2010 Mazda RX-8

First launched in 2003 as a replacement for the rotary powered RX-7, the Mazda RX-8 received a face lift in 2009. Even if the four door sports car was a success from the beginning, the little 13B equipped RX-8 made the most of a refreshed exterior and interior with bolder lines and even more details, it was exactly what the car needed to stay ahead in the sport compact market. Available in three trim levels: Sport, Grand Touring and R3, the new RX-8 offers something for everyone from the entry level rear wheel drive shopper to the hard core enthusiast with prices ranging from $26,495 to $32,660. For 2010 the RX-8 receives a new front bumper design with a larger grille opening and more pronounced front lip that was actually requested by the racing team, new headlamps, wider front fenders, LED clusters in the back and a redesigned rear bumper with larger exhaust tips.

The inside of the freshened RX-8 benefits from some new trim materials making a sportier cockpit and the tachometer now features a variable red zone that rises as the engine comes up to temperature, just like the V8 powered BMW M3. However instead of an octet of pistons pumping up and down under the hood, there lies a compact 13B twin rotor Renesis engine making 232 HP at a screaming 8,200 RPM and 155 lb-ft of torque. This allows the RX-8 to accelerate from 0 to 60 MPH in just 6.4 seconds and reach a top speed of 145 MPH.
Launched in 2003, the Mazda RX-8 hit the global market with a serious bang. The RX-8 has won 48 global vehicle awards since its release including 2003 Japanese Car of the Year, Australia’s Wheels magazine’s Car of the Year for 2003, 2003 International Engine of the Year, 2004 Singapore Car of the Year, the 2004 U.S. Best Sports Car and UK Car of the Year 2004. It was also named on Car and Driver magazine’s Ten Best list for 2004, 2005, and 2006. In addition, the RENESIS Rotary Engine has won nine awards since 2003. All together, Mazda has sold nearly 182,000 RX-8s around the world.

Significantly updated for 2009 with a refreshed exterior and interior design, enhanced performance and an R3 model for the ultimate driving enthusiast, RX-8 maintains the same great features for 2010, while refining a few simple touches. To better accommodate consumer demands, the 2010 RX-8 is available with two trim levels - Sport and Grand Touring - and the R3 model, specially designed with the enthusiast in mind. Unchanged is the core of the RX-8 - a high-powered, lightweight and perfectly balanced machine powered by the world-renowned twin-rotor RENESIS rotary engine.

"Since the launch of the Cosmo Sport in 1967, every sports car ever developed by Mazda has had the same fundamental mission - to provide vehicle lovers with an affordable, fun-to-drive alternative," said Chris Hill, RX-8 vehicle line manager. "The 2010 RX-8 embodies that mission, conveying the unique and distinctive Mazda brand DNA to the fullest."

PERFORMANCE INNOVATION - MORE SPORTS CAR DRIVING PLEASURE

Through-and-through, the RX-8 is a pure sports car that gives the driver an exciting and dynamic experience. With its superior body rigidity and structural reinforcements, the rear suspension geometry was reconfigured for the 2009 model year for better handling performance and improved driveshaft rigidity.

To achieve this sophisticated dynamic, Mazda utilizes the advanced RENESIS (Rotary Engine genesis - or rebirth of the rotary engine) engine. The Mazda RX-8 remains the only mass-produced rotary-powered passenger car in the world. While exhibiting unusually high power output for a naturally aspirated engine, RENESIS outstrips comparable reciprocating engines in terms of acceleration, the feeling of power in reserve and quick response.

The Mazda RX-8 is available as either a 232-horsepower model fitted with a six-speed manual transmission, or a 212-horsepower model fitted with a six-speed automatic with steering-wheel-mounted paddle shifters for a Formula 1-style driving experience.

By turning a triangular rotor in a cocoon-shaped combustion chamber, the RX-8’s rotary engine efficiently performs the four processes of intake, compression, combustion and exhaust. The RENESIS engine is remarkably smooth and high revving - all the way to 9,000 rpm (7,500 rpm on Sport A/T-equipped models) - and offers a smaller engine footprint than traditional internal combustion engines (some 60 percent smaller and lighter than a comparably powered V-6, and 40 percent smaller and lighter than a four-cylinder). In fact, the packaging and styling that define the RX-8 would not have been possible had Mazda engineers chosen a conventional piston engine.

Improving upon 40 years of rotary designs, the RENESIS engine features side intake and exhaust ports with nearly 30 percent more intake area and twice as much exhaust area than its predecessors. The efficiencies gained through larger intake and exhaust ports exclude the need for forced induction.

The RX-8’s normally aspirated 1.3-liter engine might appear diminutive to the untrained eye when compared to large-displacement V-8s or heavyweight V-10s or V-12s. However, through the incredible efficiencies of a rotary powerplant, an advanced three-stage intake system and an electronic throttle, the RENESIS engine delivers smooth, linear power on a grand scale.

The RX-8 uses an aluminum double-wishbone front suspension, reducing unsprung weight over the use of steel components. By mounting the upper and lower arms on a highly rigid sub-frame, the long arms ensure linear alignment changes throughout the jounce and rebound of the front wheels. All wheels receive mono-tube gas-filled shock absorbers designed with large-diameter internal pistons and valving, which offer excellent road feedback and a smooth ride.

An electric rack-and-pinion power-steering system transmits just the right amount of road information back to the driver. Mazda engineers have chosen to pursue their own path by using an electric motor for steering assistance rather than a conventional power-steering pump. The electric motor provides additional assistance at low speeds to ease parking and reduces steering assistance at higher speeds to provide greater road feel, responsiveness and feedback. And, in keeping with the rest of the development on RX-8, it is far lighter and easier to package than a conventional power-steering rack.

SUPERIOR SAFETY

When designing the RX-8, safety was given as much of a priority as was performance. For Mazda, the safety process incorporates both accident avoidance and accident protection. In effect, this approach to safety means the RX-8 can help the driver avoid various dangers and protect occupants in the unfortunate event of a collision. In rollover tests performed by the National Highway Traffic Safety Administration (NHTSA), the RX-8 achieved an impressive five-star rating. Mazda engineers integrated numerous active and passive safety elements throughout the car. Active safety features, which require input from the driver, include the use of large ABS-equipped disc brakes on all wheels as well as precise steering and suspension systems. Dynamic Stability Control with TCS (standard on Grand Touring and R3) delivers a superior level of handling that can be disabled when driving and road conditions allow safe operation.

Passive systems, or those that take effect automatically without the driver’s involvement, also are present throughout the RX-8. Despite the absence of a fixed center B-pillar, the RX-8 has an exceptionally rigid body, accomplished through the use of a series of locking pins, which hold the doors together and bind each door directly into the roof and floor. Integrating the frame components helps dissipate crash energy through the vehicle’s structure.

Other standard passive systems on the RX-8 include front airbags, seat-mounted side-impact airbags and side-curtain airbags. Additionally, the front end and engine bay have ample crumple zones, the front seats are designed to reduce whiplash injuries, the brake pedal is designed to break away in the event of a collision of sufficient force to protect feet and legs and all four seating positions are fitted with three-point seatbelts. Even pedestrian protection was considered, as the RX-8 is fitted with Mazda’s "shock-cone" hood design that yields more to the impact of a pedestrian onto the hood than a standard design, yet is strong enough to not deform in normal use.

DESIGN CUES PROVIDE "HIGH-QUALITY" DYNAMISM

RX-8 was designed with an athletically sculpted exterior that provides a sense of originality that’s unrivaled in the marketplace today. Carrying over design enhancements from the 2009 model year, the 2010 RX-8 features a high-class look without impairing the basic design theme. Key design elements include aggressive front and rear bumpers and front fascia, sporty, high quality finish front headlights and rear LED taillights and larger exhaust pipes. The RX-8 also offers a new 10-spoke wheel design featuring a symbolic and sporty design in the motif of a rotary engine with different arrangements for each wheel size.

Taut muscular lines give RX-8 the liberating look of an athlete in motion. The muscular styling maintains classic sports car proportions while adding a Zoom-Zoom edge that is unmistakably Mazda.

The RX-8’s unique "freestyle" four-door design is proof that a true sports car does not need to sacrifice space or convenience for performance. The advanced design of the rear-hinged rear doors, provides a large door opening, allowing adult-sized passengers to easily enter and exit the vehicle. This design is also advantageous when securing a baby or a small child in the back seat. With ample passenger room for four full-size adults, and enough trunk space for a weekend’s worth of luggage, this sports car proves its versatility.

The RX-8’s exterior styling presents a genuine sports car form, while the interior boasts a comfortable and intelligently designed cabin. A simple, yet functional, interior design supports driving pleasure. Interior highlights include an athletic steering wheel, front and rear sports seats, an ergonomic center IP and an LCD touch-screen navigation system.

A variable red zone was also added to the tachometer. An extremely low cabin floor allows the seats to be mounted low in the chassis, which, along with a low instrument cluster and hood, enhance driver visibility. Mazda designers concentrated on the shape of the front seat backs and the rear seat cushions to ensure adequate rear-seat knee room. Front seat slide-rails are positioned to allow maximum leg room for rear-seat passengers.

The rotary design element is incorporated through the interior of the RX-8 in creative ways, appearing in the seats, center console, shift knob and emergency brake. The stylish cabin also evokes a sense of luxury and high-end quality. Mazda’s design team examined every aspect and component of the interior and has created an elegant, driver-centric atmosphere. Through the use of advanced ergonomic research, Mazda engineers established improper seating posture to be a cause of driver fatigue and built in optimum support in the front seats to help offset discomfort. In addition, the soft blue lighting used in the RX-8’s instrument cluster was found to reduce eye fatigue and strain.

PACKAGING INNOVATIONS - ULTIMATE PERFORMANCE R3 MODEL

To cater to the driving enthusiast, the RX-8 offers an R3 model. Providing the very best in rotary-powered motoring, the R3 model adds a sport-tuned suspension with Bilstein shock absorbers and front suspension crossmembers filled with urethane foam for better ride comfort. Rear spoiler, side sills, fog lights, Xenon headlights and sporty front bumper are added to enhance the sporty appearance along with 19-inch forged aluminum-alloy wheels with high performance tires. Inside, the R3 model adds a Bose® audio system with Centerpoint surround sound and AudioPilot® noise compensation technology, Bluetooth hands-free phone system, front Recaro sport seats with leather side bolsters, leather-wrapped parking brake and Mazda advanced keyless entry and start system.

Two other trim levels are offered - Sport and Grand Touring. The entry-level Sport comes well-equipped with a six-speed Sport automatic transmission with paddle shifters and Adaptive Shift Logic or a six-speed manual overdrive transmission with short-throw shifter; front and rear stabilizer bars, independent front and double-wishbone suspension/ rear multi-link suspension; sport-tuned suspension and torque-sending Limited Slip Differential (for manual transmission models).

Exterior highlights include 225/45R high-performance tires mounted on 18-inch aluminum alloy wheels, dual chrome tailpipe garnish, dual power mirrors and rear LED taillights.

Standard interior features include air conditioning, AM/FM/CD stereo with six speakers, auxiliary audio-input jack, cloth trimmed upholstery and door panels, cruise control, passenger seat one-touch walk-in function, steering wheel-mounted cruise and audio controls, leather-wrapped steering wheel and shift knob, and power windows and doorlocks.

Standard safety features include dual front, side and curtain airbags, alarm with immobilizer, Anti-Lock Braking System (ABS) with Electronic Brakeforce Distribution (EBD), burglar alarm and Tire Pressure Monitoring System (TPMS).

A step up to the Grand Touring trim adds Xenon headlights, fog lights, auto dimming mirror with Homelink®, Dynamic Stability Control (DSC) with Traction Control System (TCS); a limited-slip differential (on automatic transmission models), auto on/off headlights, Bose® audio with 6-disc CD auto changer, auto A/C, driver seat memory, power-adjustable driver’s seat with lumbar support, leather seating surfaces - heated front seats-and heated outside mirrors, Mazda Advanced Keyless Entry & Start system, rain-sensing wipers and Bluetooth® hands-free capability. A DVD-driven satellite-navigation unit is available as a stand-alone option. New for 2010, all Grand Touring models are equipped with a moonroof and Sirius Satellite Radio (with a six-month subscription).

All Mazdas come with a roadside assistance program. With a call to a toll-free number, owners can access roadside assistance 24 hours a day, 365 days a year throughout the United States and Canada. In addition, a comprehensive three-year/36,000-mile warranty covers every part on the vehicle except those subject to normal wear. Also, all models receive a five-year/60,000 mile powertrain warranty and a five-year/unlimited-mileage corrosion warranty. In addition, warranty coverage for the RX-8 includes extended coverage of the rotary engine to eight years/ 100,000 miles (whichever comes first).

2012 Nissan GT-R

Can it do 2.9 to 60 mph?Answering that question consumed a significant part of the 2012 Nissan GT-R’s press launch in California in January. Nissan claims this latest version can, but it wasn’t able to prove it, despite several attempts. The best the car could manage was 3.0 seconds. So, in entomological terms, it was about three beats of a bee’s wing slow, a glaring gap between claim and reality. Nissan’s man said it was because the track surface was cold that day. The assembled press snorted skepticism.

Well, we can now confirm that Nissan isn’t full of it. Our 3859-pound test car did an honest 2.9 seconds to 60 mph on our secret high-desert test track running California 91-octane pump gas with the ambient temperature at a slightly chilly 51 degrees. In fact, it did it twice before the clutch got hot and 10ths of a second started to pile on. The fourth launch saw it running about 3.3 to 60. After four launches, the computer requires a 1.5-mile cool-down cruise before it would allow the execution of any more launch-control starts. We did the cool-down but couldn’t get better times. The first two runs were the fastballs.

At 2.9 to 60, the new GT-R is 0.7 second quicker than an example we tested for a July 2008 comparison test, and it shaves 0.3 second from the quickest time we’ve ever recorded for the model. (The slowest GT-R time in our logs: 4.1 seconds.) The 2012 barrels through the quarter-mile in 11.2 seconds at 126 mph, almost a full second and 11 mph faster than that July 2008 comparo car. Tokyo, beware: Godzilla is more powerful than ever.

Nissan: Good at Engineering, Not So Good at Names

In Nissan’s bone-dry techno-speak, the 2012 Nissan GT-R is called the R35 GT-R (12MY M/C). Catchy, isn’t it?The R35 is the current model designation; you may recall the previous Japan-only R32–R34. The “12MY” refers to the 2012 model year, of course, and the “M/C” stands for “minor change,” according to chief engineer and resident GT-R god Kazutoshi Mizuno.

That “minor change” bit is perhaps a touch of Japanese modesty, but it’s apt. This GT-R’s biggest news is that horsepower from the twin-turbo 3.8-liter V-6 jumps from an already ridiculous 485 to a totally absurd, USDA-guarantee-of-certain-arrest 530, and torque swells from 434 lb-ft to 448.

There are some nitty-gritty suspension tweaks to enliven the steering and improve the big rocket’s straight-ahead tracking, some structural bracing to reduce body flex, a few styling alterations to clean up the aerodynamics, some changes to the stability and electronic suspension controls—you’d need to turn to page 274, subparagraph G, of the owner’s manual to read about them—and some new packages on which to spend more money.

Speaking of money, the price increase is not insignificant: $5890 more from the base 2011 to the base 2012 model, which is dubbed Premium and starts at $90,950. There’s also a new Black Edition that runs $96,100 and features a red and black interior, leather Recaro seats, and lighter six-spoke wheels with, of course, a black finish. For the body color, buyers of the Black Edition can choose any GT-R hue.

Feel the Rush

Beyond the track sheet, you can definitely feel the R35 GT-R (12MY M/C)’s extra power, much like you’d feel being whacked from behind by a six iron. Besides the engine, the other changes are far subtler. It’s a good thing Nissan brought along a couple examples of the 2011 model to compare against the new car during our single day of driving and track lapping.

Every production car on the market represents a snapshot, the final spot where the engineers decided to call it a day after exhausting their development time and budget. Improvements can always be eked out with more time and budget. That’s what the 2012 GT-R represents: the old GT-R plus three years of time and a little—very little, because the sports-car market has been sucking wind lately—extra development money.

That time and money bought those few exterior changes and structural enhancements. Tying the cast-aluminum front shock towers together is a new carbon-fiber brace with a honeycomb core that reduces flexing in the outermost part of the double-wall fire wall directly behind the engine. The bulkhead behind the dash gets additional bracing to tamp down vibrations and side-to-side racking, and the dashboard itself gets fancier stitching and a carbon-fiber appliqué for the switch plate, which was a peasantlike black plastic before.

Minor—Very Minor—Exterior Changes

The most obvious differences on the GT-R’s exterior are two glowing eyebrows of LEDs in the corners of the front bumpers. Extra dimples at those same bumper corners and a reshaped chin spoiler channel more air to the sides of the car, increasing the low-pressure zone underneath the nose and helping to reduce aerodynamic lift. The upper and lower grille openings are mildly reshaped, mainly for styling but also partly to improve underhood airflow, which in turn aids in brake cooling. In the rear, a new extended diffuser enhances underfloor cooling and reduces air resistance. Taken collectively, the aero improvements help the drag coefficient drop from 0.27 to 0.26 and increase downforce by about 10 percent. Fuel economy goes up, from 15 mpg city and 21 highway to 16/23.

What’s the Actual Power Bump?

The increase in economy is a feat, considering the substantial 45-hp bump to the VR38DETT V-6, due mainly to higher boost pressure made possible by better engine cooling. Peak boost rises from 10.9 psi to 13.0, and timing and fuel mixture are remapped accordingly. Mizuno says a 1-mm increase in the stroke of the thermostat allows greater coolant flow, which helps compensate for the higher cylinder temperatures. The two air-inlet pipes that feed the gorgeous intake manifold have larger diameters, and exhaust backpressure was reduced.

We asked Mizuno how much of the horsepower bump was already in the engine, considering that the media and the blogosphere have long speculated that some GT-R engines already made more than 500 hp. It was a rare topic on which the normally chatty Mizuno was mute. However, he did allow that absolute bottom-line quarter-mile performance will depend on where you buy gas. In states that sell 94 pump octane, it’ll be no problem. In California, which offers only 91, you’ll have to be choosy about where you tank up, Mizuno says, as some brands are better than others. (We apparently chose wisely, given our blistering times.) However, the company stands behind its 530-hp claim for all 50 states.

Staying in the driveline, engineers finessed the software controlling the dual-clutch six-speed transmission to make for smoother engagements during normal driving and jackrabbit launches. The car’s warranty now covers use of the launch control; stories of exploding transmissions and denials of warranty claims have dogged the GT-R since its debut. However, the software now requires a 1.5-mile easy drive after every four launches. Mizuno says this is to protect the driver’s neck from injury, although we suspect a desire to stem escalating transmission temperatures also factors into that change.

In the suspension, another degree of front caster firms up the car’s straight-ahead feel and adds more edge to its off-center response. Suspension flex must have been a problem in the earlier GT-R, as the front shock attachment points were moved outward on the lower control arms to change the lever point for additional stiffness and impact absorption, and the shocks now have aluminum pistons instead of plastic ones for—you got it—extra stiffness. The rear suspension geometry was changed to lower the rear roll center. Like we said, small details.

What Do Godzilla and Smoking Have in Common?

The front brake rotors are 15.4 inches in diameter, up from 15.0, and the GT-R now has one spec tire for the world. Before, most U.S.-market cars received Bridgestone tires while the rest of the world got Dunlops. But now Dunlop SP Sport Maxx GT 600 DSST CTT run-flat hams come on all GT-Rs.

If there’s a performance improvement from the Dunlops, it’s pretty subtle. Our braking distance from 70 mph dropped only three feet, to 153, and the skidpad performance was unchanged at 0.96 g.

The tires have a revised compound and construction changes targeted at better ride comfort and durability. Along those lines, the GT-R’s “comfort” suspension setting was altered to be more relaxed, and Mizuno says he can now circle a track in comfort mode without dropping ash off his cigarette, apparently a major test criterion.

We didn’t try the cigarette test, but we did pound over some of central California’s squiggliest roads in the 2011 and 2012 models. As we said, the power difference is the most noticeable change. It yanks the GT-R out of corners with considerably more urgency, provoking more oversteer—yee-ha!—as the tires fight for grip.

The suspension changes are harder to detect. On the road, the 2012 feels a little less nervous and vulnerable to pavement pitching and ruts. But the ride is still pretty stiff and active, even in comfort mode. It wasn’t until we reached the track, where we could switch back and forth between the old and new GT-Rs, that the suspension revisions revealed themselves in full.

The slightly greater effort it takes to turn into corners feels a little more organic, a little less robotic than before, and the ’12 car tracks truer down the straights with an overall better stability and sense of control. The brake pedal has less flex and more immediacy to it when the brakes are fresh, but during lapping, the 3800-plus-pound mass starts to eat into the performance of the stock street pads pretty quickly.

Chin Up, Current Owners

The R35 GT-R (12MY M/C) represents improvement by half-degrees—and several 10ths. But we have a message to owners of older GT-Rs: You have nothing to be ashamed of. Your vehicle is still a stunning, ballistic Corvette killer, even next to the new machine. And Nissan says it will offer a kit to help upgrade GT-R 1.0 to GT-R 2.0. No pricing or timing on the kit has been announced, and U.S. availability has yet to be decided.

If you were hoping for bigger changes, blame the market. GT-R sales in the U.S. dropped from 1730 cars in 2008 to 1534 cars in 2009 and plummeted to 877 last year. Officially, the company isn’t complaining, but you can’t fault Nissan for not upending the piggy bank to fight over 877 cash-register rings. Be grateful that Godzilla still lives and is getting better—and quicker—with age.

2011 Chevrolet Silverado HD / GMC Sierra HD Review

Decades ago, passenger cars were redesigned or retouched every year or two, and trucks evolved at a glacial pace. Nowadays, trucks—both pickups and SUVs—have picked up their evolutionary pace, and this includes pickups earmarked for heavy-duty use. Case in point: Three years ago, GM introduced its current Chevrolet Silverado and GMC Sierra HDs, and they’re already being massively upgraded for 2011.

It’s interesting, then, that they don’t look any different. GM developed a new, fully boxed ladder frame; beefed-up front and rear suspension components; bigger and better brakes; and a new Duramax diesel engine that offers stratospheric torque and better fuel efficiency. But other than a full-width chrome bumper and the relocation of the fake hood louvers, there is little you can see inside or out that broadcasts to the world that there’s anything new about these trucks.

Is That Some Torque in Your Pocket, or…?

The fact that there’s so little to brag about on the outside is curious because, under the hood, GM is winning the old game of “mine’s bigger” against Ford and Dodge. Although we provided a thorough rundown of what’s new on the 2011 Silverado and Sierra HD back in February, what GM didn’t release then were the all-important horsepower and torque ratings for its slightly revised 6.0-liter Vortec gas V-8 and heavily reworked 6.6-liter Duramax diesel V-8. Only after Ford announced the output figures for its Super Duty pickups in March did GM toss out its own figures: 360 hp and 380 lb-ft of torque for the gasoline V-8 and 397 hp and a monstrous 765 lb-ft for the Duramax turbo-diesel, which comes with a bespoke Allison six-speed automatic transmission. (The gas engine’s peak figures are unchanged from 2010, but the torque curve is broader and efficiency is said to be improved.)

The gas figures place the Vortec V-8 behind the 385 hp and 405 lb-ft of the Super Duty’s new 6.2-liter V-8, as well as the 383 hp and 400 lb-ft of the Ram 2500’s 5.7-liter Hemi. But the Duramax vaults way out in front of the 350 hp and 650 lb-ft of torque of the Ram’s 6.7-liter Cummins inline-six turbo-diesel and even the mighty 390 hp and 735 lb-ft for the Super Duty’s Power Stroke turbo-diesel V-8. So although it’s not an across-the-board smackdown, it can be argued that in the HD world, where diesels are the keys to the kingdom, the Duramax wears the crown.

Additionally, the Silverado 3500 is rated to tow up to 21,700 pounds with a fifth-wheel hitch, whereas the Dodge is rated for 17,600 pounds max. The Ford can pull up to 24,400, albeit only in even burlier 1.5-ton F-450 form. The F-350 tops out at 20,300 pounds. Still, there are few purposes for which 10 tons of towing ability (or the Dodge’s eight tons, for that matter) aren’t enough. The Silverado’s 6635 pounds of bed capacity is equally impressive, although we’re not sure what exactly weighs about as much as a Hummer H2 and can fit in the bed of a pickup.

In reality, disparities of 7 hp and 30 lb-ft among trucks weighing nearly four tons are minute. Unladen, the Ram, the Super Duty, and the GM HDs are equally overqualified for the task of basic transportation. Indeed, lighting up the rear tires in the 2011 Silverado or Sierra is absolutely no problem—GM claims a 0-to-60 time of fewer than nine seconds for the Duramax-powered 2500 and a quarter-mile time of fewer than 16 seconds. Accelerator travel is long, a deliberate decision to allow better management of all that torque, and the engine is amazingly quiet and smooth for such a humongous and powerful oil burner.

Stops and Turns, Too

The adjacent pedal controls a significantly updated system. Much was done for 2011 not only to upgrade the brake hardware but also to enhance the pedal feel. As with the steering, the effort makes the truck feel far more comfortable and, dare we say, more carlike. Diesel models now come standard with a button-actuated exhaust brake, which uses the engine’s compression to slow the vehicle. This is done seamlessly and quite effectively. Even with heavy loads in the bed, the HDs we drove thus equipped required little use of the brake pedal even on some of the steep Appalachian grades we descended on our drive. With the cruise control on, it was a set-it-and-forget-it affair.

The roads we drove were generally silky smooth. We encountered only a few rough patches, which we found to be managed heroically well for such a strong and sturdily sprung truck. Credit the independent front suspension—still a GM exclusive in the HD segment—the asymmetrical leaf springs, and the rock-solid, fully boxed chassis. The steering isn’t too light but rather nicely weighted for a big truck. It’s quite precise, too, with a semblance of life on center—something of a rarity in the HD-truck segment.

New Denali Is $18,000 Upgrade

Also present was GMC’s new Sierra Denali HD that, not surprisingly, is just like the light-duty version, only with sturdier guts and the option to get the diesel engine and dual rear wheels. We drove a 2500 model equipped with the 6.0-liter Vortec and found it to be quite pleasant, although at its $46,860 price, some of the hard-plastic interior panels start crying out for padding. Or stitching. Or both. And the leather and “wood” quality need to be brought up a notch or two. Still, with its glitzy wheels and perforated grille—now with ribs—the Denali is as handsome a truck as it’s ever been in light-duty form and one that ought to appeal to many a boss seeking to assert his or her authority before ever stepping out of the truck.

Lesser Sierra and Silverado HDs start at a far more reasonable $28,960; both offer the upgrade to the Duramax with the Allison transmission for $7195. They have received formidable increases in sturdiness, so these prices, which see a slight increase from 2010, are not exorbitant.

Style Deprived

It’s too bad, really, that the attractive pricing and the newfound strength aren’t accompanied by anything new aesthetically. Newness matters, and Dodge and Ford have fresh trucks, too—Dodge revamped the Ram HD for 2010, Ford redid its Super Dutys for 2011. GM’s best-ever HD trucks are arriving in dealerships now, and the company will have to get the message out to its customers via some smart and targeted marketing efforts, because the one thing these trucks can’t do on their own is spread the word.

2012 Ford Mustang Boss 302

Jim Farley, Ford’s group VP of global marketing, didn’t have to fly to California for the debut of the Mustang Boss 302. No one told him to. He came anyway. “I’ve been driving my own Mustang right through the past two Michigan winters thinking about this project,” he says. “From a business standpoint, the Boss 302 shouldn’t have happened. But it happened. My dream for the car was that it would make a lot of money for a guy street racing. It should be a car that winds up on YouTube doing something illegal. I’ve been waiting 20-plus years to launch a car like this.”

The decision to resurrect the Boss 302 was made in the darkest days of the recession. Is Ford brave or what?Especially since it’s so rare that offspring are able to match the feats of legendary forebears, as Charlie Sheen can attest.

To eke out of the Mustang GT’s engine a bonus 32 horses, Ford created a new intake manifold with runners resembling velocity stacks. Different cylinder heads were deployed—stronger alloy and altered ports—with each head undergoing 2.5 hours of CNC massaging. The camshafts offer increased lift, the intake valves are larger, the bearings are race-spec, and the baffled pan holds 8.5 quarts of synthetic oil.

The result is 444 horsepower at 7500 rpm, a happy medium between the Mustang GT’s 412 horses and the Shelby GT500’s 550. The Boss’s V-8—unlike the brutish Shelby’s—doesn’t so often overwhelm its chassis. In fact, what you first notice—and this is very BMW-ish—is that the Boss’s engine, driveline, and suspension draw virtually no attention to each others’ eccentricities. It lends the package a gratifying sense of unity that inspires confidence.

This V-8 is so vigorous and charismatic that its likeness ought to be carved on Mount Rushmore. The engine revs nearly as quickly as you can flex your right foot, feeling as if it displaces maybe three liters. What’s more, despite all that cam,it idles as smoothly as a Camry.

Sans traction control, launching the Boss takes some practice, although never has practice been so fun. Sidestep the clutch with too many revs, and you’ll trigger axle tramp followed by a cumulous cloud of Pirelli particulates that will only swell in size all the way through second gear. The trick is to slip the clutch from about 3500 rpm, then mat the throttle when the axle says, “Yeah, I’m feelin’ settled and relaxed back here.” The result is 0 to 60 mph in 4.3 seconds—0.3 second quicker than the GT (or a Camaro SS) and only 0.2 second behind the jackhammer GT500. Once that live axle is placated . . . well, here’s the telltale statistic: From 5 to 60 mph, the Boss loses not an inch to the GT500 and is but 0.1 second behind a BMW M3. The accelerative kick flings sunglasses and coins and pens in the center bin backward against a plastic wall, sounding as if they’ve just hit the bottom of a ventilator shaft. Through the quarter-mile, the engine pulls like a Tennessee mule—no valleys, no holes—slingshotting the Boss 0.4 second ahead of the GT and only 1 mph behind the M3.

All of this is accompanied by a mellifluous, resonance-free exhaust note that is an unlikely aural confluence of, say, Lexus IS F and Roush/Yates Sprint Cup engine. It’s a four-way exhaust—two sewer pipes astern and one per side exiting just in front of the rear wheels. A restrictor plate in each side pipe lends the Boss federal pass-by legality, but the baffles can be unbolted in less time than it takes to read this review. It’s lucky that the rumble is so rich, because the engine is seriously loud at idle. The Boss’s suspension has likewise benefited from a lavish labor of love. Compared with the GT, it boasts stiffer springs, a fatter rear stabilizer bar, new bushings, and 19-inch Pirelli P Zeros that, at the rear, are mounted on 9.5-inch-wide wheels. What’s more, each shock offers five settings that are adjustable via screwdriver, creating the possibility of very strange chassis behavior at the hands of very strange owners. Again, is Ford brave or what?And experimenting with dampers is educational, fun, and will make you feel like Parnelli Jones’s crew chief.

The steering rack is electrically assisted and can be toggled to comfort, standard, or sport modes. We preferred the standard setting, even at the track. The other modes did nothing more than alter effort. No matter. The steering was ever accurate, progressive, and informative, with peerless interstate tracking.

At the front, four-pot Brembos clamp 14-inch vented rotors. The pads are near-race-spec compounds, although they don’t squeal, and the brake lines have been hardened to prevent expansion. On the road, pedal feel proved sublime—fairly hard but bang-on linear—and it was a cinch to modulate braking right on the threshold of the ABS. Fade?None that we encountered either during testing or during nine-tenths lapping around Laguna Seca.

As a dance partner in the hills, the Boss eagerly goes all bossa nova, laying down its prodigious power with surprising smoothness. The chassis felt remarkably balanced, usually neutral, leaning toward power oversteer only in the tightest turns. Despite its super-quick transient responses, it never felt nervous. This Mustang is so agile, so responsive to delicate inputs, that it makes the GT500 feel like a FedEx truck. The Boss’s grip almost always exceeds the driver’s courage, so feel free to ignore our lateral-grip figure, recorded on a skidpad dusted with sand. What’s more, the ultra-short-throw shifter was an ally, although its gates are so close that a clumsy upshift from second will sometimes collect fifth.

Ford has forever treated its Mustangs as blue-collar contrivances of unprepossessing heritage. The cockpit thus remains dour and rudimentary, despite the synthetic-suede-wrapped steering wheel and the machine-turned aluminum trim. The acres of coarse, pebbled-plastic surfaces, in particular, would be (and have been) rejected in far less expensive machines, notably in Ford’s own Focus. The gaping voids between the tops of the rear tires and the rolled fender lips are eyesores. The steering column doesn’t telescope. And the brake and accelerator pedals should be closer together.

The base Boss fetches $40,995, and there is only one major option: a Torsen limited-slip differential and Recaro seats (packaged together and costing $1995), plus the so-called TracKey. If you’re headed for the track—and why wouldn’t you be?—then all three are mandatory. In total, 4000 examples will be assembled, which isn’t even half of the original Boss’s two-year production. That sum includes 3250 base Bosses and 750 Laguna Seca editions.

We expected the Boss 302 to be little more than a marketing exercise in nostalgia, a somewhat more brutal, slightly faster GT, with alluring graphics but primitive predilections. It isn’t. Nose to tail, this feels like a whole new equine—thoroughly sorted, conscientiously massaged, the object of considerable forethought and ambition. As automotive resurrections go, this is a knockout that venerates the original Boss while embarrassing it objectively and subjectively in every meaningful measure. What this is, is the best Mustang ever.

2012 Lotus Evora IPS

Arriving in late 2011 as a 2012 model, the self-shifting Lotus Evora IPS will be the first Lotus since the wholly forgettable Excel SA of the late '80s to offer an automatic transmission, and the first American-spec Lotus to offer an auto since the Eclat in the late '70s. It's the first step of a plan to rebuild the Lotus brand and increase its appeal to a broader range of consumers.

The transmission is right at home behind the Evora's Toyota-built 3.5-liter V-6 because it's essentially the same engine/six-speed transmission combo Toyota uses in the Camry. Like the engine, the tranny arrives at Lotus' workshop devoid of any electronic bits. From there, Chapman's minions set about replacing its entire shifting system. Now controlled by a Lotus-design actuation system and computer, the pedestrian Camry transmission takes on a whole new persona.

The end result is a unique experience. The torque converter locks above 20 mph and stays that way, so you don't get the smooth yet squishy automatic feel. It's more akin to single-clutch automated manuals, with a distinct kick during hard shifts. It's not as smooth or quick as the best dual-clutch automatics, nor is it as slow or clunky as an automated manual. It exists in some previously nonexistent middle ground that actually suits the car rather nicely.

Going in, we never expected the Evora IPS (which stands for Intelligent Precision Shift, naturally) to feel like a dual-clutch Ferrari. Lotus cars have a well-worn rep for being raw and uncompromising, and the Evora, while less of a dedicated track car than the Elise, is no Mercedes SLK or BMW Z4. For that reason we can forgive some of the Evora IPS' clunkiness. It comes across as a necessary evil of performance rather than a flaw in engineering.

That's not to say that the average well-off buyer is going to find the car rough and unrefined. Left to its own devices, the Evora IPS will sift through its ratios only slightly less smoothly than any other torque converter automatic, and will do its best to keep the fuel economy up. Like the manual transmission Evora, though, we find it's best to hit the "Sport" button, which has been relocated from the dash to the new push-button gear selector on the center tunnel, as soon as you fire the engine up. Sport mode noticeably increases throttle sensitivity, quickens shifts, holds gears longer, and downshifts more quickly and aggressively under braking.

In default mode, the Evora IPS is a fairly docile tourer. Shifts are quick but smooth as the transmission heads for the high gears and an unofficial 17 mpg city and 26 mpg highway. Acceleration is a bit underwhelming unless you really put your foot in it, but it'll scoot when you do. Grabbing the paddles will get you a downshift on command quicker than burying the throttle, though the transmission will automatically revert to full auto if you leave the paddles alone for 10 seconds.

Hit that Sport button, though, and everything wakes up. The throttle is suddenly much more responsive and the shifts are quicker and sharper. The transmission programming isn't as near-telepathic as Porsche's PDK gearbox, but it's not too far off and you can't help but smile as it bangs off a few rev-matched downshifts as you brake for the next corner. Pull a paddle and you're in full manual mode with no automatic upshifts at redline and no reverting to auto mode. If you're not having any fun with the Evora IPS, you're not trying.

That's not to say that the new

gearbox is faultless. While Chapman devotees will be happy to know the auto box has almost no effect on the car's curb weight, they'll be disappointed that the official zero-to-60 mph time lags three-tenths of a second behind the manual at 5.2 seconds. While the manual gearboxes get sport ratios, the automatic is mechanically identical to your neighbor's Camry, using the same ratios and torque converter. Though Lotus has the engineering chops to pull off a more sophisticated gearbox, the Toyota auto was the safe choice that offered reliability, a short and cost-effective development cycle, and the best compromise of traffic jam smoothness and back road performance, the company says. If the market demands it, though, the company won't rule out the possibility of building a higher-performing automated manual or dual-clutch transmission in the future.

Though the recipe may be sound, the best-laid plans can always go awry. Our fleet of early-build test cars each appeared to be in a different state of tune, with some shifting more smoothly than others. Most exhibited a tendency to hunt between fourth and fifth gears and over-revved on downshifts. Lotus has already prepared a software update to smooth out these teething issues, and it will be applied to the cars before the first U.S.-spec models see our shores in mid-November.

With the final kinks ironed out, Lotus is hoping to see a significant uptick in sales when the Evora IPS hits the market, perhaps in the 30- to 40-percent range. Right now, the company figures it's throwing away as much as 50 percent of potential U.S. sales by not offering an automatic, and expects a solid 50-percent take-rate on the option. Devout adherents to the Church of the Manual Transmission can take some consolation from the fact that Lotus will be charging the two-pedal usurpers an extra $2950 for the convenience of automatic gear selection. For now, the IPS transmission will only be offered on naturally aspirated Evoras, though the company says it will be offered on the supercharged Evora S sometime in the near future.

The Evora IPS is an imperfect solution to an imperfect problem, and it leaves us conflicted. The common rationalization for paddle-shifted transmissions is that they're faster and more precise than traditional manuals, making the car they're attached to faster, but this one isn't. On the other hand, the Evora's standard manual is actuated by a clunky, long-throw shifter, so you're not missing much. The IPS is designed to meet the needs of people who don't want a stick shift, not those who want absolute performance. It tries its best to be a performance enhancer as well, but while it's a jack of both trades, it's a master of neither. But while it may not add much, dynamically, to the Evora, it doesn't rob the car of its soul, either, and that's a compromise we can live with. After all, to truly love a Lotus is to love its faults as much as its strengths.

2012 Volkswagen GTI Edition 35

The Volkswagen GTI is one of our favorite cars, and not just among compacts. In terms of driving enjoyment and overall refinement, it’s a difficult car for anything on the market to top, especially when you take price into consideration. Sure, there is the far more powerful 270-hp Golf R, but that car carries a 282-pound weight penalty over the GTI, not least because of its all-wheel-drive system. Now, though, VW is trying to slot a car right between the GTI and Golf R: the GTI Edition 35, conceived to celebrate the GTI’s 35th anniversary in Europe; U.S. sales didn’t start until a few years later.

At first, the Edition 35 wasn’t going to come to the U.S., then it was, and now it’s off again. U.S.-market fate aside, VW did more than add a few badges to create this special edition—although it did add badges, too. Most important, the Edition 35 receives a more powerful engine. The U.S.-market GTI makes 200 hp, the European car delivers 210, and the GTI Edition 35 produces 235. It is fitted with the old EA113 engine, which is also used in the Golf R and can handle the extra power and torque better than the newer EA888 in its current state of evolution. Compared with the U.S. engine’s 207 lb-ft of torque—produced from 1800 to 5000 rpm—the 35 makes 221 lb-ft from 2200 to 5500 rpm.

The pumped-up EA113 is perceptibly more powerful, but only if you squeeze it hard. It needs to be revved higher, with the sweet spot somewhere around 5000 rpm, and it sounds stronger and more masculine, thanks in large part to a modified exhaust system. Even so, the Edition 35 probably needs a vigorous tailwind to get anywhere close to the claimed top speed of 154 mph (ungoverned). There is a fuel-economy penalty, of course: Consumption in the European cycle climbs 10 percent over the regular GTI’s.

Dual Clutch, Single Mind

The power is transferred to the front wheels through a slick-shifting six-speed manual or VW’s equally delightful six-speed dual-clutch transmission. In light of the fact that the smaller Polo GTI is no longer available with a manual, what does the future look like for the traditional box in other hot VWs?Not to worry, a VW engineer assures us. He says, “The GTI is a typical manual-transmission car.”

One of our favorite features of the Edition 35 is that it allows the driver to switch the stability control off completely—something not possible in the regular GTI. The only other thing we wish for is a real limited-slip differential. Unfortunately, VW fits the car only with XDS, which keeps the inside front wheel from spinning in turns by applying its brake. It helps keep the GTI neutral up to the limits of adhesion, but a true limited-slip diff would do wonders for the car’s corner exits on the track. “We want to keep the GTI Edition 35 a typical Golf with the qualities of a daily driver,” explains an engineer, adding, “A limited-slip differential is something we might consider for the Golf R.”

What about the show-off credentials of the Edition 35?Unique 18-inch “Watkins Glen” wheels are standard, and painted 19-inch “Glendale” wheels are optional. The 35 gets a unique lower front fascia, Recaro sport seats, red stitching on the carpet and seat belts, black mirrors, and darkened taillights.

These changes might seem minor, but they’re enough to set the Edition 35 apart at a glance from a seasoned eye. To the casual observer, though, it’ll be just a GTI. That’s not a bad thing at all. We like the GTI Edition 35 not predominantly for its enhancements, but because it’s still a GTI.

2012 BMW 640i coupe

This is the third-generation 6-series coupe. The upmarket two-door, previewed in near-production-ready guise as a concept at last year's Paris motor show, is set to follow the recently introduced second-generation 6-series convertible into North American showrooms in October as a 2012 model.

It's not the last of the new 6-series models to arrive here, though. BMW is planning next year to debut a four-door derivative to rival the Audi A7 and the Mercedes-Benz CLS, with styling first previewed on the GranCoupe concept car.

The new 6-series is based on the same underpinnings as the latest 5-series, complete with a new double-wishbone front suspension and an electromechanical steering system. Among the long list of options is a rear-wheel steering system dubbed "Integral Active Steering," and "Dynamic Damper Control," both of which we recommend to anyone seeking heightened levels of response.

As with its open-top sibling, the new 6-series coupe initially will be offered with the choice of two turbocharged direct-injection gasoline engines--the familiar 315-hp, 3.0-liter inline six-cylinder unit that powers the 640i and a 401-hp, 4.4-liter V8 in the range-topping 650i.

BMW also developed a model running a 308-hp version of the 3.0-liter inline six-cylinder diesel engine, but it is not planned to join the North American lineup anytime soon.

What we can expect, however, is a new M6 running the same 552-hp turbocharged 4.4-liter V8 engine revealed in the new M5.

Both gasoline engines come mated to a standard eight-speed automatic gearbox. The 640i comes as standard with rear-wheel drive. But in a first for BMW's big coupe, buyers will be able to choose between rear- or four-wheel drive with the 650i.

As part of an effort to improve fuel consumption, the new model gets automatic stop/start, brake-energy recuperation, aerodynamic-enhancing flaps behind the grille that close on part throttle to smooth air flow, and ancillary engine functions, including on-demand oil and water pumps that draw energy only when required.

What is it like to drive?

The new 6-series coupe is a highly competent car--so competent over a wide range of dynamic disciplines, in fact, that it can seem a little clinical at times. Look beyond this characteristic, though, and you discover a car that is capable of devouring large distances with ease in the best grand-tourer tradition.

The car's best work is done on the highway, where it cruises serenely with impressive refinement while imparting a feeling of always having a good deal of reserve at typical North American speed limits.

Despite tipping the scale at 3,660 pounds, the 640i is quick in a straight line. Its engine throws out 332 lb-ft of torque at just 1,300 rpm, so you don't need too many revs before tapping into a solid stream of performance.

BMW claims a 0-to-62-mph time of 5.4 seconds. Top speed is limited to 155 mph.

The electromechanical steering, with BMW's variable assist setup as optional, gives the 640i astonishing agility for such a big and heavy car. Despite the weight, it carves through corners, even at high speeds, in a flat and unflustered manner, relying on the abundance of grip to ensure that the driver rarely needs to correct the line. An armada of driver aids also ensures any wayward action is quickly handled. And with the Dynamic Damper Control providing continuous adjustment of the stiffness of the car's suspension, it also rides in a firm but well-controlled manner.

BMW's designers have placed a great deal of effort into lifting the appeal of the car's cabin, which receives a stylish, driver-oriented dashboard, the latest version of BMW's iDrive system and the same controls as those found in the latest 5-series.

With a 2.8-inch increase in length and a 1.5-inch gain in width, the new car offers greater levels of accommodation up front, broader seats have more substantial back rests. A 3.0-inch stretch in the wheelbase also added space in back, although the individual rear seats are still best suited to children.

Do I want one?

No doubt about it, the 640i is an impressive machine--from its high level of quality through to its elegant new styling, eager performance and improved everyday practicality. It is a more rounded rival to cars such as the Mercedes-Benz E-class coupe and the Jaguar XK than the previous 6-series coupe. However, it lacks the engagement of true sports car such as the Aston Martin Vantage and the Porsche 911--the latter of which BMW chassis engineers suggest served as a benchmark throughout the new car's development. Think of it more as a traditional grand tourer, and you'll be on the right track.

Natural-gas-powered Honda Civic can stay in California carpool lane

Honda Civic GX drivers in California are smiling this week as they continue to have access to the high-occupancy-vehicle lane, even with just one person in the car. Even though one-occupant hybrid cars have lost access to the carpool lane, natural-gas-powered vehicles get to use it for another four years.

Beginning on July 1, yellow-stickered partial hybrids were banned from HOV areas on the highways unless they carried the mandated number of people. Natural-gas-powered cars and fully electric cars with the super-ultralow-emission-vehicle notation get a white sticker. Both the Nissan Leaf and the Tesla Roadster also fit the mold.

Demand for the natural-gas-powered Honda is up, with sales tripling over the same period last year. Owners of no-longer-exempt cars have gone to dealerships in droves trying to snatch up the remaining copies, new or used. Dave Conant, owner of Conant Auto Retail Group, told Automotive News that he found only one or two used models that were available as of last week.

Unfortunately for Honda, and for HOV-lane drivers, the 2012 Civic NGV won't be ready until the fall. It has a 1.8-liter engine capable of delivering 110 hp and 106 lb-ft of torque. It gets 31 mpg combined in the gasoline-gallon equivalent. New interior features include a multi-information display and, for the first time, navigation.

The price of natural gas historically has been about 30 percent less per gasoline-gallon-equivalent compared with gasoline.

Brabus V12 cabriolet squeezes 800 hp into an E-class Mercedes-Benz

Consider German tuner Brabus the BALCO to Mercedes-Benz’s Barry Bonds: Brabus makes the cars stronger, faster and meaner.

First, Brabus attacked the Mercedes E-class sedan, and then it went crazy on the coupe, installing insane V12 engines in both. Now, the mad scientists are pumping up the four-seat cabriolet.

Brabus shoehorned a heavily customized version of the three-valve Mercedes S600 V12 into the E-class, along with a beefed-up five-speed transmission. Power is big--800 horses big. And torque? Put your chiropractor on speed dial because the car is electronically limited to 811 lb-ft.

The company installed a special crankshaft with a longer stroke and larger pistons to increase displacement to 6.3 liters. The cylinder heads were optimized for flow and a sport camshaft grind is used. Two exhaust manifolds with integrated turbochargers were added, along with four water-to-air intercoolers.

And, of course, Brabus works a little magic with the ECU to keep all the high-performance parts singing in unison.

All of that power needs to hit the pavement at some point, which is why Brabus equipped the convertible with a high-performance limited-slip differential with a locking rate of 40 percent. This allows the cabriolet to hit 60 mph in 3.7 seconds, 124 mph comes up in less than 10 seconds, and 186 mph arrives in 23.9 ticks. Top speed is 231 mph.

Now, when getting to the double-century mark, it helps to be well-planted. Brabus takes all of its cars to the wind tunnel to fine-tune the aero of the carbon-fiber body. The company claims a redesigned front apron reduces lift and guides more air to the brakes and the radiator. Outlets on the side route hot air away from the heat exchangers, and widened front fenders allow for the 9.5-inch-wide tires at the nose while the same treatment at the rear fits 10-inch-wide rubber.

Brabus joined with Bilstein for the custom suspension which has 10 selectable settings for jounce and rebound, along with a ride height that can be adjusted 35 millimeters up and down. Clamping duties are taken care of by slotted and vented discs with 12-piston calipers up front and six-piston binders in the back.

Needless to say, the Brabus 800 E V12 cabriolet is a lot of car. But the company is confident enough to offer a two-year, bumper-to-bumper warranty on the whole thing and three years on the Brabus-specific tuning products, all for $681,484, converted from euros. That does include the cost of a stock E-class cabriolet, so there’s your value right there.

2011 BMW M3 "Frozen Black" Special Edition

How can something get hotter when it’s frozen? Easy: when it’s a “frozen” BMW M3. Like the 30 Frozen Gray Edition M3s that BMW offered last year, the Frozen Black Edition is a limited-run two-door, although just 20 will be served up this time around. Every Black will be equipped with the Competition package, BMW’s M-DCT dual-clutch transmission, and a black leather interior with red stitching. The paint is a matte-finish metallic black, accented by red brake calipers and gloss black wheels and body trim (grille inserts, window moldings, exhaust tips).

The Frozen Black Edition comes loaded with pretty much everything else on the M3 options list, including the Premium Package 2 (power-folding auto-dimming mirrors, universal garage-door opener, power front seats, carbon leather interior trim, interior mirror with compass, BMW Assist with Bluetooth), the Convenience package (alarm system, keyless entry, rear park-distance control, voice-activated navigation, iPod and USB inputs), heated front seats, satellite radio, and the BMW Individual Enhanced premium sound system. The package, BMW says, is intended to celebrate the arrival of a whole line of “Frozen” paint colors to the BMW Individual customization program.

Want one? Get on the horn to 1-800-245-4269 at exactly 11:30 a.m. Eastern on Thursday, June 16, and be prepared to shell out $81,825. If you’re one of the lucky 19 to get through—one example is being held back for possible sale at a later date; hello, auction!—by the end of the summer, you may have one of the coolest E90 M3s ever built.

2011 Mopar Ram Runner - Short Take Road Test

SpecificationsTEST NOTES:Ford’s F-150 SVT Raptor. True to the brand’s character, the Mopar Ram Runner package for the Ram 1500 is to the unpaved realm what the Dodge Challenger Drag Pak is to the quarter-mile.Ram 1500 4x4 with a six-foot-four-inch bed. Co-developed with Kroeker Off-Road Engineering, the Ram Runner’s Stage 2 package ($13,270) leverages the latest Ram’s all-coil-spring suspension for maximum off-road potency. The aggressive off-road tires lack on-road prowess, thus the low lateral grip. Braking distance is long but not much worse than that of other off-road trucks we’ve tested.　
Building on its rich history of street machines and wheel-standing drag cars, Chrysler’s Mopar group is now entering the mud-spattered off-roading arena with this, its answer to
Unlike the Raptor ($42,930 base price), the Ram Runner is a not a regular-production vehicle. Instead, it is a collection of  bits available from Mopar that can be fitted to any current-gen
It’s a serious upgrade over Mopar’s bolt-on Stage 1 kit ($3129), with Stage 2 adding lengthened and reinforced front control arms, heavy-duty tie-rods and ball joints, and fat, 3.0-inch Fox internal-bypass front and rear shocks. Those monster dampers support 14 inches of wheel travel at both ends, with the truck’s overall height rising 3.5 inches (to 79.2) with the recommended 35-inch-tall tires. Ground clearance gets a similar lift, to 13 inches.
Nearly $7000 in other Mopar parts makes up the full Ram Runner package and further transformed our $34,690 SLT 4x4 Quad Cab tester into a $61,863 desert truck: flared fiberglass fenders ($1020) and bed sides ($1350) that increase overall width by 6.0 inches to a driveway-choking 85.4, a gnarly tube front bumper and skid plate ($1250), a bed-mounted spare-tire carrier ($1010), an aluminum hood ($978), a cat-back exhaust system ($1135), and a set of all-weather floor mats ($70). The not-so-subtle Mopar vinyl wrap seen on our test vehicle might actually be added to the catalog, for those determined to assist Mopar’s marketing efforts.
Additional aftermarket bits include a pair of super-bright LED light bars ($1400) and HID auxiliary lights ($600), 17-inch Pro-Comp wheels ($940) with BFGoodrich Mud Terrains ($1500), a full roll cage ($1000), and Mastercraft front seats with five-point harnesses ($1200).
The Runner shined on the sand dunes of Michigan’s Silver Lake State Park, where the suspension’s initial stiffness gave way to a mechanical cushion that, at highway speeds, soaked up launches and knee-high obstacles. Thanks to the Hemi’s ample grunt and the truck’s limited-slip rear differential, it was easy to steer with the throttle, and the wider track and big tires helped plant the chassis during high-speed cornering. The overall look and feel is more feral than the Raptor’s and, indeed, the Ram Runner lacks the refinement of a factory-prepped vehicle.
Such a focused package is about as at home on the street as it would be on water, even if the kit does not affect the truck’s factory warranty or its street legality. With its added width, football-field–sized turning radius, and humming mudders, the Ram Runner is predictably clumsy on pavement. Its lowly 0.67 g on the skidpad, even worse than the Raptor we tested most recently (0.70 g), was accompanied by great steaming chunks of cast-off tread. Acceleration from the stock 5.7-liter Hemi V-8 is adequate, pulling the truck’s 5949 pounds (about 250 more than stock) through the quarter-mile in 15.6 seconds at 88 mph. But the 211-foot stop from 70 mph had us wishing for more-pavement-oriented tires. The stock truck’s fuel economy (13 mpg city and 19 highway) also took a hit, as we averaged only 12 mpg on the street and 5 mpg off-road.
Unfortunately, our test was cut short by a transfer-case failure incurred while powering out of deep sand. We suspect the truck’s past beatings might have had something to do with this and that what may be considered "excessive abuse" could affect warranty repairs. The failure highlighted two things: the brutality of off-roading and the fact that the Ram Runner conversion does not touch all of the base truck’s key components.
Chrysler has yet to say if  it will offer a factory version. Depending on your budget and skill level, the Mopar parts can be ordered a la carte for home installation or added to your new or used truck at the dealership. That makes for an attractive alternative to the Raptor for those who don’t want to go whole hog or simply cannot betray their chosen brand. In our minds, the kit’s flexibility makes it all the more attractive if you start with a less-expensive Ram model. As with the equally thirsty Raptor, you’ll need the money you save for fuel.VEHICLE TYPE:
PRICE AS TESTED:
ENGINE TYPE:
Displacement:
TRANSMISSION:
DIMENSIONS:
C/D
FUEL ECONOMY:
EPA city/hwy driving: 13/19 mpg
C/D observed: 12 mpg
*Base price includes Ram 1500 SLT Quad Cab 4x4 with 5.7-liter V-8, 3.92:1 rear axle, and all dealer-installed Mopar accessories. TEST RESULTS:
Zero to 60 mph: 7.0 sec
Zero to 100 mph: 24.5 sec
Street start, 5–60 mph: 7.5 sec
Standing ¼-mile: 15.6 sec @ 88 mph
Top speed (governor limited): 100 mph
Braking, 70–0 mph: 211 ft
Roadholding, 300-ft-dia skidpad: 0.67 g
Wheelbase: 140.5 in Length: 239.0 in
Width: 85.4 in Height: 79.2 in
Curb weight: 5949 lb 5-speed automatic with manual shifting mode 345 cu in, 5654 cc
Power (SAE net): 390 hp @ 5600 rpm
Torque (SAE net): 407 lb-ft @ 4000 rpm pushrod 16-valve V-8, iron block and aluminum heads, port fuel injection $61,863 (base price* $54,773) front-engine, 4-wheel-drive, 5-passenger, 4-door truck