CARSHAVA

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.

Peugeot Hatches a Competition Version out of its New 208 Supermini

Peugeot Hatches a Competition Version out of its New 208 Supermini

Aiming at those looking to race in the lower formulas of rally, Peugeot has introduced the first competition version of its new 208 supermini.
The new 208 R2 was developed for the popular R2 rally category and features a raft of upgrades over the regular model.

These include the driveline that combines a 1.6-liter naturally aspirated four-cylinder engine tuned to deliver 185hp at 7,800rpm, linked to a five-speed, manual, sequential gearbox with the lever mounted on the steering column.

Peugeot's engineers also made changes to the suspension, the brakes and switched the standard car’s electric power steering to a hydraulic unit, while the car rides on specially developed racing tires from Michelin.

“With the 208, Peugeot has given itself the means to create a new motoring icon,” noted Peugeot’s Range Director Laurent Blanchet during the R2 model’s launch.

“The 208 carries over the spirit of the 205 and the 206, plus the functionality of the 207 in a thoroughly modern package,” added Xavier Peugeot, the brand’s Product Director.

The 208 R2 will make its first public appearance in full racing livery when it serves as ‘zero’ car for next week’s Tour de Corse (May 10-12), the fourth round of the 2012 Intercontinental Rallye Challenge.

Peugeot said that the gravel and asphalt versions of the 208 R2 will both be available in kit form including the engine with prices starting at €37,500 (US$49,500) as well as in fully built form for €57,500 (US$76,000).


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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.