2011 Dodge durang

We’ll cut to the chase: This 2011 Dodge Durango is the brand’s best vehicle not called Charger. After a two-year hiatus, the Durango is back, with a unibody design based on the same underpinnings that spawned Jeep’s stellar 2011 Grand Cherokee, which came in tops in its first comparo. As handsome as the last one was brash, the 2011 Durango offers rear- or all-wheel drive, standard seven-butt seating (the Jeep is shorter and seats only five), a swank soft-touch and chrome-trimmed interior, and assembly quality that rivals anything else in the segment. Although the new Durango is heavy—our rear-drive V-6 model weighed in at 4955 pounds, and Chrysler quotes 5200 to 5350 pounds for trucks with the Hemi V-8—Dodge is nonetheless positioning it as a performance-oriented alternative to the current segment offerings, a claim backed up by the retention of rear-wheel drive and the resurrection of the Durango R/T, which nabs a standard Hemi V-8, unique exhaust tuning, sportier styling, and a lowered, tuned suspension.

2011 Acura TL

There's no getting around the fact that widely admired styling can sell cars and overcome glaring faults. At the same time, questionable design can sully an otherwise appealing car.

Take the 2011 Acura TL, a midsize luxury sedan that's difficult to fault. It has compelling performance, perfect crash scores, a spacious interior, solid build quality and plenty of the latest technologies. Even so, since being completely redesigned two years ago, the once top-selling TL has taken a steep nose dive in sales compared to similarly priced luxury cars. You would think that a car renowned for its reliability and strong value would do relatively well in tough economic times, yet the current TL has floundered. For most buyers, one look at its bloated bodywork and big metallic beak of a grille will be all the explanation necessary for this decline from one generation to the next.

Styling is subjective, though, so if you can put aside (or appreciate) the TL's looks, then you should welcome its many positive attributes. Available in two distinct flavors, the TL consequently caters to two distinct type of buyers. For those interested primarily in a refined ride, a spacious cabin and a full helping of bells and whistles, the base model TL is a smart alternative to luxury sedans like the Buick LaCrosse, Hyundai Genesis or Lexus ES 350. The sport-oriented TL SH-AWD, meanwhile, can keep pace around corners with sport sedans like the Audi A4, BMW 3 Series or Infiniti G37 thanks to its high-tech Super-Handling All-Wheel Drive (hence SH-AWD).

Luxury cars and sport sedans must strike an emotional connection with their buyers, but if that emotion is a negative one, then those cars are unlikely to win many takers. As much as we like the 2011 Acura TL and find it to be a compelling value with few objective faults, it's easy to understand why buyers aren't flocking to Acura showrooms to pick one up.

2011 Infiniti

Following in the footsteps of the Lexus GS and on the heels of Mercedes-Benz's introduction of its eighth-generation E-Class, Infiniti is readying the release of the third-gen, 2011 Infiniti M, a sedan that promises to compare favorably -- at least on paper -- with both.

As with the GS, the new M offers V-6, V-8, and V-6/hybrid power, engine options that stack up nicely against the E's V-6, V-8, and upcoming BlueTEC diesel. The new M, nominally longer and wider than the outgoing model, wears sleeker, more curvaceous sheetmetal draped over bigger wheels, all of which make it look like a slightly bigger G sedan.

2011 Infiniti M56 Interior
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Under hood, the M line features a 3.7-liter 330-horsepower, 270-lb-ft V-6 (M37), a 5.6-liter 420-horse, 417-lb-ft V-8 (M56), and a 3.5-liter V-6 paired with a lithium-ion battery pack (M35 Hybrid). Infiniti says the hybrid, available in spring 2011 as a 2012 model, will be the cleanest and most fuel-efficient vehicle in its history. Both the M37 and M56 come standard with a seven-speed automatic and are available with all-wheel drive as well as a sport package that includes 20-inch alloys, double-piston dampers, four-wheel active steering, four-piston brake calipers, shift paddles, and sport seats/steering wheel/shift knob.

Infiniti M35 Hybrid Rear Three Quarters View
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The 2012 Infiniti M35 Hyb...
  
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In this highly competitive field, technology is key, and here the M does not disappoint. A new four-mode (standard, eco, sport, snow) Infiniti Drive system comes standard on the seven-speed, and Infiniti's Safety Shield adds the world's first blind-spot intervention system (the stability control intervenes to pull the car back into its lane) to lane-departure warning, lane-departure prevention, intelligent cruise control, and distance control assist safety systems. Inside, the M offers Forest A/C, which provides humidity control, a breeze mode that alternates airflow for a more natural feeling, and auto recirculation that detects dust and foul odors and then switches to recirculation mode.

2012 Ferrari Sports FF

2012 Ferrari Sports FF
This new emissions figure represents a reduction of 15 per cent and is another remarkable achievement for the 458 Italia which has already received over 20 awards from the world’s most prestigious car magazines. The 458 Italia now boasts the lowest emissions of any sports car in its class on the market.

The FF also makes its eagerly-waited debut at Geneva after the huge build-up of expectation and interest created by the client premiere at Maranello broadcast online by www.ferrari.com.

The revolutionary FF offers a completely new take on the sporting Grand Tourer theme. It is not only the first Ferrari with four-wheel drive, but, more significantly, a model that hails a major break with the past, effortlessly melding extreme sports car performance with the versatility and usability of a genuine GT and boasting an extremely innovative design.

Every single area of the FF brims with innovation, not least its engine, the first GDI V12 to be coupled with the seven-speed F1 dual-clutch gearbox. The V12 unleashes a massive 660 CV at 8,000 rpm, and maximum torque of 683 Nm at 6,000 rpm with 500 Nm already available at just 1,000 rpm. This ensures the performance figures of an extreme sports car, with the 0-100 km/h sprint covered in 3.7 seconds and a top speed of 335 km/h. Efficiency has been significantly boosted too, with fuel consumption now standing at just 15.4 litres per 100 km, and CO2 emissions at 360 g/km, a 25 per cent reduction compared to the previous V12s, thanks in part to the HELE (High Emotions- Low Emissions) System which incorporates Stop&Start technology.

Uniquely, the FF also guarantees this exceptional performance on terrain with very low grip coefficients, thanks to Ferrari’s own patented 4RM four-wheel drive system. Torque is still delivered by the rear wheels, but the PTU (Power Transfer Unit) ensures that as much as is required is also transferred to the front wheels when necessary on low grip surfaces. The FF intelligently distributes torque to each of the four wheels individually, thanks to the fact that all of the dynamic vehicle controls (E-Diff, F1-Trac and PTU) have been integrated into a single CPU.

Exceptional sporty driving is guaranteed by the FF’s transaxle architecture (mid-front engine with gearbox over the rear axle) and the positioning of 53% of weight to the rear of the car. Meticulous attention has been taken in lightening the engine (new castings), bodyshell (new aluminium alloys and production processes) and a host of other components. The interior has also been optimised through the use of high-tech materials such as magnesium for the seats. Third generation Brembo carbon-ceramic brakes are now lighter and longer-lasting, with virtually negligible wear during normal use on the road. All of these innovations have combined to produce an absolutely exceptional weight-power ratio of 2.7 kg/CV, a new benchmark for this kind of car.

Styled by Pininfarina, the FF’s lines effortlessly reflect its signature uncompromising balance of sportiness and versatility. It can comfortably accommodate four in its bodyhugging seats and spacious cabin. Its 450 litre boot can also be extended to 800 litres as the rear seats fold down independently. This means that the FF offers more luggage space not only than any other car in its category, but also many four-door saloons, too.  

2011 Chevrolet Cruze

2011 Chevrolet Cruze
With names like Chevette and Cavalier in its past, Chevrolet doesn't exactly have a strong track record in the compact-car market. Chevy's last compact, the Cobalt, was an improvement, but it still couldn't face the likes of the Honda Civic and Toyota Corolla.

For 2011, Chevrolet is upping the ante in the small-car game with the Cruze 4-door sedan, a car that is improved over the Cobalt in almost every way. But with a higher price than the Cobalt, can the Cruze be a hit? Based on our test drive, it should be.

Model Lineup
The 2011 Chevrolet Cruze is offered in five trims: LS, 1LT, 2LT, LTZ and the fuel-efficient Eco. Standard equipment on the LS includes cloth upholstery, air conditioning, interior air filter, tilt/telescoping steering wheel, height-adjustable front seats, 60/40 split folding rear seat, power windows, power locks, remote keyless entry, AM/FM/CD stereo, XM satellite radio, auxiliary input jack, trip computer, automatic headlights and P215/60R16 tires on steel wheels with wheel covers.

The 1LT adds power mirrors and floor mats, while the 2LT gets leather upholstery, a leather-wrapped steering wheel with audio controls, heated front seats, 6-way power adjustable driver's seat, iPod adapter, Bluetooth cell phone link, remote engine starting and alloy wheels.

The Eco trim features unique 17-inch alloy wheels with low-rolling-resistance tires and an aerodynamics package that includes active shutters in the front fascia that close at speed to improve fuel economy.

The top-of-the-line LTZ adds rear disc brakes, rear park assist, automatic climate control, cruise control, auto-dimming rearview mirror, sport suspension and P225/45R18 tires.

The Cruze's list of standard safety features is impressive. It includes 10 airbags (front, front side, front knee, curtain side and rear side), a tire-pressure monitor, anti-lock brakes, traction control and electronic stability control.

Fiat Sports Car

Fiat Sports Car
While Fiat's in-house tuning brand appears to be intensely occupied tweaking Punto Evos and 500Cs for the European market – and supposedly a 500 Abarth for us as well – Abarth also has an eye on its own sports car. According to Autocar, this wouldn't be a microwave job on a Fiat, but a unique creation to serve as a halo car.

We've heard this rumor a number of times, with the most recent reports indicating Abarth has been working with Lotus, perhaps using the next-generation Elise chassis as a base. Apparently, that idea has been nixed. However, the specs being discussed are quite Elise-like: two-seater, mid-engine, 200 horsepower, around 2,000 pounds. Whatever it is, Abarth's head of marketing said it will arrive within two years.

2011 Buick Regal

2011 Buick Regal.
It’s really rather good, but is it a Buick?


2011 Buick Regal

  
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Buick Regal

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Specifications

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

ESTIMATED BASE PRICE: $27,500–$30,500

ENGINE TYPES: DOHC 16-valve inline-4, aluminum block and head, direct fuel injection; turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection



TRANSMISSIONS: 6-speed automatic with manumatic shifting, 6-speed manual

DIMENSIONS:
Wheelbase: 107.8 in Length: 190.2 in
Width: 73.1 in Height: 58.4 in
Curb weight (mfr’s est): 3600 lb

FUEL ECONOMY (MFR’S EST):
EPA city/highway driving: 18–20/29–30 mpg

Shell


If General Motors hadn’t imploded, the Buick Regal wouldn’t have been a Buick; it would have been a Saturn. The Regal is essentially a European-market Opel Insignia—a mid-size sedan that competes with the Ford Mondeo, Honda Accord, and Volkswagen Passat over there—rebadged and rebranded for the U.S. and China. It went on sale in the latter country last December.

In case people are worried about Buick’s offering what amounts to a gussied-up mid-size family sedan in the luxury field, that’s what Lincoln and Acura have done with the MKZ and TSX, respectively. We have to say the Buick is a classier piece than both of those. It’s handsome to look at and is hardly changed from the Insignia; only the grille, headlamps, taillight bulbs, badging, and side-mirror glass are different. Eighteen-inch wheels are standard, with 19s on the options list.

Although the Insignia plays in that mid-size family-car arena in Europe, it looks far more expensive inside than do the U.S.-market Chevy Malibu, Honda Accord, and Toyota Camry. The Regal has more soft-touch plastic surfaces and more elegant finishes, such as satin-metal door pulls and piano-black trim. The Regal is reasonably commodious, too, with 97 cubic feet of passenger space allied to a 14-cubic-foot trunk. The rear seat doesn’t feel as accommodating as, say, an Accord’s, although the quoted legroom of 37.3 inches is a hair better than the Honda’s and nearly two inches better than an Audi A4’s.

Well Equipped at Launch

The Regal will be available only in CXL trim at launch, with standard leather seating surfaces, a power driver’s seat, a standard six-speed automatic transmission, heated front seats, and satellite radio. A backup camera, blind-spot monitoring, rear-seat side airbags, and a navigation system will be on the options list. The navigation system has three interfaces: a touch screen; a wheel-type controller by the driver’s right hand; and large buttons on the center console.

Mechanically, the Regal is almost identical to the Insignia. There will be two powertrains for the U.S.: a direct-injected, 2.4-liter four-cylinder making 182 hp and 172 lb-ft of torque, and a turbocharged 2.0-liter direct-injection four that produces 220 hp and 258 lb-ft. Both engines come with standard six-speed automatic transmissions—the 2.0-liter’s is a GM design; the 2.4’s is sourced from Aisin—although the turbo will be offered with a six-speed manual some time after launch. A Buick with a manual tranny? It seems as incongruous as a talking lion, but since the prime competition (TSX) has a stick, why not? Buick executives have no idea of the take rate, by the way, citing a wait-and-see approach. The automaker estimates that the 2.4 will sprint from 0 to 60 mph in the mid-eight-second bracket, and we reckon the turbo will run to 60 in the low sevens, comparable with the TSX.

The Regal has a MacPherson-strut front and multilink rear suspension, with aluminum lower control arms all around. To accommodate all-season tires—versus the Euro-market Insignia’s summer rubber—the rear anti-roll bar is thinner by 0.04 inch and the shock settings were altered. The turbo will be offered with a three-mode “Interactive Drive Control System”—marketing-speak for adaptive shocks. There are driver-selectable “sport,” “normal,” and “tour” modes, although the system will adapt to an aggressive driving style in normal mode, automatically speeding up shift times, increasing steering effort, sharpening throttle response, and firming up the shocks. The IDCS system is bundled with the optional 19-inch wheels and tires and a variable-ratio steering rack. The turbo uses vented disc brakes all four corners, whereas the 2.4 gets solid rear rotors.