2013 Hyundai Santa Fe SUV (2.0L 4-cyl. Turbo AWD 6-speed Automatic)

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.

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 largerHyundai 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.

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2013 Mitsubishi Outlander

Introduction

The formula for a successful compact crossover is simple: plenty of space for five passengers and their stuff, lots of utility, fuel economy that makes the old Tahoe a distant memory and inoffensive, unremarkable design. The 2013 Mitsubishi Outlander -- the end of the line for the current-generation model -- nails much of those criteria with the exception of the last. With its sharply creased exterior styling, the Outlander was not designed to slip quietly through the school drop-off area.

Assertive styling and handling have made the Outlander a solid outside pick in years past, but we expect the redesigned model due in late 2013 to get in step with today's leading crossovers by offering greater versatility, a nicer cabin and higher fuel economy.

In the meantime, the Outlander remains a good choice for buyers with performance-oriented criteria, including sporty handling and V6 power. The 2013 Mitsubishi Outlander is also among the roomiest cargo haulers in its class, and it offers plenty of standard and optional features, including a rear-seat entertainment system as well as a navigation system and 40GB music server.

The Outlander's fateful flaw, however, is its cabin, which is functional in a sporty sort of way yet doesn't offer the premium aspect of the competitors in this class. The Outlander's puny, rickety third-row seat is another drawback. Although the Outlander is billed as a compact crossover with seating for up to seven passengers, you'd never put friends back there unless you wished to end the friendship. The area is cramped and the seat itself is lightweight and flimsy. Kids won't fare much better, either.

The Outlander doesn't get the attention it deserves, though. It's one of a handful of small crossovers to offer a V6 option, which increases towing capacity to 3,500 pounds. Its tail/liftgate combination is surprisingly useful. And the Outlander handles more like its quick-witted Lancer Evolution relative than comparable cushy crossovers.

At the same time, the Outlander has been outpaced in a segment that evolves quickly. The Honda CR-V and Ford Escape were both recently redesigned, and the Toyota RAV4 should bow later this year with new sheet metal and hardware. The spacious Chevrolet Equinox, the handsome Kia Sorento and new Mazda CX-5 are also all worthy considerations. Overall, we like the Mitsubishi Outlander but we also think the majority of small crossover shoppers will likely be happier with one of the aforementioned rivals.

Body Styles, Trim Levels, and Options

The 2013 Mitsubishi Outlander is available in three trim levels: ES, SE and GT.

The entry-level ES is equipped with a four-cylinder engine and comes standard with 16-inch steel wheels, roof rails, heated side mirrors, LED taillamps, air-conditioning, cruise control, remote keyless entry, full power accessories, a leather-wrapped steering wheel with audio controls, cloth upholstery, reclining rear seats and a six-speaker sound system with a CD player and an auxiliary audio input jack.

The SE adds 18-inch alloy wheels, foglights, turn signals in the mirrors, keyless ignition/entry, upgraded gauges and upholstery, automatic climate control, heated front seats, sliding second-row seats, third-row seats, steering-column-mounted paddle shifters, a six-disc CD changer and the Fuse hands-free link system that integrates voice controls for iPod and Bluetooth devices.

All Outlander GT models are powered by a 3.0-liter V6 and come with all the above-mentioned features plus automatic xenon headlights, automatic wipers, satellite radio, chrome accents and soft-touch dash and door trim. The AWD GT also includes an active front differential, hill start assist and an advanced AWD mode selector.

SE models are eligible for the Premium package, which adds a sunroof, an auto-dimming rearview mirror, a rearview camera, a nine-speaker Rockford Fosgate premium sound system with satellite radio and the soft-touch interior trim. The Touring package is offered on GT models; it features most of the amenities in the Premium package and adds leather upholstery (front- and second-row seats), heated front seats and a power-adjustable driver seat.

A hard-drive-based navigation system with real-time traffic and digital music storage is available as a stand-alone option for all trims, as are rear parking sensors, LED interior lighting, a tow hitch and harness, a rear entertainment system and remote engine start.

Powertrains and Performance

The Mitsubishi Outlander ES and SE are powered by a 2.4-liter four-cylinder engine that makes 168 horsepower and 167 pound-feet torque. The GT has a 3.0-liter V6 that's good for 230 hp and 215 lb-ft of torque. Four-cylinder Outlanders come standard with a continuously variable transmission (CVT), while the V6-powered GT uses a traditional six-speed automatic. Both have manual-shift capability.

All-wheel drive is offered as an option on the SE and GT, while the ES is front-wheel-drive only. The AWD system offers different driver-selectable modes to optimize traction in varying conditions. The GT's all-wheel-drive system features an improved front differential, plus additional driving modes.

In Edmunds testing, the Outlander GT accelerated from zero to 60 mph in 7.9 seconds, which is about average for a V6-equipped crossover SUV in this segment. EPA fuel economy estimates for the 2WD Mitsubishi Outlander are 23 mpg city/28 mpg highway and 25 mpg combined with the four-cylinder engine, and 19/26/22 with the V6. The AWD four-cylinder gets 22/27/24 mpg, while the AWD V6 gets 19/25/21 mpg.

Safety

All major safety features are standard on the Outlander, including antilock disc brakes, stability and traction control, front-seat side airbags and full-length side curtain airbags. Whiplash-reducing front head restraints are also standard.

In the Insurance Institute for Highway Safety's frontal-offset and side-impact crash tests, the Outlander earned the top rating of "Good." In roof-strength tests, the crossover scored an average rating.

Interior Design and Special Features

The Outlander's cabin feels distinctly austere and masculine, all square lines and clean surfaces devoid of the accents and flourishes seen in rivals striving for a more premium environment. On one hand, the interior's unadorned utility complements the Outlander's more rugged, all-weather credentials. You probably won't cringe if you scuff the door panel with a Leatherman. Outlander GT models step it up a bit with soft-touch upper instrument panel and door trim, with eye-catching double-stitch accents. But folks considering one of the other, more mainstream trims will wonder why the cabin is not as nice as that seen in a Ford or Kia.

The Outlander's steering wheel tilts but doesn't telescope, something taller drivers should consider. The Fuse system allows you to make phone calls and access your iPod via voice commands, and is relatively intuitive to use.

SE and GT models come with a third-row seat that works in a pinch, but is too slight and ineffectual for regular use. Small, cramped and located uncomfortably close to the tailgate glass, this mini jump bench is also remarkably ill-padded. On the plus side, the Outlander offers a unique flip-down tailgate capable of supporting up to 440 pounds. With the second- and third-row seats folded, total cargo space measures nearly 73 cubic feet -- significantly more than the CX-5 and Escape, slightly more than the CR-V and about even with the RAV4.

Driving Impressions

When it comes to driving dynamics, the 2013 Mitsubishi Outlander is among the most enjoyable picks in its segment. Its handling limits are noticeably higher than the typical crossover's, its steering is pleasantly weighted and its suspension is tuned to deliver athletic handling that doesn't come at the expense of comfort. While the Outlander's V6 isn't as powerful as those in the Kia Sorento or Toyota RAV4, it delivers brisk acceleration. As an added bonus, the all-wheel-drive system ably keeps the car planted on loose road surfaces like sand and snow.

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2013 Ford C-Max Hybrid

What's New for 2013

The 2013 Ford C-Max Hybrid is an all-new vehicle.

Introduction

Ford launched an ad campaign a few years ago hinged on a theme of "bold moves." Meant to project the automaker's new tolerance for risk and daring, the campaign underpinned the arrival of shake-up cars like the Flex, Fusion Hybrid and F-150 Raptor. Although the marketing bravado has since faded, Ford is still throwing the dice, this time with the 2013 Ford C-Max Hybrid and C-Max Energi.

Although the C-Max wagon has already been on sale in Europe, the Hybrid marks the debut for the C-Max stateside. It will use a 2.0-liter four-cylinder engine paired with an electric motor. The combination, in conjunction with a lithium-ion battery pack, generates 141 horsepower in the standard gas-electric C-Max Hybrid. The C-Max Energi, meanwhile, will be Ford's first production plug-in hybrid.

For the Hybrid, Ford is claiming that it achieves an impressive 47 mpg city and 47 mpg highway. The Ford C-Max Energi, meanwhile, is expected to achieve more than 500 miles of driving range between its gasoline engine and its lithium-ion battery pack, and it will be possible to fully charge the batteries overnight through a standard 120-volt electric outlet.

The C-Max line features a high roof design that gives each vehicle plenty of headroom for passengers along with a higher command-style seat position. It also features five-passenger seating that includes a split, fold-flat second-row seat. According to Ford, the C-Max Hybrid provides 54.3 cubic feet of cargo space behind the first row and 24.5 cubic feet behind the second row. The Energi will be slightly less spacious.

We expect the C-Max Hybrid to compete primarily against the Toyota Prius V. Besides providing slightly better fuel economy, the C-Max will likely be more enjoyable to drive and have a nicer interior. But the Prius is more established, and its Entune electronics interface is easier to use than the finicky MyFord Touch system.

We've yet to drive the 2013 Ford C-Max Hybrid, but check back later for a full review, including specs, driving impressions and buying advice as it becomes available.

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2013 Acura ILX Hybrid

Vehicle: 2013 Acura ILX Hybrid with Technology Package
Odometer: 2,876
Date: 7/3/2012
Driver: Chris Walton
Price: $35,295 (price as tested)

Specifications:
Drive Type: Front engine, front-wheel drive
Transmission Type: CVT
Engine Type: Naturally aspirated, port-injected inline-4
Displacement (cc/cu-in): 1,497/91.4
Redline (rpm): 6,000
Horsepower (hp @ rpm): 111 @ 5,500
Torque (lb-ft @ rpm): 127 @ 1,000
Brake Type (front): 10.3-inch ventilated discs with single-piston sliding calipers
Brake Type (rear): 10.2-inch solid discs with single-piston sliding calipers
Suspension Type(front): Independent MacPherson struts, coil springs, twin-tube dampers, stabilizer bar
Suspension Type (rear): Independent multilink, coil springs, twin-tube dampers, stabilizer bar
Tire Size (front): P205/55R16 (89H)
Tire Size (rear): P205/55R16 (89H)
Tire Brand: Continental
Tire Model: ContiProContact
Tire Type: All-season
As tested Curb Weight (lb): 2,960

Test Results:
Acceleration
0-30 (sec): 3.8 (3.9 w/ TC on)
0-45 (sec): 6.5 (6.6 w/ TC on)
0-60 (sec): 10.4 (10.5 w/ TC on)
0-60 with 1-ft Rollout (sec): 10.0 (10.1 w/ TC on)
0-75 (sec): 16.2 (16.2 w/ TC on)
1/4-Mile (sec @ mph): 17.6 @ 77.9 (17.7 @ 78.2 w/ TC on)

Braking
30-0 (ft): 31
60-0 (ft): 129

Handling
Slalom (mph): 63.6 (61.0 w/ESC ON)
Skid Pad Lateral Acceleration (g): 0.81 (0.77 w/TC on)
Db @ Idle: 38.0 (engine off)
Db @ Full Throttle: 74.1
Db @ 70 mph Cruise: 69.1
RPM @ 70: 2,250

Comments:
Acceleration: The ILX benefits only slightly from Trac Off and generous pedal overlap to keep the engine running at launch. Drive is the quickest/fastest mode — S and Manual shift modes are slower because they insert artificial gearchanges into the CVT's otherwise near-redline quarter-mile passes.

Braking: Normal jump-in with normal driving disappears with a "panic" stop where the car feels as if it didn't begin braking in earnest until 45-0 (just like the non-hybrid ILX). First stop was the shortest and the pedal went slightly softer by the fourth stop, where it tracked straight, but distance grew by 4-5 feet.

Handling:
Skid pad: With ESC Off, the ILX feels well balanced and begins a mild understeer condition that only requires throttle steering — I never moved my hands at all. Steering is pretty isolated with linear buildup, but doesn't feel like numb EPS per se. With ESC On it begins to allow the same amount of understeer, but closes throttle shy of howling tires.

Slalom: Slow-ish steering response (a little numb, too), moderate yaw reaction, but it feels stable and predictable nonetheless. With ESC Off, the car is neutral and wants to be chucked past each cone, but the tires won't cash that check and only allow predictable breakaway at a fairly low threshold. ESC On snubbed understeer with fairly heavy-handed (and loud) individual brake application. Effective but obviously conservative settings.

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2013 Bentley Continental GT Coupe (4.0L V8 Twin-turbo AWD 8-speed Automatic)

This is, after all, the V8 version of the Continental GT, a car that gives up 2 liters, four cylinders and 67 horsepower to the W12 that's long been the darling of the 1 percent. The V8 Continental is lighter, cheaper and returns 40 percent better fuel economy.

Fat cat? In the meager, 18-mpg combined, $176,725 V8? The injustice couldn't stand. When the light went green, the pedal went down; hipster-cyclist was in for the lecturing of his life.

Addition by Subtraction
It's here, at wide-open throttle, that the 2013 Bentley Continental GT V8 and its 500-horsepower, twin-turbo, 4.0-liter separates itself from the 6.0-liter W12 living under the hood of every other Continental on the road today. Crack the throttle open and the GT V8 responds with a low, burbling growl and a tremendous leap forward. That said, nobody will confuse this Audi-derived (it makes 512 hp in the 2013 Audi S8) V8 for any of the free-revving, racecar-derived engines used in so many of the Continental's competitors.

Thankfully, what the V8 lacks in character, the eight-speed ZF-built automatic makes up for in performance. In Sport mode, a quick kick of the accelerator sends the transmission into full-on attack mode, downshifting up to five gears with a wicked quickness. From there, upshifts are dual-clutch fast, but with that pleasant kick and shove that accompanies a torque-converted shift. Track testing only confirmed what our butts have been telling us for days: despite a 67-hp deficit, the 500-hp V8 is faster than the W12.

Getting the 5,107-pound coupe out of the hole couldn't be easier. With the transmission in Sport mode, you simply power brake it to get the engine spinning and then let it fly. Sixty mph comes up in 4.2 seconds (4.0 seconds with 1 foot of rollout like on a drag strip) en route to a quarter-mile time of 12.4 seconds at 113.2 mph.

The last Continental we tested, a 2012 W12 weighing only 59 pounds more, took 4.7 seconds to hit 60 (4.4 with rollout) and lugged itself across the quarter-mile line in 12.9 seconds at 109.8 mph.

Mystery Math
Open the hood of a 2013 Bentley Continental GT and the first thing anyone with a passing knowledge of vehicle dynamics will notice is that the engine is nearly entirely ahead of the front axle line. And the first thing anyone with a passing knowledge of vehicle dynamics will feel about that is disappointment. With fewer cylinders and less weight up front, however, this new V8 GT teased us with potential never to be fully realized.

Like the W12, the nose-heavy V8 Continental bends to the whim of momentum and defaults to understeer. Drive it too hard and you'll soon find yourself piloting the world's most well-appointed lawn dart. Making matters worse, our car was fitted with the Mulliner Driving Specification Package. This $12,230 option adds goofy 21-by-9.5-inch rims with 275/35ZR21 Pirelli P Zero tires that fill out the wheel wells, but offer all of the compliance of steel-soled shoes. The package also includes alloy sport pedals and an insanely heavy, jeweled fuel filler cap.

All of the excitement of the acceleration testing was scrubbed off in the slalom and skid pad where we managed a best speed of 66.4 mph — 1.1 mph slower than the heavier, less-well-balanced W12 — and circled the pad at 0.84g. It redeemed itself slightly in the braking tests where it turned in a short, precise stop of just 111 feet, although with its optional carbon-ceramic rotors and 8-piston front calipers we expected slightly better numbers there, too.

Thanks to full-time all-wheel drive, automatic transmissions, sticky tires and preposterous weights, Continentals have always been easy to drive up to their limits. The V8 is no different in that regard, but with lower limits and higher expectations, we left the handling portion of our testing wanting more.

Priorities Intact
Try as we might, the 2013 Bentley Continental GT can't be explained or rationalized on paper or with any battery of testing. Trying to do such things would force us to rationalize how a less powerful, lighter car could be faster in a straight line, but handle worse. Or to acknowledge that the shifter gate is just a duded-up version of the one found in the Jetta and that the infotainment system would be laughed out of any Audi dealer. And then we'd have to justify that after a few hundred miles of truly mixed driving, both casual and spirited, we averaged only 14.4 mpg.

Things only get worse if you try to rationalize the window sticker: $13,600 for carbon-ceramic brakes; $3,810 for adaptive cruise control, $3,675 for an extended center console that further delineates the rear seats, eliminating one of the few visual differences on the interior between the 8 and the 12; $1,865 for the contrasting stitching; $640 for a space saver spare; $470 for a heated steering wheel plus $180 for more contrast stitching on said wheel. Oh, and don't forget that $12,230 Muliner Driving Specification package we mentioned earlier.

Do the math that no Continental GT buyer will have to do to make this decision and you're looking at a base model car loaded up to $214,025.

Fat Cats Rejoice 
None of that matters when you're sitting in the amazingly well-appointed, hand-stitched interior with leather seats so supple you'd swear the cow was still wearing it. The engine is devilishly smooth and the Continental deceptively fast and even with the performance-robbing 21-inch wheels, the GT V8 rides like a hovercraft over the most abused pavement.

Even the ultra-light steering seems designed from the get-go to coddle the driver and to isolate rather than inform. At a 70-mph sustained cruise, the Continental registered just 61.6 decibels inside the cabin; at 120 mph our meter shot up to all of 62.5 dBs. We've measured cars that were louder at idle.

The 2013 Bentley Continental GT V8 may be the cheapest car in the Bentley lineup, but nobody will notice. Not your accountant. Not the guy at the gas station and certainly not bike-riding hipsters.

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2012 Jaguar XK

When it comes to luxury sport coupes and convertibles, the 2012 Jaguar XK gets just about everything right. It starts with the exterior. The XK may not be as adventurous as its newer XF and XJ Jaguar siblings, but its sleek silhouette is often compared to the Aston Martin DB9 (never a bad thing). Inside, the XK isn't quite as grand as the newer Jags, but there's no denying the quality of leather, veneers and other materials that make up its cabin. This year the XK has also been updated with Jag's new rotary shift knob and the latest electronics features.

Those are just aesthetics, however. Under the skin are a finely tuned suspension and a rigid aluminum structure that provides excellent handling and a refined ride. All this aluminum also minimizes weight so the 5.0-liter V8 engine can do its best, whether it's the potent 385-horsepower version in the XK or the effortlessly explosive 510-hp version in the XKR. In R form, the XK hits 60 mph in just 4.6 seconds.

For 2012, Jaguar even turns the dial up a few more notches with the range-topping XKR-S coupe and convertible. To create a dedicated, high-performance sport coupe, Jaguar has bumped up the output of the supercharged V8 to 550 hp, retuned the suspension and added a rather aggressive-looking aerodynamic body kit that includes several pieces fashioned out of carbon fiber. It's a different sort of beast to be sure (especially with its firmer ride), but the XKR-S shows Jaguar can hang with the big boys on the track as well as on the boulevard.

It shouldn't be hard to tell that we're quite fond of the 2012 Jaguar XK. Of course, we're also quite fond of the cars it competes with. The iconic Porsche 911 is also a keen choice, though it's typically more expensive than the XK when options are added. Consideration could also be given to the Mercedes SL-Class, although it only accommodates two and commands a considerably higher sum. Closer in price are the fully redesigned BMW 6 Series and the Mercedes-Benz E550 coupe and cabriolet, although the Jag is far more sporting and lithe than either.

Essentially, there's no way to lose with these cars. But if sleek styling, balanced performance and a reasonable price are priorities, the Jag XK is a great choice.

Body Styles, Trim Levels, and Options

The 2012 Jaguar XK is available in three models: XK, XKR and XKR-S. Each can be had in coupe or convertible body styles.

The base XK comes loaded with 19-inch wheels, an adjustable suspension, keyless ignition/entry, automatic bi-xenon headlamps, LED running lamps, rear foglamps, power-folding and auto-dimming mirrors, front and rear parking sensors, a rearview camera and automatic wipers. Interior features include leather upholstery and interior trim, heated and cooled 10-way power front seats (with adjustable bolsters and lumbar support), heated power tilt-and-telescoping steering wheel, driver and passenger memory functions, and automatic dual-zone climate control. Electronic features include a touchscreen interface, a navigation system, Bluetooth, a Bowers & Wilkins sound system, a six-CD changer, an iPod/USB audio interface and satellite radio. The convertible adds a power-operated roof and tonneau cover. Adaptive headlights and HD radio are options.

The XKR adds a supercharged engine, different 19-inch wheels, upgraded brakes, upgraded exhaust, adaptive headlights and HD radio. The Dynamic Pack adds 20-inch wheels, revised suspension (springs, dampers, lower ride height), a larger rear wing, a lower front aero splitter, rocker sill extension, a rear aero diffuser and red brake calipers. The Black Pack adds different 20-inch wheels, a larger rear spoiler, front aero splitter and black trim in lieu of chrome. Also optional are adaptive cruise control and sport seats.

The XKR-S adds a more powerful supercharged engine, wider 20-inch wheels in a matte grey finish, upgraded exhaust, a more aggressively tuned suspension, a carbon-fiber front aero splitter and rear aero diffuser, a trunk-mounted wing, an extensive aerodynamic body kit, heated-only sport seats (cooled function removed) and unique interior trim. The Bright Pack adds chrome exterior trim and bright polished wheels.

Options on all XK models include a heated windshield and a sport steering wheel wrapped in faux suede.

Powertrains and Performance

The 2012 Jaguar XK is powered by a 5.0-liter V8 that produces 385 hp and 380 pound-feet of torque. As with every XK, rear-wheel drive and a six-speed automatic are standard. EPA-estimated fuel economy is 16 mpg city/24 mpg highway and 19 mpg combined. The convertible achieves 16/22/18.

The 2012 Jaguar XKR gets a supercharged version of the same engine, bringing output up to 510 hp and 461 lb-ft of torque. In Edmunds performance testing, an XKR convertible went from zero to 60 mph in a very rapid 4.5 seconds (the lighter coupe would be even quicker). EPA-estimated fuel economy is 15/22/17 regardless of body style.

The 2012 Jaguar XKR-S gets a more powerful version of the supercharged 5.0-liter good for 550 hp and 502 lb-ft of torque. In Edmunds testing, the coupe went from zero to 60 mph in 4.3 seconds. Fuel economy is identical to that of the XKR.

Safety

Standard safety equipment on the 2012 XK lineup includes traction and stability control, antilock brakes and front side airbags. Side curtain airbags are not offered. The convertible adds pop-up rollover bars. In Edmunds brake testing, the XKR with 19-inch wheels and tires came to a stop from 60 mph in an excellent 111 feet. The XKR-S was about the same.

Interior Design and Special Features

The 2012 Jaguar XK's cockpit is well-tailored and inviting. This year's addition of the rotary shift control (it's also in the XJ and XF) is a nice touch. There are some ergonomic glitches, however. The multipurpose touchscreen that operates audio, climate, navigation and phone systems is nice in theory, but in practice we've found it slow to respond and fussy to use. Another downside is getting in and out of the tiny backseats. They can certainly accommodate small children, but most adults will gripe about the accommodations. The cabin can also be a little claustrophobic given its rakish greenhouse and slim windows.

The XK's power soft top takes a scant 18 seconds to lower and is well insulated for a quiet ride when deployed. The XK coupe's trunk can hold about 11 cubic feet of cargo -- much larger than the trunks in the 911 or Mercedes SL-Class and just slightly smaller than the 6 Series or Mercedes E-Class cargo holds. With the top down, the XK convertible can still hold a respectable 8 cubic feet.

Driving Impressions

It's no surprise the 2012 Jaguar XK is an impressive straight-line cruiser. However, the advantages of its lightweight aluminum construction and adjustable suspension become most evident when the roads get twisty as the XK carves precise lines through the corners. The XK might not be as responsive as a Porsche 911, but it's much more nimble than the Mercedes SL.

The current lineup of V8 engines has created an entire new definition of Jaguar performance. Even the base XK is impressively potent, with near-instant response and a wide, muscular power band. The supercharged XKR, meanwhile, is a monster, and it can post acceleration numbers equaling some of the world's best sports cars.

If the XKR is a monster, then we're not sure what that makes the XKR-S -- some sort of British Mothra, perhaps. Even the slightest exuberance with the throttle will set the tires futilely spinning as the traction control system struggles to rein it all in. This is not a car to be taken lightly, yet with equal parts respect and talent from the driver, its increased abilities yield a truly impressive performance machine. The XKR-S's suspension is indeed firmer than the regular XKR's, but compared to other dedicated performance machines like an Audi R8 or Porsche 911, it remains surprisingly comfortable.

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2013 Cadillac ATS Sedan (3.6L V6 6-speed Automatic)

Cadillac isn't saying that its goal with the 2013 ATS sport sedan is the equivalent of kneeing BMW's 3 Series in the stomach, putting it in a headlock and wrestling it to the ground.

But there's not a shred of doubt that Caddy's new baby is aimed squarely at the most competent compact sport sedan in the history of the world. That the small Bimmer served as the ATS's benchmark is unquestionable. Not just in Cadillac's statement: that the ATS will "challenge the world's best compact luxury cars." But the spec sheet shows, dimensionally, that the 2013 Cadillac ATS is a near carbon copy of the 3 Series: It's within 0.3 inch in overall length and within 0.2 inch in width.

Corporate posturing and marketing hype aside, a Cadillac official later admitted to us, "Honestly, we'll just be happy to be considered in the same sentence as the 3 Series."

After a day driving around Georgia and lapping the brand-new Atlanta Motorsports Park, we can say, yup, the ATS is legit. Just to be sure, we hooked up our test equipment to a pre-production model while we were there.

No More Cimarron Jokes
Make no mistake, the 2013 Cadillac ATS is a completely brand-new, from-scratch rear-wheel-drive design (all-wheel drive is optional). True, the three available direct-injected engines have been seen before in various iterations, and the fantastic CUE infotainment system debuted in the XTS. But as a whole, this is a brand-new Caddy.

And it's light. There's lots of high-strength and ultrahigh-strength steel, and the chassis is scalloped out and utilizes lightening holes to shed pounds where possible. There's also an aluminum hood, magnesium engine mount brackets and aluminum front suspension arms. End result? The base model tips the scales at 3,315 pounds, while the 3.6 V6 test car comes in at 3,461. The last BMW 328i we tested, which utilizes a 2.0-liter turbo engine, hit the scales at 3,427 pounds.

One Out of Three
The base ATS, which starts at $33,990 including destination, comes with a 2.5-liter naturally aspirated four-cylinder putting out 202 horsepower and 191 pound-feet of torque (the 2012 BMW 328i starts at $35,795 with destination, but its turbo-4 puts out 240 hp). Earning 22 city/33 highway/26 mpg EPA combined, this engine is clearly little more than the ATS's mileage and price leader — a fact that is obvious the first time you apply real pressure with your right foot. It's quiet and smooth enough, and the six-speed automatic is a worthy companion with its silky operation but, no lie, we checked to see if the parking brake was on a couple of times.

Even though it's not billed as the top engine, the 2.0-liter twin-scroll turbocharged four-cylinder had us most amped up going in because it's the only power plant that's available with a manual gearbox. And we like forced induction. The numbers are there: 272 hp at 5,500 rpm, 260 lb-ft of torque from 1,700-5,500. There is minimal turbo lag but midrange is plentiful. Remarkably, when paired with the automatic, Cadillac estimates (although it's not yet official with the EPA) identical fuel economy for this engine as it does for the 2.5-liter four. Reality, we suspect, will prove otherwise.

Either way, it never stirred our soul — there's no real punch, and its completely nondescript whirring noise is uninspiring. Then there's the all-new Tremec six-speed manual, which has longish throws and is a bit clunky.

The 3.6-liter V6, on the other hand, is a fine piece. Unlike the turbo-4, it does its best work up high, churning out 321 hp at 6,800 rpm and 275 lb-ft at 4,800. Cadillac says it will earn 19 city and 28 highway mpg, however, proving that you'll pay for the additional power.

Even so, it makes genuinely sexy sounds at high revs, but it's Cadillac-quiet at low speed. The sole transmission is the six-speed auto with magnesium paddle shifters. This transmission is so "smart" that on the track we experimented with leaving it in Drive and it held revs perfectly when needed and automatically downshifted and blipped the throttle when we braked for corners. As such, we preferred the V6/auto combo over the turbo-4/manual on the track.

The Numbers Game
Acceleration testing on a pre-production ATS Premium 3.6 at an unfamiliar test venue resulted in 60 mph in 5.7 seconds (5.4 seconds with a 1-foot rollout as at a drag strip) and the quarter-mile in 13.9 seconds at 101.9 mph.

For reference, the last BMW 335i we tested, a 2010 sedan with a six-speed manual and a turbocharged inline-6, hit 60 in 5.2 seconds (4.9 with rollout). The 2012 Mercedes-Benz C350 posted a 0-60 time of 5.6 seconds (5.4 with rollout). Translation: As nice as Caddy's V6 is, it's no match — in pure numbers or in terms of refinement/usability — for BMW's turbo-6.

Magnetic Personality
Cadillac factory racer Johnny O'Connell didn't mince words when he told journalists at the launch of the 2013 Cadillac ATS: "This is the best car I've driven around the proving grounds in my 12 years at General Motors."

Say what? Perhaps he already forgot a certain famous sports car. You know, the Corvette? Or the CTS-V?

O'Connell elaborated further while he gave us hot laps in an ATS: "Oh sure, the Corvette has higher limits," he explained, "but the ATS is more forgiving when it reaches the limit." In other words, when the Corvette begins to oversteer, it happens very quickly and it isn't easy to save, whereas the ATS can be driven up to and beyond its limits all day. Even by us average folk.

The balance the ATS exhibits comes via a 50/50 weight distribution and well-tuned standard FE2 suspension, including Cadillac's first-ever five-link independent rear setup. The quick and precise electric steering offers adjustable weight and has high effort in Sport mode. As a result, the ATS proved a more-than-willing dance partner on Georgia's twisty back roads. It's very tied down, with minimal body roll and minimal understeer at the limit.

Premium models, like our test car, come with the FE3 sport suspension and magnetorheological dampers. Not only is the ride quality driver-controlled, but these high-tech dampers constantly adjust to the road...in milliseconds. Summer tires helped, too. The car's balance lets you teeter on the brink of understeer/oversteer, working the throttle to eliminate push. Power-on oversteer isn't easy to achieve, even with the V6, but when it happens it's extremely controllable.

Around the skid pad at Road Atlanta, the ATS matched the 0.92g lateral grip of the 3 Series, while it stopped 1 foot shorter from 60 mph — 108 feet. Brembo brakes come standard on all ATS models above the base car. Fade was nonexistent, although pedal feel out on the road was a bit soft.

CUE It Up
Cadillac's CUE infotainment system, which debuted on the 2013 XTS, has found its way into the ATS, too. CUE, which stands for Cadillac User Experience, integrates phone, audio and navigation into an 8-inch LCD touchscreen. It can pair data for up to 10 Bluetooth-enabled mobile devices. Perhaps most important is that CUE's interface operates like an iPhone or iPad — by tapping, flicking, swiping or spreading, which gives it a welcome familiarity for many users.

"Haptic" or pulsed feedback on the fully capacitive faceplate lets you know that your finger is, in fact, changing settings on the HVAC controls — unlike in the Chevy Volt and Ford Explorer. There's a learning curve with CUE, of course, but the capability of the system is quite amazing.

The front seats do a nice job of holding you in place and it's easy to find a comfortable position. Optional sport seats don't provide the needed lateral support, but the bolsters are electrically adjustable.

Rear-seat headroom is actually pretty decent, but knee room is tight. Despite a wide aperture, the ATS's 10.2-cubic-foot trunk is small for the class — especially between the wheelwells.

Better Than the 3 Series? 
Taking on the established German and Japanese players in one of the most difficult-to-infiltrate segments in the country takes guts. And it shows even bigger cojones for Cadillac to come right out and say the 2013 ATS is capable of challenging the world's best compact sedans.

But the ATS has a lot going for it. Most specifically is its genuinely capable handling. And the CUE infotainment system shows real progress in an area that's hugely significant to many buyers.

But does it knock the BMW 3 Series off its comfy perch? Not yet. Not with these powertrains. Still, the 2013 Cadillac ATS, which will begin shipping to dealers August 1, is an exciting rear-drive alternative to the compact sport sedan establishment. That it's as good as it is, and that it's American-made, should be enough to bring new, young buyers into Cadillac dealers.

Even better, Cadillac officials did everything other than confirm that an ATS-V performance model is on the way. Give it a real engine, and maybe, just maybe, it can take on the M3.

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DESIGN LOVERS, UNITE! VOLVO’S NEW S60 IS ON THE WAY

Volvo’s all-new S60 is about to break cover on March 2 at the upcoming Geneva Motor Show, and the good news is that it is within a hair’s breadth of being a duplicate of the stunningly beautiful concept model that wowed the North American International Auto Show of a couple of years ago.

It continues Volvo’s trend of introducing new cars with designs that have clearly been influenced by Scandinavian sensibilities in terms of shapes, colors, design elements and the textures of materials that are used.

Yet, at the same time, Volvos all have certain styling elements, which immediately confirm that they are indeed, Volvos— a good thing these days since success in today’s auto market depends heavily on maintaining a sense of heritage, tradition, and strong identity.

Of course, being a Volvo, there is a heavy emphasis on safety, so none of us should be surprised that it has what the company is calling a “groundbreaking safety feature” called Pedestrian Detection. More on that later.

“The sporty design delivers a visual promise of enthusiastic driving characteristics and I can assure you that the all-new S60 truly lives up to that promise. Its driving properties are better than those of any previous Volvo. What is more, the car’s innovative new technologies help you become both a better and a safer driver,” says Volvo Cars President and CEO Stephen Odell.

With the all-new Volvo S60, Volvo Cars is advancing its position in one of the car world’s most competitive segments: CD Premium.

“The competition is razor-sharp and the customers know exactly what they want. The emphasis is on emotional stance, sporty design and dynamic driving properties. Success in this segment means a lot for the brand’s image and we are convinced that the all-new S60 will be one of the strongest contenders,” Mr. Odell added.

Volvo once more has Design Director Peter Horbury at the helm; Peter’s worked at the company before and is more than familiar with the elements of successful Volvo design. And as you’d expect, he’s pretty proud of the new model.

“The S60 has been sculpted to move you. Every single line in its design is there to transport you both physically and emotionally. Its profile radiates so much coupe feeling that the rear doors come as something of a pleasant surprise when you examine the car close-up,” Mr. Horbury said.

The company’s news release says, “Virtually all the lines were penned to carve out the dynamic profile. The C-pillar of the all-new S60 stretches sensually all the way to the tail lamps – and the slim coupe-like roof line is accompanied by a new contour on the shoulders on either side of the lower body, creating a gentle yet powerful double wave from the headlamps at the front to the tail lamps at the rear.

The dip in the middle of the double wave visually pushes the car down. This enhances the stance and makes the car look sleeker and lower. The sculpted bonnet and the short overhangs front and rear also emphasize the sports car feel.”

Apparently, you’ll be able to get your S60 with either a “comfort” platform or a “sport” version, with the difference between the two being the dampers and the subframes.

The new S60 also will be the first sedan with something Volvo calls Advance Stability Control, designed to identify potential skidding much earlier than other systems. The system allows the car’s stability and traction controls to activate more quickly.

Now about that Pedestrian Detection system.  It detects walkers who venture into the street in front of the car, and it warns the driver, automatically applying the brakes completely if the driver doesn’t respond in time.

In terms of engines, the new S60 will come with a 203 horsepower, turbocharged 2.0 liter engine, or, if you get the speedy T6 version, you’ll have a 3.0 liter, six cylinder 304 horsepower power plant instead.

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2012 VOLKSWAGEN BEETLE REVIEW

Looking back at the beginning: the beginning of Volkswagen built one of the most successful cars of all time and not even give it a name. Why should it? After all, it was the Volkswagen! People loved it, and on all continents of the little car earned the nickname, according to exactly what he looked like: Beetle, Käfer, Vocho, Beetle, Fusca, or Maggiolino 甲壳虫! It embodies the concept of the automobile and the symbol of the democratization of mobility. 21.5 million cars were sold. So, the New Beetle arrived in 1998. He brought a sense of new cars that the world and brought with him Beetle Mania. In 2010, completed the final version of the series New Beetle that had sold over a million cars. And now? Looking to the future. Future of the most famous car in the world begins now. In a whole new generation.

This is the Beetle! And because the Volkswagen Beetle and call their home planet, the new car to celebrate a world first transcontinental - while in Shanghai, Berlin and New York.

Technological goal: high-tech harmony with the environment

Volkswagen Beetle is an icon. This car has a story. Only someone who knows his story could make a new generation of Volkswagen's reality. The task ahead for engineers has been very clear. They had to develop a high-tech car affordable yet leaves no stone unturned, integrated communication technologies of our time and, of course, achieve the lowest environmental impact. It should also be a car that areas of driving pleasure at the forefront. The new generation of the VW Beetle to be very flexible, dynamic performer, and the people who developed the Golf GTI would also be able to achieve this goal.

No previous Beetle was fuel efficient. High performance is no longer sufficient to itself: A 4.3 l/100 km (1.6 TDI European) and 33 mpg (2.0 TDI American), the new Volkswagen Beetle is the most fuel efficient Beetle story.

Design Goal: Design of a new and original! "

The automotive world's most recognizable design. bottle of Coca Cola, iPhone, Ray Ban Aviator Beetle - how do you reinvent a design that is so recognizable and independent? There is a clear answer on this: It is necessary to understand the product and brand, so it works! Volkswagen Design chief Walter de Silva (Group) and Klaus Bischoff (Brand Volkswagen) "understand" the two and therefore they set the goal to Beetle: "Designing a new and original!

Challenge with excitement. The team began its mission to guide Bischoff. Challenge of designing a new Volkswagen Beetle has been inspiring. The designers knew they wanted to develop a profile of the original Beetle than the New Beetle 1998. I am also a very dynamic priority of proportion. An interesting fact is that more than a few members of the team is owned by air-cooled beetles. It has also become a vehicle of worship for young designers, Volkswagen. And so the final draft was to be 2011 Wolfsburg Beetle - a car and now planning a tribute to the automobile industry, seed of the whole group. And in fact clear: if someone takes the first Beetle and New Beetle and put them in a room - a bit 'light shines on the roof and watch a half - could see that the lines of the back are almost identical.

Remains: "We renovated every game."

Bolder, more dynamic, more masculine. A comparison with the New Beetle 1998 shows: Only left was the old car. "The beetle is now characterized by a sports car cleaner, safer and its not only has a lower profile, it is also considerably wider, the cover is longer, the windshield is moved back and has a much steeper slope. All this creates a new dynamism, "says Klaus Bischoff. While the New Beetle has been defined by three semicircles (front fender, rear fender, roof dome above), the new. model was released for this geometry the roofline really works much lower and can be regarded as a continuation of the concept car shown in Detroit in 2005 -. Ragster a type of race car based on the New Beetle The New Beetle is bolder, more aggressive, more masculine.

The figures confirm it: The new car is 1,808 mm wide (84 mm wider), height 1,486 mm (12 mm lower) and 4,278 mm in length (152 mm longer). This resulted in all-new proportions. The gain in length means that the roof could be extended further, the windshield can be reduced, and the back could follow the contour of the original Beetle. The new focal point is the C-pillar. At the same time, the development team has increased the car's track width and wheelbase. All this gives the appearance of VW Beetle powerful with muscle tension.

Volkswagen Beetle typical typical new DNA

2011 style. Despite all its individuality, resulting DNA Volkswagen design style created by Walter de Silva, Klaus Bischoff. expressed clearly in the horizontal image of the front bumper, front air intake, straight lines of the bonnet leading edge, just pulled from the line of demarcation between a pillar and C pillar and the rear style.

Beetle, Microbus, the original Golf. And yet, it was possible to retain all the characteristics typical Volkswagen style. This is not surprising, after all, vehicles like the Beetle, Microbus and the original golf has had a decisive influence on the DNA of Volkswagen design. "Of course, certain features of the old beetle remains: what are the round headlamps (optional bi-xenon headlights with LED daytime running lights are available for the first time in this series of models), flared fenders, the shape of the cups, sides and doorways and - more than ever - the big wheels (up to 19 inches) that can be integrated.

A new feature is the rear spoiler which is integrated into the uniform design (default for the TSI engine with 118 kW / 160 PS and 147 kW / 200 hp) and vigorously maintains contact with the road that Volkswagen, which has a speed peak up to 225 km / h, depending on the engine and is available in three equipment lines "Beetlejuice," "Design" and "Sport". In addition, the upper part of the rear wing is always black, while the underside is painted body color. These colors - 12 different colors - to make driving more alive every day with names like "Saturn Yellow" and "Blue Denim".

An original interior like no other

The cockpit makes a visual impression. Is it possible for a cockpit to make an impression? Are you kidding? By its nature! Motorists sit in the cockpit. Sometimes for hours at a time. And yet there are cars with cockpit leaves no lasting impression. They have a "look alike" appearance, which say marketing - an easily confused with another, lack of charisma. VW Beetle cockpit, on the other hand is unique, unique, cool, classic design with a passion for details. This cockpit is perceived as something special.

All hand and eyesight. Form and use of colors in the front carbon-look painted or dashboard refers to the design of the first VW Beetle, but the new car has a retro look. In Europe, for example, the dashboard saying "united Schwarz (black) on the base model (" Beetle ") in the line" Design "equipment, it is always painted in the color of exterior concrete. Customers who choose the "sport" look at the carbon ("carbon fibers"). No matter what colors are used, the Volkswagen driver would find all the functions inside, eyes closed.

And yet, everything has been redesigned. Three round instruments arranged in front of the driver (tachometer, speedometer, fuel gauge) provide important information embedded in the speedometer (position) is a multifunction display. From level "Design" equipment, it has adjustable air vents and instruments, chrome edges. This also applies to audio / navigation system optimally positioned in the driver on the dashboard, surrounded by two air holes. This includes controls on the climate control system. Everything is within reach and sight.

Return of the glove. Like the original Beetle, the new car has a glove box integrated into the dashboard extra front cover folds up (the glove box also integrates standard opens down). Another classic feature: Optional auxiliary instruments on the selected audio / navigation system, oil temperature, clock with timer and turbo pressure indicator. Also new: the steering wheel specially designed for the Volkswagen Beetle painted accents rays optional depending on the equipment line. These data clearly indicate that the occupants are in a beetle - not to be confused.

Air-cooled Beetle. New Beetle. The Beetle. A distinctive feature of the beetle - the third generation if you will - is that its interior ergonomics and packaging are based on entirely new configuration. While pilots flew air-cooled beetle in a very low seat height, and New Beetle drivers feel as if they were driver and the cover was so far away, the last Beetle Volkswagen now offers a streamlined, driver-focused coupe experience. Each device is within reach. In addition, Volkswagen has succeeded once again to implement a quality material that goes beyond all boundaries of class. The car's appearance, usability, functionality and quality interact to create a new car a friendship with a very special character.

New Beetle was a cathedral inside. Front, Beetle is now a little lower profile because of the curved roof of his predecessor have been deleted. We offer a 1044 mm Height 1082 mm instead of the previous. However, 38 mm is unlikely to intervene, even in a very long driver, as the interior New Beetle was a "cathedral" among compact cars. Meanwhile, behind the seating area, are no longer part of the roof clearly results in a larger space. And there are much higher, now has 310 and 209 liters. As usual, the car is split, folding rear seat, and the grand opening bootlid so it's easy to load and unload.

Add optional features: individualized VW Beetle

"Bubble," "Design" and "Sport". New Volkswagen will be globally available in three equipment lines "Bubble," "Design" and "Sport". Each of these versions is a very special character. In addition to individual markets themselves to emphasize certain points. Volkswagen has announced the presentation of individual parameters customization guide for journalists worldwide. In addition, three equipment lines, the Beetle can be customized with a wide range of optional characteristics. Overview of key features:

Bi-xenon headlights and LED daytime running lights. Volkswagen Beetle offers bi-xenon headlights for the first time. 15 LED module xenon headlights frame and outer perimeters, put daytime running lights and parking lights.

Sunroof. It is transparent and can be tilted or opened. Therefore, the correct name is: panoramic tilt / slide glass sunroof. Much more important: It is 80 percent higher (surface of glass) than the previous model. In addition, insulating glass blocks 99 percent of UV radiation and 92 percent of thermal energy.

Radio CD and radio navigation systems. The New Beetle is available exclusively with the radio-CD, which is specially designed for this model. No navigation was offered. Now, Volkswagen has a completely different approach, offering all those found in other ranges such as Golf, Jetta or Passat on the new VW Beetle so. Standard for the Beetle RCD 310 with 8 speakers, which is a very good sound system (including dual tuner). The summit is the RCD 510 audio system with CD changer, integrated interface to the screen SD card and touch. A great entry level radio-navigation system, the RNS 315 with 5-inch touchscreen (400 x 240 pixels), CD player, SD card reader and a dual tuner. The system model is superior radio-navigation NESS 510th It offers improvements such as a 6.5-inch touch screen, DVD player, voice control, SD card reader and 30 gigabytes.

Fender Premium Sound System. Does anyone know the world of rock music is familiar, such as the great Jimi Hendrix and Eric Clapton. The first player to Fender guitars, but it still does not. Now, the legendary U.S. producer of musical instruments and amplifiers - a joint venture with Panasonic - just to share their knowledge and the Volkswagen brand. The result is a voluntary system that Fender sound was offered a Volkswagen Beetle in multiple woofer and 400 watts of output power. Those opting for this audio system also get the interior lighting set the mood. In addition, indirect lighting, but also includes two rings of light around the boxes of the speakers on the doors. Europe, the Volkswagen Beetle is the first car audio system offers a Fender.

Keyless. Closure of access and keyless engine starting system appear in the first Volkswagen Beetle, it works without a door or ignition key. When a door handle is touched, the system detects a transmitter to obtain authorization with the person's jacket, pants or purse, then open the Beetle, and allows the engine starts with the button to start the engine. Volkswagen lock from the outside, is also activated second door handles touch, in this case, however, particularly marked in the surface is used.

All round safety. Let us focus. In Beetle, Volkswagen is building a car that is one of the safest in both active and passive safety. Naturally, the ESP electronic stability program are standard, which is an efficient network of six airbags that protect the cockpit. Naturally, the bodywork of the car - much of the laser-welded galvanized - an exhibition of the best values ​​of torsional rigidity in the segment of 26,000 Nm / °. Naturally, because security is a fundamental quality in a Volkswagen.

Superior fuel economy of 40 mpg and 4.3 l/100 km: Engines

U.S. diesel with 140 hp. When it comes to engines, all signs point toward sustainability. United States, the VW Beetle is available as a turbo diesel for the first time. The Beetle 2.0 TDI (103 kW / 140 hp) complying with all emission limits of the United States and achieves 40 mpg fuel economy in the cycle of the highway is 29 mpg city and 33 mpg combined . Consequently, the Volkswagen Beetle is a good choice as one of the cars most fuel efficient in its class. In addition, Volkswagen has not only excellent fuel economy values ​​in the version with a manual gearbox 6 speed, but also - and this is a start and technical Beetle - with transmission option clutch 6-speed double.

gasoline engines in the United States with 170 hp and 200 hp. fuel economy values ​​are also improved 2.5-liter five-cylinder petrol, which was already a success of its predecessor. Moved manually VW Beetle is 22 mpg (city) 31 mpg (highway) and 25 mpg (combined). His counterpart is the 6-speed automatic transmission comes to 22 mpg (city) 29 mpg (highway) and 25 mpg (combined) - this means that up to 10 percent on fuel economy. Pioneer: up Beetle 2.0 TSI 147 kW / 200 hp to get the fuel economy of 25 mpg. High TSI is also available in optional 6-speed DSG.

motor of the world with 105 hp, 140 hp, 160 hp and 200 hp. In markets such as Asia, Australia, Europe and New Zealand, the new Volkswagen Beetle is offered exclusively with charged engines. All engine versions - all with four-cylinder - is used for the first time in this model series. Car shows significantly reduced levels of fuel consumption and emissions compared to the previous model, thanks to switch to turbo gasoline (TSI) and common rail direct injection turbodiesel (TDI). The three petrol engines Beetle loaded outputs 77 kW / 105 PS, 118 kW / 160 PS and 147 kW / 200 hp. The two diesel engine developing 77 kW / 105 PS and 103 kW / 140 PS (TDI engine is not offered in China). The five motors can be combined with a dual-clutch transmission as an option.

Engine with 160 hp and 200 hp in detail. Even fast-moving 225 kmh VW Beetle 2.0 TSI 200 hp consumes just 7.4 l/100 km (equivalent to 173 g / km of CO2) with a manual transmission. It is also very economical 160 hp 1.4 TSI offset by a 7-speed DSG, the beetle that consumes just 5.9 l/100 km (139 g / km of CO2). The data on the fuel economy of this type is the Beetle 1.4 TSI DSG (top speed: 207 km / h) a pleasant surprise in the motor program. In comparison, the previous model with 110 kW / 150 hp has a value of 8.9 l/100 km in the automatic version. Despite 10 hp more power, fuel consumption was reduced by 3.0 l/100 km, or 34 percent.

Differential lock on petrol. To ensure that the power of two stronger versions of the Volkswagen Beetle correct road very quickly approaching the curves, the models 160 hp (European version) and 200 hp (worldwide) will be factory installed XDS electronic differential lock . This system extends the functionality of a family EDS. XDS to improve the management and driving fast curve to calibrate the machine to a more "neutral", makes this an active braking to prevent wheel spin at the wheel landed inside the curve, and this improves the grip.

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