2008 Aston Martin DBS

The differences between a sports car and a GT car are subtle but undeniable. In the way it looks, the way it sounds, and the way it feels, a sports car telegraphs a message of outright performance. If you drive a car to its absolute limit down a challenging road and find yourself grinning from ear to ear, chances are you're in a sports car, something like a Lotus Elise or a Ferrari F430. A GT car's mission, on the other hand, is to provide effortless performance, driving pleasure, and comfort over long journeys driven at triple-digit speeds. During a drive from, say, London to the south of France, you should be able to remain relaxed yet inspired behind the wheel, while your passenger should feel pampered and at ease. Aston Martin does GT cars as well as any automaker. Its DB9 coupe features a powerful twelve-cylinder engine, a cosseting cabin, and gorgeous, understated styling. But now Aston has a new top-of-the-line model, the DBS. So, is it a GT, or is it a sports car?

When you first glance at the DBS--and at its spec sheet--you might think that it's a full-on sports car. After all, the DBS is adorned with all the typical sports car styling cues, including scoops and vents and a carbon-fiber front splitter and rear diffuser. European buyers can even specify sport seats with a carbon-fiber shell that help the car shed an additional 44 pounds. The DBS's V-12 sends 510 hp--60 hp more than the DB9--through a six-speed manual gearbox. To help stop it from its nearly 200-mph top speed, the DBS gets carbon-ceramic brake rotors, a first for a roadgoing Aston. At the Frankfurt auto show in September, Aston Martin CEO Ulrich Bez bragged about the DBS's lap times around the Nrburgring. Despite all the exotic hardware, however, when we saw the new DBS at Frankfurt, we couldn't stop thinking that it looks pretty much like a DB9 with a body kit. A rather good-looking and superbly executed body kit, to be sure. But perhaps our first drive of the top Aston would dispel such notions.

Slide the DBS's substantial sapphire and stainless steel key--sorry, the Emotion Control Unit, as Aston Martin insists on calling it--into the slot above the radio and hold it in for what seems like an eternity. The V-12 lights up, and you're greeted with an intoxicating exhaust note--part deep bass, part metallic riff--that makes you want to search out every tunnel within 100 miles just to hear the sound reverberate against the walls. Blip the throttle a few more times, and you'll be hooked. Dip the light clutch, notch the comically large shift knob into first gear, and pull away. As you ease into a pace where you're driving at seven- or eight-tenths, the sound of the V-12, the incredibly strong and responsive brakes, and the precise gearbox tell you that this is one impressive car. But when you really push the DBS on twisty and bumpy roads, the Aston shows that it's not the true sports car you were led to believe it would be. Sure, the twenty-inch Pirellis provide massive amounts of grip, but no matter what setting you choose for the adjustable dampers--another first for Aston--body control is lacking. The DBS feels big and heavy, not light and lithe, when you really hammer it.

Our disappointment with the DBS's behavior on France's back roads was just settling in when we came upon the entrance to the autoroute. This is where the Aston comes into its own: at 130 mph and beyond through the smooth sweepers of the French highway system, the DBS's V-12 calls on gloriously deep torque reserves yet revs freely to its 6800-rpm fuel cutoff. The steering and chassis both feel perfectly calibrated for such conditions, and it becomes evident that the DBS is an extremely good GT car. But so is the DB9, which costs a cool hundred grand less than the DBS, and therein lies the rub. If you need more proof of the DBS's GT character, look no further than the fact that Aston Martin will offer the DB9's smooth automatic transmission as an option later this year.

If we could build the ultimate Aston Martin, we'd plug the engine and the exhaust system from the DBS into a standard DB9, a car whose subtle, elegant styling perfectly reflects the character of an Aston. But there are surely some Aston Martin buyers who want a car that is more extroverted, and the DBS fits the bill. There also is no doubt that the DBS is a good (read: profitable) short-term business move for an automaker that is now independent of Ford. We're all for Aston Martin's future profitability, we just wish the DBS were less of a bejeweled DB9 and more of a true flagship for the British company, especially for $265,000.

2009 Toyota Corolla and Toyota Matrix

While we weren't watching, the Toyota Corolla became the modern Model T. Since the nameplate was coined in 1966, the Corolla has invaded 142 countries and evolved through nine model changes. More than 30 million have been sold, eclipsing both Ford's T (15 million) and Volkswagen's Beetle (21.5 million).

To celebrate the Corolla's fortieth birthday in the United States, its steadfast compact-class domination, and its second-place standing (after the Camry) in the Toyota lineup, a tenth-generation Corolla and Corolla-based Matrix arrive this spring.
The new duo comprises two body styles, five trim levels, two engines, and three transmissions. While the Corolla sedan continues with front-wheel drive only, the Matrix hatchback offers front- or optional all-wheel drive

The only significant dimensional changes are two-plus-inch increases in the sedan's width and wheel tracks, which boost hip and shoulder room a bit. Cargo room is down slightly for both cars, while base curb weight is up by 200 or more pounds. Underneath, there are struts suspending the front wheels and a rudimentary torsion beam carrying the rears (except in the Matrix XRS and the four-wheel-drive Matrix S, which ride on a more sophisticated multilink rear suspension). Electrically assisted rack-and-pinion steering and ABS are standard across the board.

The best news is a base 1.8-liter DOHC four-cylinder engine. Teamed with a five-speed manual or a four-speed automatic, it delivers 30 mpg (EPA combined) in the Corolla and slightly less in the Matrix. The more muscular 2.4-liter DOHC four-cylinder powering the Corolla XRS and the Matrix S and XRS is a Camry hand-me-down that cranks out 158 hp. It's mated to a five-speed (automatic or manual) with front-wheel drive and a four-speed automatic with all-wheel drive.

2009 Chevrolet Corvette ZR1 Preview

Every year there's a car that captures the hearts and attention of
This is the one that the crowds have been waiting for. It's the Return of the King. (Photo: Chevrolet)attendees at the North American International Auto Show in Detroit. Over the past couple of years, it's varied from Detroit's muscle revival to international solutions attempting to solve environmental concerns. This year, the star of the show looks to be the Chevrolet Corvette ZR1, America's addition to the list of world's fastest supercars.

What better way to start engineering a supercar than by basing it off a super car. The new ZR1 will share the same basic chassis and structure as the Z06, which in itself is a force to be reckoned with in the sports car world. Its hydroformed aluminum frame and magnesium engine cradle are carried over, but there are many major changes made to transform the Z06 into the ultimate supercar you see on these pages. Carbon fiber is the building material of choice when it comes to exotics, and the ZR1 has its fair share. While some of the car still contains the traditional fiberglass, there's a lot more of the extra-stiff weave. Besides offering stiffness without the premium of weight – the savings on the roof and roof supports alone save 15 pounds – it's also a feast for the eyes.

There's a lot of Carbon fiber galore... and it wasn't cheap for GM. (Photo: Chevrolet)woven composite on display, gracing its roof and surrounding the car in a thin, downforce-generating lip, plus some that is covered in paint such as the hood and the front fenders. To protect what's subjected to the elements, one of GM's suppliers whipped up a special coating to the tune of $2,000 per gallon to prevent the brilliant weave from yellowing or dulling.

Under the pricey skin the ZR1 makes its power the American way, with a small-block V8 engine. Unlike the original ZR-1 which featured a Lotus-developed V8 with quad cams and four valves per cylinder, the new ZR1 features pushrods to actuate its valves. But the thing about the ZR1 is that its engine isn't as big as the one featured in the Z06. The new LS9 engine measures in at only 6.2 liters versus the LS7's 7.0. The difference and the supercar-crushing power comes from the addition of a big (2.3-liter!) Roots-type supercharger from Eaton that is bolted on with a liquid-to-air charge cooler system to feed cool, fresh air into the engine.

Because superchargers are friction-based and drive off the engine, they consume power at full throttle. Eaton's new four-lobe supercharger rotor design is more efficient than its previous three-lobe design; it actually cuts back a significant amount of drag. Instead of sucking back 120 horsepower's worth of energy, the new system only consumes 80 hp. Aside from much stronger internals to deal with the extra power and the 10.5 psi boost of the supercharger, the ZR1's engine also receives dry-sump lubrication. Like the Z06's engine, the LS9 is built in Wixom, Michigan, by hand.

2009 Hyundai Genesis Preview

According to the Merriam-Webster dictionary, the definition of the word “genesis” is
as follows: the origin or coming into being of something. There couldn't be a better name or a more apt description of Hyundai's new flagship vehicle than Genesis. For years Hyundai has upped its game, focusing on quality, durability and reliability, and has succeeded. Now it's confident enough in its progress to charge into previously uncharted territory. This brand, which wasn't even much more than a bottom feeder in North America some twenty years ago, is now a major threat to the biggest and most established players in the industry. So, it's going to be a very important occasion when this brand launches its flagship car, a vehicle that will no doubt set the standard for affordable luxury.

The image that Hyundai has been building up recently has been more refined and sophisticated, and for its flagship? The styling, well, it's easy on the eyes, but it isn't exactly distinctive. From the front, there's a lot of Mercedes-Benz S-Class in the grille and quite a bit of Lexus LS 460 in the headlamps. From the side, it sort of looks like an Infiniti G, and from the rear there are hints of BMW 5- and 7-Series. Mind you, the fact that Hyundai
is drawing from some of the best-known brands in the luxury sector is no bad thing, it's just that the car doesn't have much Hyundai design character to it.

To be fair, however, after about 20 years of sales success, Toyota's Lexus division only just started offering cars with unique styling, with its initial cars paying much homage to Mercedes-Benz. Still, at least Lexus made it possible to distinguish its brand identity when an ES or LS was traveling toward you. To further confuse onlookers as to what the Genesis is, you probably have noticed that it's completely unbadged from the front. This is sure to raise questions. As one of our staff pointed out, what sort of flagship is too embarrassed to wear the company logo? This is the equivalent to a famous painter intentionally not signing his or her masterpiece, a mistake Hyundai previously made with its XG300 and 350, corrected with the Azera. A small, discreet badge centered on the grille's topmost chrome strip would be enough, and help change Hyundai's image on the street when pedestrians catch sight of the car while walking by.A different tone is set by the Genesis' interior, and a much more impressive one at that. The first thing that will catch most people's eyes is something that isn't found on any other Hyundai – a navigation screen. This will be the first Hyundai offered here in North America to get one, and bodes well for other Hyundai models that are currently lacking this feature. A series of controls sits below the screen, a similar layout to what can be found in the Infiniti G and M, although these controls do not operate the hi-fi system and navigation. To control these, Hyundai has conjured up its own version of iDrive, which is mounted behind the shifter.

We'll have
to wait to test it in order to judge how easy the system is to use. Next up, you'll find that there's a lot of quality material in the car. Hyundai has escalated its fit and finish and materials over the years, but this is set to be the finest car that they've made. The dashboard, door panels and other areas of trim are covered in leather, and stitched to create a first-class impression, and yes, there's plenty of authentic wood and aluminum trim too. Alhough Hyundai will compete against the Pontiac G8 and Chrysler 300 when it comes to pricing, it's got Lexus, BMW and Mercedes-Benz in its targets, and has engineered the Genesis to be competitive even though it will be priced tens of thousands of dollars cheaper than its rivals. The Genesis is Hyundai's first rear wheel drive car for North America, so they've developed it completely from scratch. Its body structure, constructed from high tensile steel, is reportedly more rigid yet lighter than a 5-Series or an E-Class, despite the fact that it's physically a much bigger car. Besides being rear wheel drive, the Genesis also features a five-link, multi-link rear
suspension and will be available with adaptive damping to deliver a supple yet sporty ride. How sporty? According to Hyundai Director, Product Planning Wayne Killen, discussing the car on the show floor with our exec editor Trevor Hofmann, the Genesis fits right in between the 5-Series and E-Class, with tighter handling that would be more appreciated by BMW drivers, adding, it's more Infiniti M than Lexus GS, if the Euro comparo wasn't enough. This certainly will have to be experienced first hand. The Genesis comes standard with 17-inch wheels, while 18-inchers are an option.The highlight of the Genesis is the brand new Tau V8 engine, and although it isn't the first V8 offered by for the brand (a previous, Korean domestic market car built with Mitsubishi offered V8-power), this is the first V8 the brand will be selling here in North America. The 32-valve engine is stated to make 368 horsepower and 324 lb-ft of torque. And if the thought of a Hyundai hitting 60 mph in less than six seconds isn't impressive enough, the fact that it's capable of doing all of this yet still running on regular unleaded should. If premium fuel is used, output is said to jump to 375 horsepower. You'll be seeing more of the Tau engine in the future, as Hyundai has designed it to be modular and to accept new technologies like forced aspiration and direct injection. The Tau's power and torque are connected to the rear wheels via a ZF six-speed gearbox with manual mode, the same transmission found in many high-end luxury cars.

Being that not everyone wants or needs V8 power, the Genesis will also be available with two alternative V6 engines, both of which are from the Lambda family. The sixes offer more power than the current versions of the same displacement they're derived from, thanks to revisions to their variable intake manifolds and the addition of advanced continuously variable valve timing. The midrange engine is the 3.8-liter V6 now found in the Azera and Veracruz, although in Genesis trim it puts out an impressive 290 horsepower and 264 lb-ft of torque. The entry level Genesis is powered by a smaller 3.3-liter V6 engine, currently available in the Sonata, Santa Fe and Veracruz, but for the Genesis it will make 268 horsepower and 233 lb-ft of torque - most likely these upgraded V6s will replace the current versions throughout the range; the smallest engine will most likely not make it to North America, mind you. And this is a big leap forward in performance, considering that the Azera's current 3.8-liter V6 makes 263 horsepower and the 3.3 puts out a max of 242. Like the V8, the V6 is linked to a six-speed automatic, unlike the current five-speed unit, although it is supplied by Aisin rather than ZF. Now that I'm talking Azera, it's important to note that the Genesis was not designed to replace the current front-wheel drive flagship, but to complement it. The Azera will continue on due to strong sales and it's ability to reach a different type of client than the Genesis will attract, kind of like how Lexus captures a larger share of the midsize luxury market with its ES 350 and LS 350 models.If luxury is defined by toys, the Genesis could very well be at the top of the heap. It has all the usual accoutrements like heated and ventilated seats, proximity sensing keyless access with pushbutton start, adaptive xenon headlamps and even an HD
Radio as standard equipment. Still, as impressive a list as this is, it's the less noticeable details that count for more in this game. Take for instance the leather on the steering wheel, which has been treated with UV-reflective dyes so that the surface doesn't become too hot to touch. If music is an important part of your drive the Genesis could be the car for you, as it can be had with an upgraded sound system that showcases 17 Lexicon speakers that are fed info from the Harman/Kardon Logic7 receiver with music selected from the six-disc CD player, the 30 gb hard drive, or your iPod via a USB slot.

Logic7 can be found in some of the world's finest cars, like the Range Rover, S-Class and 7-Series. Lexicon speakers can only be found in what's widely regarded as the finest luxury sedan in the world, the Rolls-Royce Phantom. And soon, of course, the Genesis. If it is possible to capture a brand's will and desire in automotive form, the Genesis is Hyundai's. Although it represents a standard never before seen in a Korean car, it has not lost forgotten the brand's core value proposition, delivering bang for the buck. The new Genesis will start at under $30,000 dollars, and will have an industry-leading warranty. Its introduction in Detroit will no doubt be a proud moment, but the real success will be when customers get behind the wheel and drive it this summer. We certainly look forward to doing likewise.

2008 Toyota 4Runner SR5 Sport Road Test

The wind, the snow, the cold, the reduced visibility, the snow... did I mention the snow? Contrary to our Northwest office, which has seen above seasonal temperatures and is currently having a Green Christmas, we here in the Midwest most certainly aren't. Old Man Winter is out in full force, and it's been quite some time since I've seen a storm like this. Well, to be honest, it wasn't that long ago - last week - that the weather was this frightful, but it's never a worry when you're in something as sturdy, as capable and as dead reliable as Toyota's 4Runner.

4Runners are hearty machines, tough, well-built and well-engineered. Little has changed conceptually since they first hit the market in the mid '80s, which might have a little something to do with this fact. So, the two-door body style isn't around anymore (it's been absent since '92, and there aren't any plans to bring it back), but the body-on-frame structure has lasted (it's significantly more modern though, with frame rails that are fully boxed for improved rigidity), and has its proper four wheel drive system, transfer case and solid rear axle. This latest 4Runner shares its underpinnings with a great number of different SUVs and pickup trucks, ranging from the Lexus GX / Land Cruiser Prado to the FJ Cruiser, some of the best off roading vehicles in the world. In fact, when you're at the far stretches of the earth, the vehicles you're most likely to see are Toyotas, and relatives of the 4Runner no less.

This year, Toyota has consolidated the range for 4Runners into fewer models. Both the V6 and V8 are available in SR5, Sport and Limited guises. V6 models outfitted with the Sport package are well worth the extra $4,585. It's much more than an appearance package which is the case for most Toyota products, as it includes bigger wheels and tires, a front skid plate, bigger brakes and a host of little features, but most importantly it includes the wonderful X-REAS suspension system. Unfortunately, it also features a really dorky fake hood scoop. Just about the only thing missing from the 4Runner is the availability of a heated seat on the cloth-trimmed buckets. Mind you, with cloth, the seats don't get as cold to begin with, so Toyota's reasoning for excluding them is understandable.

When snow covers the ground, it's usually playtime when it comes to vehicles - but not for the 4Runner. To it, slippery stuff is serious business. Under these conditions, it's easy to see the advantadoing so, and it also helps prevent the back end from slipping out easily even when rounding slight corners. With the exception of when the vehicle is in low-range settings, VSC stability control will always remain on. Even with traction control disengaged, VSC will kick in and prevent the tires from slipping, getting it out of slippery situations

For the time well being, as it stands, the 4Runner is a fantastic SUV. While change may be inevitable, there is something to be said for tried and tested techniques and equipment. Importantly, Toyota has built its name building tough as nails vehicles like this one. So don't let its classic suspension and tough physical demeanor get in your way of your consideration, as this is a seriously good SUV

Futuristic Volvo C30 hits the road

It’s the most shocking new Volvo ever launched… And Auto Express is first behind the wheel. Part electric dream and part biofuel-powered hatchback, the C30 Recharge is the Swedish firm’s vision of the future, and it could go on sale as early as 2012.

Not content with building some of the safest cars on the road, bosses have created the Recharge as part of an effort to make the greenest, too.The newcomer is best described as an advanced hybrid, with power coming from four electric motors mounted in the wheels. However, unlike some other hi-tech concepts, this one promises some serious advantages.

That’s because the energy to propel the car comes from three distinct sources. Rather than relying solely on battery power, the C30 Recharge also has a 1.6-litre biodiesel under the bonnet. This is attached to a large alternator to give an extra boost to the power systems. There’s no physical link between the engine and wheels, however; only an electrical one.

The engine can therefore be run at its most efficient point to make power, rather than being forced to run to the very top of its rev range to provide forward motion. This not only improves real-world performance but also the kind of punch the electric motors need to keep up with fast-moving traffic.

Detroit 2008: 2009 Saturn Vue 2 Mode Hybrid

In 2006, the Saturn Vue Green Line became General Motors’ first production hybrid vehicle when it debuted with the company’s mild hybrid system. In fall 2007, a updated BAS-equipped Green Line version based on the second-generation Vue went into production.

GM has now added the second of three hybrid variants to the Vue lineup with the2009 Saturn Vue Green Line 2 Mode. The 2 Mode Vue is based on the same technology used in the award-winning Tahoe and Yukon full-size SUVs. The Vue has the first transverse mounted front-wheel drive application of the 2 Mode system.

The 2 Mode transmission is paired up in the Vue with GM’s 3.6L twin-cam V6 equipped with direct fuel injection. Like the big SUVs, the engine is equipped with a cylinder deactivation system that allows it to run on three cylinders under light load conditions. The combination of the advanced hybrid system and the V6 helps maintain the V6 Vue’s 3,500 tow rating while still achieving a fifty percent boost in urban fuel economy. There’s more on the 2 Mode Vue over at AutoblogGreen.

Gallery: Detroit 2008: 2009 Saturn Vue 2-Mode Hybrid
DETROIT – The all-new 2009 Saturn Vue Green Line 2 Mode, the first front-wheel-drive compact SUV in the world powered by General Motors’ two-mode hybrid technology, is designed for customers who want the outstanding fuel savings of an advanced hybrid and the full power and towing capability of an SUV. The Vue Green Line 2 Mode was unveiled today at the North American International