First Drive: 2012 Mercedes-Benz SLK-Class

We usually see women behind the wheel of the Mercedes-Benz SLK-Class. Who can blame them? It’s a cute little car. The original SLK debuted in 1996 with a four-cylinder powerplant and all of 136 ponies. What it lacked in the motivation department it made up for with its Vario-roof retractable hardtop. Not since the 1957 Ford Skyliner could a car stop so much traffic while parked.

The SLK gained some testosterone with its first facelift in 2000. While the exterior was still rather tame, the chick car jokes ceased in 2001 with the introduction of the 354-horsepower SLK 32 AMG.

Things continued to get better with the all-new 2004 edition and its sleeker styling that paid homage to Mercedes’ Formula One designs and the beastly McMerc SLR. The reality that AMG could stuff its hand-built 5.4-liter V8 under the hood made the second-generation SLK a serious performance car.

For 2012, the SLK officially begins its third generation, and you can see the difference from 100 yards. Especially from the front view, the roadster looks more mature and substantial. The split-grill design reconstitutes the 190 SL’s design from the late 1950s in a handsome, modern manner. The bolder aesthetics continue in the rear, which features large arches over the rear wheels and LED taillamps. And it keeps getting better on the inside…

Inside, the modernized retro theme continues, with our SLK350 tester’s circular vent outlets ported through the handsomely contoured dash covered in hand-stitched Nappa leather (like the SLS AMG). Round analog gauges flank a center digital display in the main binnacle, while a bright, seven-inch LCD handles navigation as well as manipulating the climate control and infotainment systems.

While the interior and exterior are mostly new, from an engineering standpoint, the third generation seems more like a Gen 2.5.5; a facelift of the 2008 facelift. The 2012 SLK rides on the same 95.7-inch wheelbase. It’s about an inch longer and an inch wider (overall width and track), and the tidy dimensions help this car stay true to what SLK stands for: Sportlich (sporty), Leicht (light) and Kompakt (compact).

Engines are familiar to fans of the Three-Pointed Star. In the States, we will eventually get two of three available engines for the new SLK: the 1.8-liter turbocharged four-cylinder and the naturally-aspirated 3.5-liter V6. Four-cylinder models will be called the SLK250, while V6 models gets the SLK350 badge. For 2012, both engines gain direct fuel injection in a nod to efficiency. Horsepower, torque and preliminary estimated miles per gallon figures are 201, 229 pound-feet, and 23/31 for the 1.8-liter engine and 302, 273 lb-ft., and 20/29 for the uprated V6. On this trip, only the six-cylinder SLK350 was available for us to drive, as it will be the only model offered when the SLK goes on sale in June. The SLK250 is scheduled for availability in the U.S. later in the model year.

Both engines run their torque through an updated seven-speed automatic modified to accommodate a new fuel-saving start/stop functionality. Unfortunately, cars coming to the USA won’t be getting the latter feature – at least for the moment. That’s too bad, given where fuel prices are trending and the system’s relative smoothness. Mercedes-Benz engineers use the crankshaft position sensor to know which cylinder has stopped closest to the optimum position for re-starting the engine. The engine control module then re-fires that cylinder first, an action that helps smooth out and quicken the re-start event.

To prepare for our drive, we needed to store two large duffle bags and wondered how much room our SLK350’s trunk provided. Mercedes-Benz literature claims 6.4 cubic feet with the roof lowered and 10.1 cubes with the roof raised. Since we would soon be driving from sea level through the clouds to the observatory at Teide National Park, some 7,800 feet above the Atlantic in Spain’s canary Islands, the top would be down and up depending on the precipitation (or a lack thereof). The trunk easily swallowed two large backpacks and a camera case with the roof stowed. Nifty.

The SLK’s hallmark retractable hardtop comes in three varieties: solid steel panels, a tinted roof section or with Benz’s trick new Magic Sky Control electrochromatic roof section. The later roof’s trick is that the transparent panel can shift its tint from almost clear to heavily darkened.

The glass section is a glass-matrix polymer-glass sandwich in which nearly microscopic rectangular particles are suspended in carrier-type fluid. When a small electrical charge is put through the polymer layer, the particles obediently arrange themselves in a vertical orientation, letting light pass through mostly unencumbered. When the juice is cut via a switch on the windshield header, the particles rotate 45-degrees, blocking most of the light (and heat) attempting to pass through. The shift requires nary a second. (Geek Note: Magic Sky Control uses a similar principle to Delphi’s Magnetic Ride Control dampers that control the flow path of damper fluid.)

When it came time to press the starter button and head for the observatory, temperatures were mild, and low clouds hung over our oceanfront starting point. With rain threatening, it neither felt nor looked like top-down driving weather, so the top stayed in place.

The imperfect roads on Tenerife presented a less-than-ideal surface that worked to shake and rattle the SLK. It accomplished neither. The roadster easily absorbed the punishment with the aplomb of a true fixed-roof coupe. Interior noise levels (engine, road and wind) were well subdued, and the exhaust note of the V6 sounded sportier than the same mill in the C-Class sedan. No surprise there, but still a welcome discovery.

Short-wheelbase cars can feel skittish, but the SLK simply doesn’t. Even at full throttle with every foot-pound of torque twisting the rear half shafts, the SLK350 felt unshakable and secure.

As we left the island’s primary roads for the twisties ascending the extinct volcano’s walls to the observatory, the SLK’s locked-down feeling continued. Our route took us into the clouds that were heavy with moisture and the narrow roads turned slick. It seemed that the entire ride up the mountain was a Falling Rock Zone, and plenty of rocks littered the asphalt – like we needed more excitement.

Even running uphill, the 302-hp six-cylinder had plenty of power in reserve. Thinking that leaving the electronic stability control in the ‘On’ position was a good idea, we’d often feel it working to keep the SLK in line. As expected, it immediately curbed any oversteer, but did so in a way that wasn’t retaliatory – it simply chided for being overexuberant.

What was unexpected was the so-called torque-vectoring function of the Electronic Stability Control. When diving into a corner under braking, we’re trained to expect a certain amount understeer – particular from Mercedes. The SLK senses the understeer and helps to mitigate it by adding a measured amount of braking to the inside rear wheel, helping to increase the car’s yaw rate and make it rotate more easily.

We’ll have to wait for the AMG-tuned version of the SLK to arrive before this chassis can be completely exploited, but indications are good thus far. Unfortunately, the ESC on the SLK350 cannot be completely disabled. When the dash switch is toggled off, the tires will spin to aid acceleration on snow or through mud, but any yaw immediately triggers a throttle intervention. When the AMG version arrives, expect an option to completely shut down the ESC.

Even with ESC on, the SLK remained a remarkably fun steer. The traditional hydraulic rack-and-pinion box had a natural on-center feel. Rolling off of center, starting at about 5 degrees, the box cranks the wheels with a constant ratio. At 100 degrees of steering angle – just beyond a quarter turn and just before your arms get crossed up – the ratio increases and the wheels turn more quickly. This is a huge help on roads that twist enough that you spend as much time looking out the side glass as the windshield. On the roads of Tenerife, we rarely had to shuffle the wheel or get our arms completely crossed-up.

Somewhere north of 6,000 feet we broke through the clouds and the top went down. It was chilly enough for us to turn on the Airscarf, a feature that blows warm air on your neck. We also put up the Airguide windstop. With the heater cranked up, we remained warm in the cabin, and buffeting was kept to a minimum.

After shooting some photos, we headed back down the mountain. This strained the brakes, as evidenced by the soft pedal and burning odor. However, the Continental SportContact5 tires (225/40R18 front and 245/35/R18 rear) – known for their ability to shed speed with authority – never faltered. The average SLK driver probably isn’t going to give their drop-top the same workout, so for daily duty, the standard stoppers should do nicely.

In all, the 2012 SLK’s driving experience was a good one. It did, however, leave us wondering about a few things. First, we’re looking forward to some time behind the wheel of the lighter SLK250. The tonnage is down by more than 100 pounds and weight distribution should be closer to 50/50. The SLK350’s smaller-engined sibling could end up being the better of the two offerings – that is, until the V8 AMG model enters the mix. We’ll let you know as soon as we get the chance to try them out.

[Source: autoblog]

First Drive: 2011 Aston Martin V8 Vantage S

Nestled in a secluded valley in the south of Spain is the Ascari Race Resort. Celebrated as one of the world’s most beautiful tracks, the private 3.2-mile ribbon of perfectly smooth blacktop challenges drivers with 26 corners, 10-degree climbs and 18-degree banks as it weaves through the mature oak trees that dot the landscape. Named after Alberto Ascari, the first double world Formula 1 champion, the well-manicured decade-old venue is the type of circuit enthusiasts fantasize about.

Our private shuttle takes us through the manned guard gate towards the main clubhouse. As we round the corner, and head down the shallow hill, the sun reflects off something in the distance. Parked in the paddock are a dozen glistening sports cars – some coupes, some roadsters – each still dripping wet from the overnight shower that leaves the air fresh and crisp. The vehicles, the latest offering from Aston Martin, are the enthusiast-targeted Vantage S Coupe and Roadster.

Nine times zones from home with jet lag extinguished by a morning café grande, I figure it is time to get behind the wheel. Only one thing is more enjoyable than driving the new Aston Martin Vantage S through the mountains of Spain – spending a long afternoon with the sports cars on the wide-open Ascari race circuit.

The Aston Martin Vantage secured its position as the automaker’s sportiest model when it was introduced at the 2005 Geneva Motor Show for the 2006 model year. Like the DB9, the then-new two-door utilized the now common VH Architecture (the chassis is constructed with extruded and bonded aluminum panels). Today, the platform is also shared with the DBS and Rapide.

The four basic body styles in the Aston Martin lineup have much in common, but the Vantage holds the trump card when it comes to handling. Unlike its architecture-sharing siblings, the Vantage is shorter by a foot and its wheelbase undercuts the others by nearly six inches – the reduction in overall size translates to a lighter curb weight (3,549 pounds Coupe, 3,726 pounds Roadster) and greatly improved handling.

Aston Martin offers its Vantage in a dozen flavors these days, from the entry-level V8 Vantage Coupe ($120,350) to the flagship V12 Vantage Carbon Black ($194,995). Following on the heels of the limited-edition sport-tuned V8 Vantage N420 models, introduced less than a year ago, are two new models both wearing the automakers coveted ‘S’ badge - the 2011 Vantage S Coupe and 2011 Vantage S Roadster.

While their aluminum platforms are virtually identical to the standard coupe and roadster models, the British automaker is targeting driving enthusiasts with these heavily upgraded Vantage S variants. Under the hood of each is a specially-tuned version of the familiar all-alloy 4.7-liter V8. Fitted with an adjustable air intake (engineered to open nearly unrestricted at 3,500 rpm), more aggressive spark mapping and the ability to take advantage of higher octane fuel, the engine delivers 430 horsepower at 7,200 rpm and 361 pound-feet of torque at 5,000 rpm (its power rating tops the N420’s output by about ten horsepower). We estimate the Vantage S will hit 60 mph in about 4.5 seconds (Aston Martin lists the maximum speed at 189 mph).

The Vantage S also boasts a new transmission. The six-speed Sportshift gearbox (a single-clutch automated manual transmission) fitted to the standard Vantage models and the N420 has been superseded by Aston Martin’s all-new seven-speed Sportshift II. While it remains a single-clutch automated manual transmission (rumor has it a dual-clutch unit won’t fit), Sportshift II is 52 pounds lighter than Sportshift I. Plus, it is at least 100 pounds lighter than a dual-clutch transmission, reports Aston. Specifically designed with the performance of the V8 Vantage S in mind, the transmission is engineered to operate automatically in Drive mode, or to be manually commanded via column-mounted magnesium shift paddles (the new transmission is reportedly able to select gears 20 percent faster than the older gearbox, in both modes). The rear-mounted gearbox is also now air-cooled, not oil-cooled like its predecessor, helping to shed an oil pump and other unnecessary ancillaries.

The exhaust system is also unique to the V8 Vantage S (it shares some commonality with the aggressive muffler system used on the V12 Vantage). Its overall capacity is larger, and the bypass valves are engineered to open earlier in the rev range to produce a throatier sound and more “crackle on the overrun,” says the automaker.

The steering rack has been modified with a quicker ratio (now 15:1, as compared to 17:1 on the standard Vantage models), dropping the number of wheel turns (lock-to-lock) down to just 2.62. The suspension has also been overhauled with retuned passive damper valves, revised rear spring coil rates and revised bump stop rates and lengths.

The braking system delivers more stopping power, thanks to larger 15-inch slotted front rotors with six-piston calipers. While their overall diameter has increased over the standard Vantage, their weight has done just the opposite (credit an innovative two-piece system that uses a lightweight aluminum hub with a durable iron braking surface). The rear 13-inch rotors are cast iron, with four-piston calipers. The braking software has been refined to take advantage of existing brake-related systems (ABS, electronic Brake Force Distribution, Traction Control and Positive Torque Control), and the three-mode Dynamic Stability Control has been specially calibrated for its new enthusiast-tuned role. The Vantage S is also the first Aston Martin to be configured with Hill Start Assist (the brakes are automatically used to hold the vehicle stationary on a steep grade for two seconds, or until the accelerator is pressed).

Visually differentiating the Vantage S from its other siblings, Aston Martin has resculpted the front bumper and added a carbon fiber lower front splitter (its larger intake channels more air to the engine and brakes). There are larger side sills with styling derived from the GT4 race car, and a new carbon-fiber rear diffuser. Lastly, the rear decklid features the slightly raised “flip” shared with the V12 Vantage. All of the design elements contribute to lowering the coefficient of lift and drag, thus increasing high speed stability.

The wheels are also unique to the Vantage S lineup. Standard fitment is 19-inch “V-spoke” cast aluminum alloys, wrapped in Bridgestone Potenza RE050 performance tires (245/40R19 in the front and 285/35R19 in the rear - the rears on the Vantage S are 10 mm wider out back when compared to the standard Vantage). Forged 10-spoke aluminum alloy wheels, saving additional unsprung weight, are optional.

A glance at the interior reveals that it, too, has its own unique look. The cabin has been upgraded with distinctive three-track stitching on the door panels and seats (Aston Martin says the design element “echoes the gills of a shark”). The steering wheel can be covered in Obsidian Black leather (or Alcantara) with matching or contrasting stitching and there is an option to specify a Piano Black package, complete with a piano black center console, door handle surrounds and handles. The option list for both Vantage S models reads nearly identical to the other Aston Martin siblings, whether one is seeking a 1000-watt Bang & Olufsen BeoSound audio system, satellite radio upgrade or a boot-mounted umbrella. Track junkies overseas will want to opt for the extra-cost carbon-fiber and Kevlar bucket sport seats, with soft leather faces, saving nearly 40 pounds of weight (sadly, the DOT won’t certify them for the States).

Aston Martin is offering the 2011 Vantage S in two body styles. The standard V8 Vantage S Coupe (with mandatory Sportshift transmission), starts with a base price of $138,000. The V8 Vantage S Roadster with a power-operated soft top (also only fitted with Sportshift) will set you back $151,000. The pricing puts the two new models comfortably mid-pack in the Vantage lineup. (All pricing includes gas guzzler tax, but exclude the $1,615 fee for delivery and destination.)

By luck of the draw, I’m on the track in the first round. My fortune is short-lived, however, as I quickly realize my dallying in the heated lounge has cost me first choice of vehicles – I’m left holding the glass key to a bright blue right-hand-drive model. The minor annoyance accepted, my six-foot, two-inch frame settles comfortably into the optional sport seats (as mentioned, the nice carbon/Kevlar buckets won’t be offered in the States). Strapped in place with the standard three–point belts, I slide the white open-face helmet over my skull. I have plenty of wiggle room.

The new Sportshift II, like its predecessor, doesn’t have a traditional PRNDL gate on the lower console. Instead, there are four round buttons (”Sport,” “R,” “N” and “D”) high on the center stack. The Vantage S, like all Aston Martins these days, is started with the signature key held in place for a few seconds. The V8 fires over and settles to a tempered growl. I step on the brake and tap the “D” button, followed immediately by the “Sport” button – it electronically changes transmission maps so the new gearbox will shift more rapidly and hold each gear longer through the counterclockwise sweep of the tachometer. The sport mode also alters the flapper in the exhaust to give it a more aggressive note.

With an open track beaconing, and a flagman waving a bandera verde, I bury my right foot on the metal accelerator pedal. There is a very reassuring growl from the ass-end of the coupe as the 4.7-liter forces me back into the seat.

It takes about three full laps of the 3.1-mile circuit before I am comfortable with the layout. There are twenty-six corners, so much of the orientation is spent memorizing entry points (speed will come). With most committed to my internal RAM, I increase my velocity gradually. I immediately find the Vantage S very docile - it is nearly perfectly balanced (49:51 front to rear) and the steering is nicely weighed. I’m pleasantly surprised.

After ten minutes, I’m starting to really enjoy things. The Bridgestone Potenza tires are getting some good heat into them, as are the brakes. I push harder. At about eight-tenths, the Vantage S transforms from being a street car on a track to a showroom-ready racer. The back end starts to break free if power is applied on a lightened rear end (easily corrected with some opposite steering input) and a bit of understeer in the sharper corners becomes an issue. It’s time to crank things up.

At nine-tenths, I’m grinning ear-to-ear. Diving into the hairpin corners, I use trail braking to help rotate the Vantage S (masking much of the understeer). Body roll is minimal, and there is plenty of low-end torque to control rotation and bring the coupe back to speed upon exit. The width of the Vantage requires some caution in the tighter areas (unless you enjoy unsettling impacts with curbs), but nothing overly distracting. That same low stance does contribute to ample, and welcomed, grip on the small and medium-size corners. On the larger sweepers, I find it easiest to keep my foot down until I feel the rear end get light. Then I just hang it there and enjoy the ride.

The Vantage S is truly one of the more enjoyable vehicles I have ever driven on the track. The engine pulls with gusto (it prefers to spin at the top of the tachometer, so be wary of the fuel cutoff), the exhaust sounds tremendous (even through a helmet) and the brakes are more than competent for the job. And one has to mention the chassis – it is a spectacularly stiff platform. Aston Martin takes some abuse for using the same VH architecture on all of its models. I say, who cares? It works.

Yet hold your applause.

Even with its sexy styling and eight-cylinder rumble, there is something working against the Vantage S. It’s the darn brand-spanking new Sportshift II gearbox. While it is admirably lighter and quicker than its predecessor, it still trails the pack when compared against the dual-clutch offerings from the competition (there is no prize for inventing the ultimate VHS machine these days). Even when the transmission is in manual-shift mode, there is an agonizingly noticeable delay between gears. Aston Martin’s redesigned single-clutch gearbox may finally be quickest of its kind, but the industry moved on. Several years ago.

With my helmet back in the lounge, I grab the keys to another Vantage S and depart Ascari Circuit on two-lane public roads for the small Spanish villages of Cuevas del Becerro, Setenil de las Bodegas and Arriate. In a relaxed manner, the transmission is left in “D” allowing the electronic nannies do the shifting. Once again, I find myself flustered with the slow gearbox, so it’s back to manual mode (thankfully, it only takes a brief tap on the paddleshifter to kill the autobox and the system doesn’t revert back to automatic without pressing the “D” button again). With my brain in control, and my fingers doing the work, the Vantage S is a fun scalpel to carve local Spanish roads. I am smiling once again.

The British automaker doesn’t hesitate when asked to put the crosshairs on the Vantage’s direct competition. It understandably comes from the volume-selling rear-engine Porsche 911. Granted, Aston Martin money ($138,000-plus) will buy every single naturally-aspirated 911 in today’s lineup, and get you in a standard 911 Turbo – an established segment benchmark.

Aston Martin Vantage S verses Porsche 911 Turbo. That’s a tough dilemma.

If asked to choose a weekend track car with those lottery winnings, I’d toss both aside and place my money on the Porsche 911 GT3 RS – that lightweight slot car is a no brainer. But, if asked to pick a sports car to fill the void in the third garage slot, one that would shuttle me to work a couple days a week, get front billing with the valet at the country club, provide me with an engaging driving experience up Mulholland Highway on days off and make me look over my shoulder each time I park, I’d choose the new Aston Martin Vantage S. But, really… can I get one with a manual transmission?

[SourceL autoblog]

First Drive: 2012 Acura TL

For years, Acura approached the evolution of its vehicles with the deliberate patience of a carpenter wielding a sanding block. Rough mechanical or aesthetic edges were banished not with axe swings, but with small motions that seemed barely perceptible compared to the ranging whims of the competition.

Then the 2009 TL came along.

While the automaker had already begun to dabble with its then-new corporate shield grille, the TL took the piece and ran with it in a direction no one else was heading. Ask Acura about the thinking behind the design, and the company will say that the look was a product of the times. When the vehicle was penned, the world was preoccupied with ever larger displays of affluence, and Acura wanted a sedan that was unmistakable in every way. Unfortunately, the fourth-generation TL landed right as the housing bubble popped and the rest of the economy began circling the drain.

In order to right the TL’s wrongs for 2012, Acura has put down the chainsaw in favor of the carving knife to build an altogether more attractive vehicle that brings additional fuel economy to the table as well. Are the small changes enough for the luxury sedan to put its dreaded beak behind it?

Acura’s designers set about reorganizing the front fascia and the rear valance of the 2012 TL to diminish the vehicle’s vertical look in favor of more horizontal lines. First and foremost, that involved shrinking the formerly massive grille by backing it away from the headlights and off of the hood. That simple change serves up some much needed proportion to the nose, and a new waterline nestled below the grille and above the air inlets is a simple detail that changes the sedan from slab-faced to athletic. The grille also wears a new variety of materials, including a set of gloss black wings tucked below the shield to help break up the negative space down low.

Speaking of those air inlets, Acura has trimmed down the size of both the turning indicators and the fog lights and added in some attractive chrome detailing to do away with the gaping holes in the old car.

As much as all of the small details help, two larger overall changes up front have made the biggest difference for the face of the TL. The designers trimmed the front overhang by a full inch and pushed the nose down for a more poised look. Park the 2012 TL and its 2011 sibling next to one another and the changes are immense.

That shorter overhang becomes more apparent as you move along the side of the vehicle, where the wheel wells seem pushed to the corners. That effect is amplified by the fact that the company’s designers trimmed an additional half-inch from the rear valance as well. Otherwise, you won’t find too many differences between the flanks of the 2011 and its replacement. While the company has brought two new 17- and 18-inch wheel designs to the option sheet for 2012, the larger 19-inch roller from the last generation will remain on hand.

Along with that diminished rear valance, the 2012 TL packs a slew of design tweaks out back, too. Those include a significantly smaller garnish along the trunk sill, smaller reflectors and a new diffuser mounted low. That last bit of kit goes a long way towards breaking up the vast cliff face of plastic that adorned the old model and does much to carry the horizontal design cues of the front around to the vehicle’s tail.

For all of the moaning that the exterior design of the fourth-generation Acura TL evoked, we never really heard too much bellyaching about the vehicle’s cabin. That’s largely because Acura got the cockpit in its bread-and-butter sedan right the first time around. Designers have swapped out the dimpled chrome accents of the dash and door panels for a fish-scale material that looks more at home in a vehicle of this caliber, and buttons along the stereo are now color-matched to the rest of the controls on the dash. It’s not a reinvention of the wheel by any stretch of the imagination, but we never felt that the cabin was an unpleasant place to spend time to begin with.

We’re still frustrated to see Acura sticking with the company’s cumbersome wheel/joystick interface for the infotainment system instead of a more natural touch-screen layout, or at least a horizontally mounted controller. The system sticks out like a sore thumb in an interior that’s largely very intuitive. While the center-stack is a bit button-happy, we never found ourselves struggling to adjust the cabin temperature or the stereo’s volume.

While buyers are likely to respond to the new face of the 2012 Acura TL, the most serious changes to the vehicle lurk under its redesigned hood. The automaker’s engineers have managed to dig up an additional two miles per gallon city and three mpg highway from the lower-rung 3.5-liter V6 engine thanks to aerodynamic tweaks, a few engineering tricks and a new-to-the-platform six-speed automatic transmission.

That new face doesn’t simply look better. It also helps serve up a 5.4-percent reduction in drag thanks to changes in the grille and lower fascia. Additionally, airflow through the radiator has been optimized and new underbody cladding helps reduce turbulence from below to make the sedan as slippery as possible.

Engineers also bolted on a new intake system that focuses on bringing in fresh, cool air from outside of the engine bay. Cooler temperatures mean denser air, allowing the ECU to slightly advance the engine timing to increase torque and efficiency. Additionally, the pistons in the 3.5-liter V6 now make use of a moly-dot coating to reduce friction. The piston skirts wear a matrix of lithium dots that work in concert with a new block boring process to keep mechanical drag to a minimum.

Those substantial alterations join new dual-fine-electrode spark plugs and low viscosity 0w-20 oil to make the 3.5-liter as fit for fuel economy duty as possible. All told, the engine is good for 20 mpg city and 29 mpg highway – up from 18 mpg city and 26 mpg highway in the last generation – all while delivering 280 horsepower and 254 lb-ft of torque.

Of course, that leap in fuel economy isn’t solely due to the clever engineering under the valve cover. Acura finally said adieu to the aging five-speed automatic transmission in the 2011 model and welcomed a new six-speed to the party for 2012. Make no mistake, adding an additional gear makes a huge difference to how the vehicle drives and clearly helps the jump in fuel economy, but competitors from Lexus, Infiniti and elsewhere are all dabbling in gearboxes with an ever-growing number of speeds.

We pinged the company’s engineers on why exactly they opted for a more conservative six-speed automatic instead of something with a higher cog-count like their competitors. As it turns out, a larger number of gears was investigated, but officials say they were found to offer returns that paled in contrast to steep development costs and added complexity. The bottom line? At nearly 30 mpg, Acura simply didn’t need an eight-speed transmission.

Interestingly enough, even though the more powerful 3.7-liter V6 engine skipped many of the fuel-saving tweaks of its smaller-displacement kin, it also gained an additional one mpg in both city and highway cycles thanks to the aerodynamic alterations. That engine is still good for 305 hp and 273 lb-ft of torque.

We were able to spend time in both the 3.7-liter-powered TL SH-AWD and the front-wheel-drive TL with the 3.5-liter V6 under the hood during our time with the vehicle. Both sedans deliver refined handling characteristics thanks to a new damper design that uses an internal bypass. Under normal driving conditions, the damper provides an aggressive rate to deliver more precise handling, but should the vehicle hit a pothole or strike an uneven portion of pavement, the valve will open to allow a greater amount of fluid to move more quickly from one reservoir to the next. The change allows the suspension in the TL to soak up irregularities in the road surface while still offering a stable driving experience.

While the TL SH-AWD still retains its specific spring and damper rates to work in concert with the vehicle’s tarmac-gripping all-wheel-drive system, the standard TL isn’t exactly a slouch when the road starts twisting. We found that both vehicles are capable of serving up an enjoyable run through the Texas hills. Unfortunately, the electric power steering on both sedans feels unnecessarily light and vague.

Still, we don’t imagine too many TL buyers will find that problem to be enough to dissuade them from writing Acura a big, fat check. The one issue that we simply couldn’t wrap our minds around was why Acura insists on offering two V6 engines with this platform. Yes, we know that the SH-AWD system adds a not-inconsequential 242 pounds to the sedan’s 3,726-pound curb weight, and an extra 25 ponies goes a long way to offset that heft, but the smaller 3.5-liter V6 is an absolute star. Acceleration from that engine is smooth and linear and seems to offer more propulsion than its power figures would suggest.

For those who don’t exactly find themselves braving glacial roads for a good number of days out of the year, we’d just as soon recommend saving some money and sticking with the front-wheel-drive TL with its new-found enthusiasm for fuel efficiency. Speaking of money, Acura has priced the 2012 TL starting at $35,605. If you absolutely must have the SH-AWD, be prepared to fork over $39,155.

It’s worth noting that Acura kept the excellent six-speed manual transmission as an option for the TL, but it’s only available in SH-AWD configuration with the Technology Package. As such, that vehicle will command a lofty price tag of $42,885. We love ourselves some third pedal, but over $7,000 is a steep price to pay for the joy of rowing your own. Given that the new six-speed automatic transmission leaves nothing to be desired in the cog-swapping department, we’d have a hard time ponying up for the manual.

We’re thrilled to see Acura invested in toning down its over-the-top styling in favor of lines that are significantly more palatable. Here’s hoping that the 2012 TL will be the new face of things to come from Acura.

[Source: autoblog]

First Drive: 2012 Nissan NV

Nissan has been a player in the world’s commercial vehicle market for a long time. In fact, 2011 marks the company’s 75th year in the industry, and these workhorses represent 20 percent of Nissan’s total annual sales volume. Nissan’s commerical trucks and vans are used around the world, with over 700,000 units sold in 2010 alone. Yet, it’s highly unlikely that you’ve ever even seen a Nissan commercial vehicle.

Nissan doesn’t sell its commercial vehicles in the United States and Canada – instead, General Motors and Ford own the market. Things could change very quickly, however, because the 2012 NV commercial van is poised to hit the U.S. market. The Japanese automaker set out to build a commercial van to the exacting needs of this country’s small business owners. It asked them questions and incorporated the thousands of answers it received. GM, Ford and even Mercedes-Benz should pay close attention, because the NV could be just what this country’s blue-collar workforce ordered.

The 2012 Nissan NV is offered in three versions with a choice of two roof styles. The NV1500 is offered only with the Standard Roof, while the NV2500 HD and NV3500 HD can be ordered with either the Standard Roof or a High Roof. In Standard Roof guise, the NV looks like the automotive equivalent of a pit bull – it’s handsomely ugly. The High Roof model still looks like a pit bull, but this pooch prefers a high-top fade that would make Kid and Play jealous. Neither version will win any vehicular beauty pageants, yet either one might just win you over should you press it into service. That’s because the NV is basically a slab-sided cargo shed on wheels designed to maximize interior space. Its designers were only allowed to only throw in so many curves before Nissan’s engineers stepped in and took away their pencils.

Those designers were granted a few of their wishes for the production model, as seen in the flared front fenders, sinewy hood bulge and set of 17-inch styled-steel wheels. The nose is filled out with a super-sized Nissan grille and large headlamps, while sharp lines traverse across the flat plains of the NV’s side and converge at a crisp edge that sets up the rear end. Out back the design is more function trumping form, and the upright rear doors stand straight at attention. Particularly on the High Roof model, the van’s substantial posterior takes on a monolithic appearance, and when wearing black paint, the whole thing looks downright Kubrickian.

The exterior proportions start to make far more sense when you see the inside of the NV, which is an engineering odyssey for interior space. Once you open the sliding side door and 243-degree-opening rear doors, you’re treated to 234.1 cubic feet of cargo space in the Standard Roof NV, while the High Roof model adds an additional 89 cubic feet up high for a grand total of 323.1 cubic feet of storage. Both versions feature a low floor for easy loading and easy-to-reach grab handles for simple entry and exit. You’ll have to bend down when standing in the Standard Roof NV but, at six-foot, three-inches tall, your author had an inch or so to spare standing straight up in the High Roof.

You’ll want to take a seat, however, in the front cabin of the 2012 Nissan NV. Instead of stuffing the NV with the cheapest seats in its factory, Nissan fitted a pair of thrones covered in premium cloth. The material is waterproof and has wear-resistant patches built-in to help the seats survive the grueling indignities of commercial duty. Traditionally, full-size work vans are fitted with stereos plucked from Wal Mart’s bargain bin. In this Nissan, the base S trim NV gets a simple AM/FM/CD audio system with an auxiliary input as standard equipment. Opt for the SV trim level and you get an additional two speakers (four in total), power windows and locks, remote keyless entry, an eight-way power adjustable driver’s seat and rear parking sensors.

The ideal interior specification, however, come courtesy of the available Technology Package. A five-inch color touchscreen featuring the Nissan Navigation System and XM NavTraffic gets mounted into the center stack. When in Reverse, that five-inch screen shows you exactly what’s happening behind the big-butt NV thanks to a rear-mounted camera. Bluetooth, USB ports and XM Satellite radio round out the optional upgrades and the entire bundle costs just $950. Nissan is quick to remind that a similar setup in a 2011 Ford E-Series will run you $3,275.

Regardless of how the 2012 NV is equipped, the driver’s seat is comfortable and offers a high level of visibility from its perch. Large side mirrors enable clear views of both sides of the NV, and built-in convex spotter mirrors help reduce blind spots. If you want to increase visibility further, an all-around window package is offered. It’s not entirely necessary thanks to those side mirrors and optional rearview camera, plus the sheetmetal keeps prying eyes away from your tools and cargo.

Pushing those tools and cargo around requires an engine with some grunt and Nissan has two options available. The NV1500 and NV2500 HD are equipped with a 4.0-liter V6 that produces 261 horsepower at 5,600 rpm and 281 pound-feet of torque at 4,000 rpm. A stout 5.6-liter V8 is optional on the NV2500 HD and the only engine offered with the NV3500 HD. The eight-cylinder engine develops 317 horsepower at 5,200 rpm and 385 pound-feet of torque at 3,400 rpm. Both engines are paired with a five-speed automatic transmission that can be shifted manually from the column shift lever.

The six-cylinder engine is perfectly qualified for the task of lugging a loaded NV. Throttle response is a tad sluggish, but after a quick beat, the 4.0 leans back and powers forward. The 5.6, however, is a very different animal and responds instantly to a light touch of the gas pedal. It roars like a linebacker leaning into a vicious sack, and with the optional Tow Package equipped is capable of pulling 9,500 pounds, the same GVWR as Ford’s E-Series.

Around town, both Standard and High Roof Nissan NV vans are surprisingly easy to maneuver. Up front sits an independent double-wishbone suspension, while out back the NV sports a solid rear axle surrounded by rigid leaf springs and a stabilizer bar. Driving a full-size van often feels like hustling around a scaled-down city bus, yet the NV feels more like a full-size pickup truck. If it starts to rumble down the road a little too quickly, the NV is easily reeled in by its four-wheel disc brakes with electronic brake force distribution.

Nissan is positioning the 2012 NV as a step above the full-size offerings from Chevrolet and Ford, yet the company is also aware that the NV sits a notch below the Mercedes-Benz Sprinter. Both the E-Series and the Express are offered in 1500, 2500 and 3500 versions just like the NV, yet the Ford and Chevy have higher base MSRPs across the board. The NV1500 starts at $24,590 compared to $24,860 for the Blue Oval and $26,055 for the Bowtie. The price discrepancy is similar as you climb up their respective trim ladders. On the flip side, the Sprinter is available as a 2500, 2500 High Roof and 3500 High Roof, costing $35,995, $38,350 and $39,915, respectively.

Thus, the 2012 Nissan NV represents a real value for business owners. It’s offered with attractive standard features, affordable options and pricing starts just below the competition. Nissan isn’t stopping there, however, as NV buyers can choose between a free interior cargo system upfit or an Original Wraps custom graphics package with their purchase.

Nissan has also gone out and spent time with business owners to determine what they need from a commercial van. This wasn’t a marketing ploy where Nissan simply jotted down notes and collected emails to spam later. Nissan listened to what people were saying and then incorporated their needs into its heavy-duty work vehicle. The 2012 Nissan NV is easy-to-drive, offers a huge volume of usable cargo space and comes with a choice of free upgrades that should help ease the pain felt in a business-owner’s wallet when making a big investment like this. It’s also built in America in Nissan’s Canton, Mississippi plant, something that many business owners are particularly conscious keen on.

Since those owners will need to work with dealers, it’s also vital that Nissan lays the ground work for a strong network of support. A number of dealers are already eager to be a part of the new Nissan Commercial Vehicle network. By the end of 2012, Nissan expects to have 300 locations around the country ready to handle the unique demands of selling and servicing commercial vans. It already has 250 dealers signed up.

Nissan Commercial Vehicle dealerships will feature dedicated service bays, heavy duty vehicles lifts, in-stock parts, extended service hours and priority service scheduling. The company’s commitment to serving business owners is evident in both the design of the NV and amount of support at the dealership level, but it will take at least a few years to know if Nissan has well-and-truly nailed the commercial brief… or if they’ve made a costly misjudgment.

[Source: autoblog]

Nissan has been a player in the world’s commercial vehicle market for a long time. In fact, 2011 marks the company’s 75th year in the industry, and these workhorses represent 20 percent of Nissan’s total annual sales volume. Nissan’s commerical trucks and vans are used around the world, with over 700,000 units sold in 2010 alone. Yet, it’s highly unlikely that you’ve ever even seen a Nissan commercial vehicle.

Nissan doesn’t sell its commercial vehicles in the United States and Canada – instead, General Motors and Ford own the market. Things could change very quickly, however, because the 2012 NV commercial van is poised to hit the U.S. market. The Japanese automaker set out to build a commercial van to the exacting needs of this country’s small business owners. It asked them questions and incorporated the thousands of answers it received. GM, Ford and even Mercedes-Benz should pay close attention, because the NV could be just what this country’s blue-collar workforce ordered.

[Source: autoblog]