuel gauge. Drivers will be able to configure the screen to taste, selecting from displays like an analog or digital speedometer readout, turn-by-turn navigation directions, fuel economy displays, audio and phone controls, and vehicle setting menus.
Predictably, Dodge rolled out only the top of the line R/T for us to inspect, which boasted incredibly supple Nappa leather seating surfaces; the black interior shown here in press photos sports perforated bolsters that show a hint of red. Regardless of trim level, all Dart interiors make extensive use of well-grained, soft-touch materials, and hearty controls that exude a solid feel. It's something we've come to love in Chrysler's larger offerings, and something we're glad to see trickle down to the C-segment.

Three New Engines, One From Fiat

Like the car itself, the Dart's powertrain offerings blend both Chrysler and Fiat resources. Two of the three engine offerings are part of Chrysler's Tigershark program, which reworked the existing World Engine range of four-cylinder engines to increase power, improve efficiency, and instill some refinement.
The base offering - a 2.0-liter I-4 -- retains its aluminum block, dual overhead cams, dual variable valve timing, and 16-valve configuration, but gains an all-new cylinder head that boasts larger valves and places the exhaust manifold at the front of the engine in an attempt to reduce in-cabin noise. Chrysler's preliminary specifications suggest the 2.0-liter Tigershark produces 160 hp at 6400 rpm, and 145 lb-ft of torque at 4800 rpm. Compared to the current 2.0-liter I-4, the Tigershark provides an extra 2 hp and 4 lb-ft of torque.
The power increase is even more notable on the 2.4-liter variant, which is unique to the R/T trim. In addition to the head tweaks given to the 2.0-liter Tigershark, the 2.4-liter also receives Fiat's MultiAir electro-hydraulic valve timing and actuation system. As is the case on other engines blessed with the technology, the MultiAir 2.4 sees a notable jump in power. Horsepower rises from 172 to 184 hp at 6250 rpm, while peak torque increases from 165 to 171 lb-ft, which arrives at 4800 rpm. Dodge's revised 2.4-liter is one of the most powerful four-bangers in its class.
But wait, there's more. Buyers seeking a little extra power but are reluctant to step up to the R/T trim can opt for a Fiat-designed 1.4-liter, SOHC turbocharged MultiAir I-4. Similar to the engine used in the U.S.-spec Abarth 500, the engine in Dart guise produces 160 hp like the 2.0-liter four, but offers a heartier 184 lb-ft of torque from 2550-4000 rpm.
Power is sent to the front wheels through one of three transmission options. All engine offerings receive a Fiat-sourced six-speed manual transmissions as standard equipment. 2.0- and 2.4-liter engines are available with a six-speed automatic transmission sourced from Hyundai's Powertech division. That gearbox isn't available with the 1.4-liter turbo-four, but a new Fiat-designed six-speed dual-clutch transaxle, making the Dart the first Chrysler offering to be offered with such a transmission.
There are rumors of a nine-speed ZF automatic transmission being developed for the Dart, but Dodge officials refused to confirm them. We do know the nine-speed is being developed for future applications with transverse-mounted 2.4-liter engines, so it is theoretically possible for this new transmission to end up in a Dart at some point in the near future.  


Sooner Than Later

Fuel economy figures for any of those pairings has yet to be finalized, but Chrysler has confirmed that early tests indicate the Dart could return an unadjusted combined mileage rating of 40 mpg. We wouldn't be too surprised if that figure is tied to the 1.4-liter turbo, as Fiat has said that combining MultiAir with turbocharging and a smaller engine displacement can improve fuel economy by up to 25 percent without sacrificing fuel economy.
How well that package -- and the Dart itself -- works in the real world remains to be seen, although we likely won't have to wait that long to find out. Production is expected to begin at Chrysler's factory in Belvedere, Illinois, in the second quarter of 2012. If the Dart drives as good as it looks, is priced right, and delivers competitive fuel economy, we hope it's a sign of the future products coming from Chrysler's latest merger.

2013 Dodge Dart
On Sale: Mid 2012
Powertrain
Engine: 2.0-liter DOHC I-4
Power: 160 hp @ 6400 rpm
Torque: 145 lb-ft @ 4800 rpm
Engine: 1.4-liter SOHC turbocharged I-4
Power: 160 hp @ 5500 rpm
Torque: 145 lb-ft @ 2550-4000 rpm
Engine: 2.4-liter DOHC I-4
Power: 184 hp @ 6250 rpm
Torque: 171 lb-ft @ 4800 rpm
Transmission: 6-speed manual, 6-speed dual-clutch (turbo only), 6-speed automatic
Drive: front-wheel
Dimensions
Length: 183.9 in
Wheelbase: 106.4 in
Width: 72 in
Height: 57.7 in
Curb weight: 3173-3297 lbs
Cargo capacity: 13.1 cubic feet

Fast forward seven years. Acura invited a select group of journalists out to its dealer meeting in Las Vegas for a taste of things to come. Along with the new ILX sedan and RDX crossover, we laid eyes on the shapely NSX concept shown here -- and, better yet, received word that it previews an actual production car.
What A Long, Strange Trip It's Been
That immense lull between NSX models wasn't exactly intentional. Honda had been working on crafting a flagship sports car for quite a while, but what once seemed like a clear-cut plan quickly became tumultuous.
Let's recap: although the first-generation NSX ceased to be in 2005, Honda first started hinting at a successor back in 2003, when it began showing the HSC on the global auto show circuit. Two years later, while confirming demise of the original car, the company announced efforts to develop a successor "had intensified."
True to its word, a concept foreshadowing such a vehicle emerged in early 2007. The Advanced Sports Car Concept, which debuted at the North American International Auto Show in Detroit, was said to hint at a new premium sports car, but many enthusiasts had trouble calling it the NSX. The reluctance was understandable, as the formula Honda was pursuing was a far cry from what we'd seen before. The ASCC eschewed a V-6 for a ten-cylinder engine, and also adopted a front engine layout and an all-wheel-drive system.
Spy photographers subsequently caught prototypes testing on public roads, but the project wouldn't last for long. In 2008, an unstable automotive market and questionable global economic stability led Honda to reconsider its priorities - not surprisingly, an expensive top-tier sports car wasn't exactly one of them. Although the development of a road car was canceled, the front-engine NSX project served as the basis of Honda's HSV-010 GT race car for the Japanese Super GT project.
Hope blossomed once again in early 2011, when Takanobu Ito, CEO of the Honda Motor Company and a former engineer on the original NSX project, confirmed his company was once again working on a new NSX.
Clean Slate
This latest approach shares virtually nothing with the company's last stab at an NSX successor. Previous ideas, notably those that called for a ten-cylinder engine to be placed ahead of the passenger compartment, have been discarded in favor of an approach officials believe is much more in line with Acura's brand identity.
As was the case with the original, the new NSX places its engine smack in the middle of its chassis. That engine will likely be a V-6, but that's where the similarities with the original car end. As was the case nearly two decades ago, Honda engineers view the car as a halo vehicle, one ideal for showcasing its engineering prowess and its latest and greatest technologies.
Subsequently, the NSX will utilize a form of the new hybrid Super Handling-AWD (SH-AWD) system. The V-6, likely a 3.5- or 3.7-liter, will drive the rear wheels by means of a seven-speed dual-clutch gearbox. Unlike the current SH-AWD system, which would send power to the front wheels by way of a driveshaft and a mechanical differential, the NSX's front wheels will instead be powered by a pair of electric motors. As each motor is assigned to a wheel, the system has the ability to accelerate the outer wheel in a corner, creating a yaw moment that improves the car's ability to turn in and rotate. All told, the system could produce a net punch of about 400 hp.
Swoopy Styling
Of course, packaging that sort of technology in a plain wrapper wouldn't suffice for a halo car. Love it or hate it, the new NSX's sheetmetal will certainly turn heads. Despite borrowing the Audi R8's general proportions and stance -- i.e. wide track, cabin pushed close to the front axle, etc. -- the car has a visual identity all its own.
Acura's edgy design language takes center stage, but the beleaguered "beak" grille -- long a complaint of previous Acura designs -- is thankfully nowhere to be found. Thin LED headlamps give way to a panel that dominates the upper half of the grille. The car's side panels are relatively clean and unspoiled, interrupted only by a rather dramatic light kicker above the rocker panels and a character line that neatly folds into a pair of buttresses that wisp away from the roofline itself. A thin line of LEDs wraps itself into the rear fenders, runs the entire width of the rear fascia, and effectively serves as both brake lights and a center-mounted stop lamp. The display model we were shown lacked a full interior, but appeared to boast a waterfall instrument panel that evolved the twin cockpit theme used in the original NSX.
Although Acura's only showing the car in coupe form at this point, there are rumblings of a convertible variant, fueled in part by the appearance of a similar-looking roadster on the set of the forthcoming Avengers super hero movie. If approved for production, expect that car to differ only in terms of its decklid, rear fenders, and side character line.
Production Priorities
It's still unclear if the NSX will utilize its own architecture, or perhaps share its platform with another vehicle. It is, however, fairly certain to enter production. Officials tell us the development program is still in its infancy, but the car could enter series production as early as 2015.
Will a hybrid sports car scare off some purists? Perhaps. But it doesn't necessarily equate to a vehicle that's not enjoyable to drive. As was the case with the first NSX, engineers are striving for a balance between driving nirvana and daily tractability -- albeit this time with an ecological conscience thrown in for good measure.
"The NSX will make the driver one with the car to enhance dynamic driving abilities without getting in the way," says Honda CEO Ito. "Like the first NSX, we will again express high performance through engineering efficiency - but even as we focus on the fun to drive spirit of the NSX, I think a supercar must respond positively to environmental responsibilities."

The Civic's New Clothes
As we've previously reported, the ILX shares its foundation with Honda's latest compact offering, the 2012 Civic. But, unlike the Canadian-market CSX, this is a bit more sophisticated than a Civic with an Acura grille insert and emblems.
As can be seen, the ILX shares no exterior sheetmetal with its Civic sibling. Instead, it blends a TSX-like nose with a taut body that's both chiseled yet smoothed at the same time. Character lines on the front door panels give way to a ZDX-like kink in the rear fenders. That kink, in combination with a sharp upward bend in the daylight opening, lends the car a bit of a coupe-like look. The combination appears a bit ungainly in photography, but looks surprisingly good when viewed in person.
The interior follows Acura convention not only in terms of look, but available technology. ILX models will be available with keyless entry and ignition, Pandora internet radio connectivity, and a SMS text message interface. We're told a Technology Package - which typically bundles navigation with an upgraded audio system and a few other goodies - is also in the cards, but officials have yet to precisely describe content levels. Three Forms
We do know Acura plans on offering the ILX in one body style, but in three different flavors. The "base" car will utilize a 2.0-liter I-4, which is mated to a five-speed automatic transmission. Want a sportier feel? The ILX can also be ordered with the 2.4-liter DOHC I-4 used in the Honda Civic Si family, which is only available with a six-speed manual transmission. Exact specifications have yet to be released, but expect an ILX so equipped to pack about 201 hp and 170 lb-ft of torque.
The ILX's third variant is a first for the Acura brand: a hybrid. The ILX Hybrid will crib the gas-electric driveline from its Civic sibling, meaning it will utilize a 1.5-liter I-4 paired with Honda's Integrated Motor Assist system. The Civic Hybrid earns a 44-mpg city/highway rating from the EPA, but Acura hints the ILX's driveline may be tuned to deliver a bit more performance instead of identical fuel economy figures. Something's Got To Give
The ILX is an attractive package, and the idea behind it - a car whose design is driven and controlled by the North American market it's being sold in - isn't a bad one. Nor is the idea of offering a premium small car under $30,000, considering Acura's current entry-level offering, the TSX, is priced from $31,000, just out of reach of the millennial generation Acura longs to attract.
But something - perhaps elsewhere in Acura's lineup - has to give. The ILX effectively undercuts the TSX, and officials concede it may eat into the TSX's volumes. Meanwhile, after a growth spurt designed to appease the European market, the second-generation TSX is large enough to begin encroaching upon the TL. We wouldn't be surprised if either one of those nameplates is revised or eliminated in the next several years, but Acura reps aren't disclosing future plans for either at this point in time.
Expect more information on the production-ready 2013 ILX to emerge soon - perhaps even the 2012 Chicago Auto Show in February - seeing as production will begin this spring at Honda's plant in Greensburg, Indiana.

Bye-Bye, Boy Racer
The original RDX faced few competitors when it first launched in 2006, but as the segment continued to grow and expand over the years, Acura's stab at a CUV stood out from the pack. While other luxury brands were packing stuffing six-cylinder engines into their small SUV offerings, Acura instead plopped a hairy 240-horsepower, turbocharged 2.3-liter I-4 underhood. Better yet, buyers could also opt for the brand's signature SH-AWD system, which used a mechanical differential to shift power between the rear wheels to aid cornering.
The result - a small luxury crossover with the attitude of a hot hatch - was perhaps endearing to enthusiasts, but a bit of an oddity in the market that's driven on refinement; on comfort; on sophistication. That's no longer the case. Though RDX's primary customers - both young, affluent professionals and older empty nesters - appreciated the power and comfort packed into the RDX's footprint, Vicki Poponi, Acura's assistant vice president of product planning, says they came back asking for something a bit more refined and a little less thirsty at the pump. Softer, Friendlier Exterior
From a styling standpoint, the new 2013 RDX seems to fit that requirement. Gone are the knife-sharp edges that dominated the exterior of the first-generation model. The new model still sports a pointed nose and headlamps inspired by the ZDX and MDX crossovers, but many surfaces are softer and far less cluttered than before - something aided in part by removing the lower cladding that marred the last model.
The sharp-edged, dark interiors of before are also eschewed in favor for a softer look. The cabin is dominated by softer, more curvaceous shapes, and accented with matte trim and premium leather in an attempt to move upscale. Engineers increased the amount of sound deadening used, while simultaneously employing an active noise cancellation to help insulate the cabin.
Although the MDX-esque styling makes the new RDX seem larger than before, its footprint hasn't grown all that much. At 183.5 inches long, the new RDX has grown only about an inch, although its wheelbase - which comes in at 112.8 inches - is about an inch-and-a-half greater than before. That said, the RDX is about five inches longer than the 2012 Honda CR-V, which shares the same platform. From Four To Six
Despite sharing roots with Honda's latest small SUV, the RDX again boasts a driveline of its own. For 2013, the turbocharged I-4 is no more, but the RDX isn't adopting the CR-V's 2.4-liter I-4. Instead, the 2013 RDX gains the 3.5-liter V-6 used in the TSX V-6 and base TL models. Acura says this engine cranks out 273 hp, about 33 more than the old turbo-four. A six-speed automatic is the only transmission offered, and a key part in improving fuel economy. Figures for the 2013 RDX are still being finalized, but front-wheel-drive models are expected to return 20 mpg in the city, and 28 in the highway - a mild improvement compared to the 19/24 mpg (city/highway) rating earned by its predecessor.
Another big change lies with the optional all-wheel-drive system. The SH-AWD driveline is no more; instead, it's replaced with a conventional all-wheel-drive driveline that's both lighter and less expensive than the SH-AWD system. We wouldn't be surprised if the drivetrain is similar - if not identical - to that on the CR-V, which uses a new electronically-controlled clutch pack to send power to the rear wheels. Focus On The Customer
Will enthusiasts and lead-foot journalists miss SH-AWD? Perhaps, especially when diving into corners like there's no tomorrow - but there's a good chance many RDX shoppers won't. Poponi says this is the perfect illustration of Acura's "smart luxury" mantra. "We need to understand what customers' needs are so we can deliver the right product with the right technologies at the right price point. We don't need to simply take an engineering feature and put it on everything we build."
Is the 2013 RDX still a CUV that thinks it's a hot hatch? No. Will it light enthusiasts' hearts on fire? Perhaps not. But it is clearly a much more sophisticated product born from mature decision making - and that may pay dividends in an increasingly mature market segment. Seeing as production begins in East Liberty, Ohio, this spring, we'll find out soon enough.
2013 Acura RDX
On Sale: Late 2012
Powertrain
Engine: 3.5-liter DOHC V-6
Power: 273 hp
Transmission: 6-speed automatic
Drive: front-wheel; all-wheel
Dimensions
Length: 183.7 in
Wheelbase: 105.7 in
Width: 73.8 in
Height: 64.2 in