2013 Porsche Panamera GTS

The roads winding from the southernmost coast of Spain up to Ascari Race Resort near the town of Ronda are enough to bring telling tales out of any car that professes to have high performance intentions. What talented few acquit themselves well on these roads are then exposed to the 3.4-mile Ascari circuit, and that's usually enough to send most of them home in a huff of brake dust and blow-by.

This time in the crucible, it's the 2012 Porsche Panamera GTS, a car first shown under the hard lights of November's Los Angeles Auto Show. Despite not being the most powerful in the range, this naturally aspirated GTS is tipped to offer the most race-like dynamics of the entire Panamera portfolio. And after 100 or so miles on public amusement park roads and 20 or so on the track, this plus-size GT showed us it's capable of dicing it up like a 911 or Cayman while delivering an understandably different experience from behind the wheel.

Horsepower for the GTS' naturally aspirated dry-sump 4.8-liter V8 stands at 424 at 6,700 revs, and its redline now rests at 7,100 revs – 400 rpm beyond the Panamera 4S. Torque plateaus at 383 pound-feet at 3,500 rpm, with the lion's share available between 3,000 and 5,500 rpm. Curb weight, as given by Porsche, is 4,232 pounds, or just under 10 pounds per horse to haul around. The GTS can scoot, too. Acceleration to 60 miles per hour is declared in 4.3 seconds, though our experience suggests real-world times will be quicker, and top speed is 178 mph.

Are the GTS' trappings enough to let the Panamera boast of being almost a clubsport car? Let's give it an 8.5 on a scale of 10 in that category, which is frankly a chunk better than any 16.3-foot long Porsche should be capable of – especially on a track. We've driven all manner of Panameras before this, and they always surprise us with how sporting they truly are. Even so, the capabilities of this GTS genuinely astonished us. The night prior our drive, we assembled journalists admitted to one another that we didn't expect anything extraordinary, but we knew that Ascari would quickly lay any flaws bare. And we couldn't help but remark on how brave it was of Porsche to bring this very non-Ascari car to the circuit.

To get every performance point as advertised out of the Panamera GTS, you need to peruse the phalanx of buttons on the console and light up Sport Plus which, among other things, sets the adaptive air suspension 1.4 inches lower down than on a cruising Panamera 4S. Then, search for the button with the twin-exhaust graphic on it and light up that one, too, because every good track day deserves theme music. Thanks to a dry day with nearly no traffic and time on a smooth closed circuit, the Porsche Stability Management on our GTS was frequently switched off.



The drive section up the so-called "Ronda road" and then afterward back down to the tourist-happy coast revealed its fair share of revelations. First, it's difficult in public surroundings to get the Panamera GTS to feel like anything more than a fully optioned Panamera 4S. This is clearly not a bad thing anyway, and its base price with delivery of $110,875 is well below that of any heavily optioned 4S.

Versus the $136,700 Panamera Turbo or the barking mad $173,200 Turbo S, the GTS understandably requires more revs from its standard-fit seven-speed PDK gearbox, but the paddles on the standard sport steering wheel make this a welcome doddle. The fantastic noise from the matte black quad-barrel sport exhaust is best enjoyed from the outside while trackside, since Porsche engineers have done such an excellent job excising the cabin's noise, vibration and harshness for improved day-to-day manners. In Sport Plus mode with bigger revs, the cabin does come to life, however, and the percolating burble on downshifts is a nice touch for both performance and acoustics.



Our pre-drive thoughts ranged from how unwieldy this Stuttgart giant might be on those nasty Ascari curve sequences to wondering if we'd have to wrestle with the sort of understeer we've experienced on this circuit with performance cars like the BMW M5 and Audi RS5. Fortunately, reality – and Porsche's engineers – had a different agenda. Simply put, it's wonderful to be surprised and proven wrong about a car's key characteristics, and the Panamera GTS hoons around like a damned M3 GTS.

Granted, every test car among our bunch was optioned out to around $150,000, but then, the driving was so good that we stopped thinking about these less-than-fun financial facts. You should get the $8,840 Porsche Ceramic Composite Brake discs and you should add on the $5,000 Porsche Dynamic Chassis Control with Porsche Torque Vectoring Plus. And so on and so forth. It all adds up, but at this level of weight and this level of pure zing, anyone not getting such optional helpers would be doing themselves a disservice, at least if they plan any serious track work. As fitted to the much smaller 2012 911 Carrera, PDCC w/PTV+ is not really necessary and can feel like too much help, but here it's definitely needed if you're at all tempted to push things to certain limits at a track.


The GTS drives much lighter than its fighting weight. A frequent word wafting through our thoughts was "balance" while tearing up the track. Given that we had perfect conditions for turning off PSM all the way, this innate sense of equilibrium magnified the car's appeal by a power of ten. Could we see a Panamera GTS in a drift competition sometime soon? Don't doubt it; after our initial "discovery" laps, we found that with PSM off, the weight transfers and the rate of hook-up from the Michelin Pilot Sport tires (255/40 ZR20 front and 295/35 ZR20 rear) means that true, ballet-like movements are possible if one just plays nice with the throttle and steering. The PCCB discs, which can be accommodated only with optional 20-inch wheels, practically goad you to brake as late and hard as possible prior to hitting every inside apex.

Under these extreme conditions of sustained higher revs in Sport Plus mode, the sound and fury of the Panamera GTS' intakes finally come into the cabin via the front pillars' "sound symposer" tubes – a bit of sonic trickery similar to what has just been introduced on the new 911.

Dialing up 3,500 rpm on the clock is something of a sweet spot, since the larger cooling elements of the GTS' front intakes start taking in more air in "Ram" mode. It's no coincidence that the 383 lb-ft of torque peaks at 3,500 revs as the horsepower starts its sweetest upward spiral right there, too. It's close to a form of turbocharging, you could say, in a naturally aspirated car.



Our test car was furnished with the GTS' standard leather and Alcantara mix, a combination we'd stick with. The benefit of the faux suede's gripping properties cannot be overstated in a hurtling performance car that puts up humungous lateral-g numbers. To be honest, all that we missed was the chance to drive a manual-six equipped car. Oh, it'll never happen, we know, but the three-pedal setup we tried at the initial launch of the Panamera in a 3.6-liter V6 model was our favorite then, and in the GTS, it would be a terrific and gifted de-contenting option. Besides, the seven-speed PDK dual-clutch unit, for all its goodness, can be frustrating when trying to downshift into truly high revs. The transmission electronics waiting for revs to ebb to an acceptable level (around 3,500 rpm) prior to allowing a downshift can be a real buzz-kill. Whereas we wouldn't grumble much if we had the low torque of the Turbo model for powering out of the corners, here we had a few spirited conversations with that left paddle.

If it can be taken as any indicator, after those first couple of learning laps, we set the multi-adjustable driver's seat down to its lowest point, squeezed in the bolsters and girded our Porsche's various electronic wizards and nannies to their most extreme settings. It only took a couple of sorties around Ascari to know that the Panamera GTS is not just a legit four-door sports car, it has the goods to deliver where all other big sport sedans fear to tread.

2012 Audi A1 Sportback

It is perhaps with all the speed of a mighty iceberg, but increasingly, more and more North American buyers appear willing to think smaller when pondering their next auto purchase. The other shoe, which still has largely yet to drop, is for automakers to convince consumers of the merits of a luxury subcompact, paying a price premium for a longer list of creature comforts, options and badge appeal. However small, this trend in the States is best represented by BMW and its Mini range, followed (with a few stumbles out of the gate) by the Fiat 500.

In Europe, however, there is already a well-defined tradition of premium minicars on which buyers happily lavish extra dollars, and there is no model quite so indulgent for the masses as the Audi A1. Through its first complete year of sales in 2011, the Bavarians built at their factory in Brussels, Belgium – and sold – nearly 120,000 A1 three-doors.


Now we've finally gotten the chance to drive an Audi A1 Sportback with five doors, a model first shown publicly at last October's Tokyo Motor Show. The five-door model carries on with the basic A1 recipe of offering big things in small packages, and rather unusually, we think the model with more doors might actually look better this time. That may not seem altogether based on reason at first glance, since both the three- and five-door A1 designs have a length of 155.7 inches and a wheelbase of 97.2 inches. (Only the Fiat 500, Jeep Wrangler, Scion iQ, Smart ForTwo and various two-door Mini models take up less parking space.)

The A1 Sportback does have a few key alterations that please our eye more than the somewhat busy details of the original three-door design. First, the front door length has been lessened by one inch in order to ensure the newly sprouted rear doors are actually useful. Then, by increasing both overall height and width by two-tenths of an inch and extending the roof rearward a bit (imparting a steeper angle on the rear window in profile), the design takes on a maturity and completeness that we've been waiting for, not to mention improving visibility in all directions.

Our tester had the setup for four passengers – you can get the three-across rear seat at no cost – and the room for all four sitters is definitely adequate, even if not abundant. The A1 Sportback brings levels of comfort and interior quality to a tick better than what is customary even in bigger cars like Volkswagen Golf or Volvo C30, so its smaller atmosphere is made all the more tolerable. Versus the Polo (with which the A1 shares the PQ25 configuration of VW Group's MQB architecture), things have been improved upon quite nicely. Besides, VW Group has chosen the A1 Sportback to launch its first four-cylinder engine with the company's new Cylinder On Demand technology.



When your author tested the A1 three-door in 2010, it was powered by the then top powerplant, a turbocharged and direct-injected 1.4-liter TFSI with 121 horsepower and 148 pound-feet of torque. These days, this engine goes as far as 182 hp and 184 lb-ft in fullest twin-charger tune (as seen in the Polo GTI). But there is also now the more important 138-hp 1.4 TFSI (still at 184 lb-ft, though) with Cylinder On Demand technology that results in about ten percent greater efficiency versus the same engine without COD or standard start/stop function. Projected average miles per U.S. gallon for this engine calibration with these technologies is 50.5 mpg.

Temporarily deactivating the stability control and slotting the optional seven-speed S-tronic dual-clutch transmission alternatively into its Sport and Manual detents on a sunny Spanish day, we indulged in the forced oversteer shenanigans of this sprightly front-wheel-drive and found it to be good entertainment. The 182 hp of the top engine would have been nice to have, but our engine's 138 horses worked up good steam and we didn't notice that much of a power deficit because the torque loses nothing between 1,500 and 4,000 rpm. At 2,844 pounds with driver aboard, this trim A1 Sportback remained solid all day over the many hills and through the region's copious curves.


This engine with COD and start/stop represents the VW Group's first such execution within the new EA211 family of more efficient and powerful three- and four-cylinder engines. Our first encounter with VWAG's cylinder-deactivation technology was with the recently launched big Audi S cars, the S6, S7, and S8. In the context of these larger sedans, the technology was much more complex simply because there was more cylinders and more power and torque to wrangle. In the EA211 four-cylinder, at lower cruising revs or throttle inputs, the middle two cylinders stop their combustion processes via grooves machined into the camshafts that keep the valves from initiating their lift sequences that would otherwise cue the injectors and spark plugs to fire away. This bit of engine trickery was very well disguised, though there were times where the transition between two-cylinder and four-cylinder modes wasn't quite as seamless as on bigger and beefier V8s. In Sport or Manual mode, the two-cylinder mode is locked out, so any real benefits of the COD technology is realized only by leaving everything in Drive.

Throughout our curvy day of driving, the A1's electronic stability program worked well with the electronic brake differential software (XDS) to keep hotter entries into bends as free from understeer as possible. The electronic limited-slip technology let the rear end swing around just so in a good, neutral balancing act that practically made us forget we were piloting a front-drive chassis. It's precisely this sense of infinite balance that we enjoy so much on the A1 Sportback S-line.



As we've said a few times previously, this evolution of S-tronic seven-speed dual-clutch is VW Group's best two-pedal setup ever. Upshifts and downshifts are timed just right whether at slower speeds while switching between two and four cylinders in town, or while piling into corners near the edge of the A1's dynamic envelope with the tachometer in its upper reaches. The automated S program on the console lever is very sweet in its sense of timing, but the manual paddle shifts in sequential mode prove even better.

This Samoa Orange car – a color specific to the A1 Sportback – arrived bedecked with the mostly cosmetic S-Line trim for the A1. Cosmetic, since the suspension height and steering weight remain the same, though there is at least added firmness in the ride. Standard A1 S-Line wheels are 16-inchers, though buyers can opt for 17- or 18-inch wheels. The setup here – optional 17x7.5-inch alloys with Goodyear Efficient Grip 215/40 R17 (87W) tires – were steady soldiers all day long, even when the driving got pretty hot and heavy. The larger 18x7.5-inch optional wheels and tires were, indeed, too aggressive for this application and actually looked too big just eyeing them.



Given the A1's titchy footprint, we had our concerns about how easy it might be to get in and out of the rear doors. The short answer is that it's all good enough – just as when we drove the five-door VW Polo. You can watch us perform the feat in the Short Cut video above. Granted, you cannot put four or five full-sized people in the cabin all day and hope to come away fresh as a daisy, but a couple of amicable extra larges and one or two medium sizers or kids will do just fine even for longer trips. And cargo space can flex between a paltry 9.5 cubic feet to a quite useful 32.5 cu ft.

The A1 Sportback goes on sale in Europe with five engine choices next month, while the 1.4 TFSI with COD arrives later in the year along with a 141-hp/236 lb-ft 2.0-liter TDI version. If it were to go on sale in the U.S., the A1 Sportback 1.4 TFSI with COD would likely cost somewhere around $21,500 for starters, or $22,300 with the S-line trimmings. And then you'd start adding more goodies to make it all yours, just like those spend-happy Europeans.

2012 Mercedes-Benz S63 AMG

Sometime before the end of this century, humans will travel to Mars. The longest manned journey ever attempted will take the explorers at least 34 million miles over the course of many months, at best. The vehicle necessary to support such an odyssey will need to be spacious, comfortable, technically advanced, incredibly safe and very powerful.

Before plotting the future spacecraft's design, we suggest the engineers take a close look at the 2012 Mercedes-Benz S63 AMG for ideas.


Of course, we don't think the S63 is fit for interplanetary travel – micrometeorites and ultraviolet radiation would likely wreak havoc on its expensive and vogue matte finish Magno Platinum paint – but we do feel it is one of the most spacious and luxurious rocket ships that someone outside of a space agency can put in their personal hangar.

During our week with the AMG-tuned S-Class, its four wheels never left the surface of planet Earth, but we did load it up and make a long weekend trek to Palm Springs. How did this twin-turbocharged sedan handle the long outing and subsequent run into the mountains? Does it drive ponderously, or is the big Benz agile and athletic? Most importantly, what's not to like with this two-and-one-half ton almighty giant?

Before rocketing off in an S63 AMG, it's essential to put the four-door sedan in perspective. Mercedes-Benz sells seven different variants of S-Class. First launched in 1973, the current version (internally called the W221 platform) was introduced in 2006. The automaker's 2012 S-Class lineup starts with the diesel-powered six-cylinder S350 BlueTEC (base price $93,425) and tops out with the extremely rare, twin-turbocharged twelve-cylinder S65 AMG (base price $211,775). The S63 AMG is the most powerful eight-cylinder model in the range, impeccably tuned for a discerning performance-oriented enthusiast customer by its AMG division.

The base price of a 2012 Mercedes-Benz S63 AMG is $140,175. Yet consider that a starting point, as our test vehicle was loaded with nearly $30,000 worth of options. These included the aforementioned matte finish Magno Platinum paint ($3,950), 20-inch forged AMG wheels ($1,700), Splitview display ($710), Driver Assist Package with Distronic Plus cruise control ($2,950) and the Designo Auburn Edition Interior with a slew of creature comforts ($11,900). Lastly, and most importantly, it was fitted with the AMG Performance Package delivering a power increase and a raised top speed ($7,300). The bottom line on our big Benz was $169,560 – premium pricing delivers premium machinery.



Mercedes-Benz has fitted this luxury ship with one of the most powerful engines that you will ever find under the hood of a five-place sedan. Despite the misleading "63" nomenclature on the rear decklid (hinting at the beloved but nearly extinct 6.2-liter AMG V8), the automaker has dropped its newer and more fuel efficient 5.5-liter twin-turbocharged M157 into the engine bay. In standard trim, the direct-injected eight-cylinder is rated at 536 horsepower (at 5,250 rpm) and 590 pound-feet of torque (at 2,000 rpm). But our test car was fitted with the optional AMG Performance Package – in lieu of solid rocket boosters. Thanks to several tweaks, the engine is rated at an eye-opening 563 horsepower and a drivetrain-wrenching 664 pound-feet of torque. Mated to a high performance AMG Speedshift MCT seven-speed automatic transmission (with a wet start-up clutch), the S63 AMG with Performance Package will blast to 60 miles per hour in a conservative 4.3 seconds. Hold down the aluminum throttle pedal and it won't slow until it hits an electronically limited 186 mph.

The suspension is independent at all four corners. Up front is a four-link design, while the rear is fitted with a multilink setup. The automaker's Active Body Control (ABC) is also standard on the S63 AMG. In a nutshell, the system utilizes more than a dozen sensors to monitor vehicle chassis movement every ten milliseconds. Hydraulic servos mounted besides each wheel control active damping, level control and ride height. The steering is speed-sensitive, with hydraulic power assist.




Despite a curb weight of 4,916 pounds, stopping isn't an issue thanks to massive 15.4-inch ventilated and cross-drilled front rotors, assisted by 14.4-inch ventilated and cross-drilled rear rotors. The front calipers are of a dual-piston floating design, while the rear uses a single floating piston. Standard wheels are 20-inch cast aluminum alloy, wrapped in staggered Continental rubber (255/35ZR20 up front and 275/35ZR20 in the rear).

Like a spacecraft, the S63 AMG is not simply defined by its physical structures. Its steel unibody, aluminum hood and composite trunk hide an encyclopedic suite of electronic subsystems all designed to keep the vehicle on the road and the passengers safe and comfortable during a long journey.

Vehicle electronics on our test car included Distronic Plus adaptive cruise control (with a radar dish cleverly replacing the three-pointed star in the front grille), Active Blind Spot Assist, Active Lane Keep Assist, Keyless Go ignition, active engine start/stop, automatic trunk opening and closing and Parktronic sensors to keep all of the bumpers scuff free.



Some of the countless premium safety electronics included Attention Assist, AMG-tuned stability control, Pre-safe predictive protection system, torque vectoring brakes (to reduce understeer), active body control with crosswind compensation and adaptive xenon high beams.

The passenger cabin is very tastefully appointed, with nearly every square inch of exposed surface covered in premium leather (perforated on the seats), glossy hand-finished wood or soft Alcantara fabric. We'd argue that it isn't as warm or intimate as some of the others in this segment – the console doesn't wrap around and embrace front seat passengers – but it is unquestionably classy and very upscale. And, considering the sheer number of amenities and features, it isn't cluttered with distracting buttons or switchgear.

Primary instrumentation is a mixture of digital and analog displays, viewed directly through the four-spoke polished wood and leather steering wheel. While the analog water temperature, fuel level and tachometer are permanent physical fixtures, the analog speedometer is actually a digital graphic – much of its color screen may be swapped at the touch of a button to display other digital information. Of course, there is another eight-inch multifunction display at the top of the center cluster.



The driver's seat is the most commanding, but the pilot is not the only one pampered. All four outboard passengers have their own climate control zone, and relax with power-operated adjustable thrones that includes heating and cooling functions – there isn't a bad seat in the house. There are volumes of legroom, headroom is generous and illuminated vanity mirrors are supplied to all. If the sun (or paparazzi) becomes an annoyance, rear passengers may deploy power-operated window shades at the touch of a button.

With all of this talk about opulence, luxury and sheer mass, one would think the S63 AMG drives like a yacht, but it's just the opposite.

We pressed the substantial engine start/stop button to the right of the steering wheel and the engine kicked over with a throaty snarl. The transmission is controlled via a too-dainty stalk off the steering column (P-R-N-D), and a simple flick of the lever dropped the sedan into Drive. Around town, throttle response was quick and the big Mercedes moved without reservation. Although the S-Class is more than a foot longer than the E-Class, it never felt it. The AMG-tuned suspension nearly eliminated the wallowing and body roll more commonly associated with a full-size vehicle. There is unquestionably more substance being moved down the road, but it never felt ponderous or ungainly. Rather, it was surprisingly easy to maneuver.



We didn't cross the solar system in the S63, but we did load the family and take it on a long weekend trip to Palm Springs. As expected, the massive trunk swallowed our luggage like a black hole and the kids found that they were unable to even reach the seatbacks in front of them without unfastening their belts. Room to spare is an understatement.

On the open highway, the Mercedes devoured miles of pavement effortlessly. At 70 mph, the engine barely raised its pulse while effective noise insulation and thick laminated glass kept the outside world hushed. The Distronic cruise control was amazingly effective – it automatically monitors the other vehicle in the lane and controls throttle and brakes (both acceleration and deceleration) in heavy traffic without driver input. While steering is still required, Distronic makes it possible to cross the entire Los Angeles basin mid-day without ever lifting both feet flat off the plush carpet. This is the future.



To give the S63 AMG a bit of a challenge, we decided to climb from the Palm Springs desert basin at sea level up California State Route 74 (part of the Pines to Palms Scenic Byway) to Idyllwild. The route is tough, as it gains more than 5,000 feet of elevation passing through the San Jacinto Mountains. The scenery is breathtaking, and the first section has a nice selection of sweeping corners.

Once again, the big sedan brushed it off without breaking a sweat. The hand-built twin-turbocharged V8 threw gobs of torque down on the pavement without noticing the elevation gain, the exhaust growled and the tires held firm. With ABC in Sport mode, the S63 followed an aggressively driven jet black BMW 335i coupe (E92) up the curves as if it were a cat chasing a mouse – however, this rodent pulled over and let us pass after several miles of pursuit. Dare we say this big AMG sedan is actually fun to toss around a mountain?


During our week with the big Benz, we really appreciated its unflappable powertrain. Though it was a bit thirsty around town (EPA 15 mpg city / 22 mpg highway), its power-to-weight ratio made us completely forget that the vehicle weighs two-and-a-half tons. The suspension was magnificent, and the interior room welcomed. The Splitview DVD screen is a must-have option (watch our ShortCut video for a demonstration), and the temperature-controlled massaging seats were wondrous.

So what didn't we like about the $169,000 sedan? Nitpicking here, but we weren't really fond of the wood steering wheel. It gets very hot in the sun and slippery if you are the type that gets sweaty hands while driving. The paddle shifters are also a bit goofy on a vehicle of this size, even if it does wear AMG badging. Our GPS-equipped radar detector was frustrated attempting to capture a signal through the metallic laminate Mercedes uses to defrost the front glass and the aging COMAND infotainment/navigation joystick interface is still a bit cumbersome, despite a week's worth of familiarization.



The S63 AMG isn't atmospherically pressurized, but it does circle the globe in a very unique orbit – almost untouched by its competition. The Porsche Panamera Turbo S is quicker and more agile, but its four-place cabin is much smaller and focused on a different mission. The BMW Alpina B7 is performance-tuned but short on amenities, while the Jaguar XJ Supersport is big on luxury, but still short on power. The Bentley Continental Flying Spur is a worthy foil, but it's more expensive even before piling on the options. The competition should be pleased to know that Mercedes-Benz doesn't sell very many of these capable sedans. While the S550 is the volume model, the S63 AMG accounts for just over five percent of S-Class sales – it is every bit as rare as it is rapid.

Comparing the sporty Benz to a future spacecraft isn't as much of a stretch as you may think. The engineering team in Stuttgart developed the W221 platform to comfortably exceed human requirements for long-distance travel and AMG tuned it to get the job done with blazing speed. While the 2012 Mercedes-Benz S63 AMG may not be properly configured for interplanetary transport, we can think of few vehicles that are as swift and luxurious for voyaging across the surface of our planet.

2011 GMC Sierra Denali 2500

 
We're not exactly sure when it happened, but pickup trucks have long since elevated themselves beyond mere tools of the trade. Once bare-bones, utilitarian hardware with more capability than comfort, the truck has evolved into a status symbol. Move out of any urban center and into the surrounding sprawl, and lifted, diesel-chugging, three-quarter-ton pickups are fairly commonplace nowadays. And we're not just talking about rides parked outside work sites, mind you. These days, you're every bit as likely to see them parked outside the local Panera.

As you might expect, automakers are happily feeding the fire, offering a range of trucks that few will use to farm or do backbreaking labor, despite monikers that suggest otherwise. Names like King Ranch and Laramie have fed buyers a line of very profitable trucks loaded with leather-swaddled cabins and every imaginable creature comfort. General Motors is no stranger to this approach, as its GMC Denali line now extends to its monster-sized pickups. We slid behind the wheel of the 2011 GMC Sierra Denali 2500 4WD Crew Cab to see just how the big gilded beast fits into America's pickup truck landscape.

The Sierra Denali 2500 wears the same squared-off sheetmetal as its less gentrified counterparts, though GMC has slathered chrome everywhere to help set it apart from the rest of the line. Most of it adorns the Denali's new latticework upper and lower grille. All of that flash certainly helps draw attention, but it's the sheer height and width of the truck that ensure you'll have no problem spotting the crew cab in the parking lot. At 78.3 inches tall, the heavy-duty Sierra's roofline towers over its neighbors.

With 20-inch polished aluminum five-spoke wheels wrapped in relatively thin 265/60R20 Goodyear Wranglers, we'd be wary of hopping any curbs at speed for fear of popping a tire. The street-oriented wheel/tire package is obviously geared more toward downtown grazing than foraging out in the wild. A set of optional chrome running boards and door handles match the wheels nicely, looking sharp against our tester's black paint.

Inside, it's the familiar GMC Sierra layout, though the cabin is finished with slightly nicer materials and options. Dark faux wood trim adorns the dash, center stack, center armrest and door panels as well as the steering wheel. Our tester was fitted with black leather touches on the wheel, shift lever and seats, though the hides felt cheap to the touch. Unfortunately, the same can be said for the majority of this GMC's cabin. With its dated touchscreen navigation system and chunky center stack, the Sierra's dash is beginning to look its age, especially when compared to similar offerings from the Ford Super Duty and Ram HD teams. The GMC cross-town rivals have taken the time to work over their cabins to provide better quality leather as well as dash and center console designs that don't look or feel like they were lifted from 1997.

The good news is that there's nothing functionally wrong with the equipment. Thanks to the familiar design, all of the controls are intuitive and easy to use without getting lost in a sea of buttons or confusing navigation drop-down menus. While we can forgive a work truck its bare-bones innards, our tester came packing a $61,774 MSRP, including a $995 destination charge. That kind of coin could leave buyers itching for a little more when it comes to materials and design, especially when it comes to the navigation's price tag. Our tester featured the company's $2,250 touchscreen navigation package – ludicrous money in a time when every smart phone comes with a serviceable nav app for a buck.



The Denali trim level includes dual-zone climate control, a 12-way power adjustable driver's seat and Bose audio, but if you want extra goodies, you're going to have to pay for them. Heated and cooled front seats add an additional $650 and a rearview camera tacks on another $450. We were also treated to a sunroof with an $895 price tag. Given how useful the camera is on this truck, it's money well spent. Otherwise, we could probably get by just fine without most of the additional equipment.

The biggest option on our Sierra's Monroney was the beast under its giant hood: a $7,195 Duramax 6.6-liter turbodiesel V8 engine making 397 horsepower at 3,000 rpm and 765 pound-feet of torque at 1,600 rpm. The engine uses Diesel Exhaust Fluid to keep its emissions clean; a full tank will cover around 5,000 miles depending on your driving habits before putting the truck in limp mode. We took the time to top off the exhaust fluid tank on our tester. Check out the Short Cut below for a look at the process.


In our tester, the Duramax was bolted to an optional Allison six-speed automatic transmission for $1,200 and four-wheel drive, making for one of the most desirable drivetrain options in the GM fleet. For 2011, GMC has made a variety of towing equipment standard, including tricks like intelligent brake assist, a diesel exhaust brake, trailer sway control and hill-start assist. Our tester was also wired with an integrated trailer brake controller.

With all of that gear, the Sierra Denali 2500 can tow up to 13,000 pounds from a regular ball hitch and 16,800 pounds using a fifth-wheel setup. Unfortunately, we didn't get a chance to hook any toys up to the rear of the 2500 during our time with the truck, so we can't accurately say how it performs under load. As it's one of the key attributes of this truck, next time, we'll make a point of doing so.

Even without pulling any earth-moving equipment around the neighborhood, we observed in-city fuel economy of around 16.5 mpg, not shabby at all once you remember that the 6.6-liter turbodiesel V8 has enough torque to snap most driveshafts like takeout chopsticks.



Despite its polished image, there's no hiding the fact that this is a three-quarter ton ox. Though the revised Duramax diesel starts on the first flip of the key and idles quietly enough, this isn't really a vehicle designed to be comfortably driven every day. The large seats, while highly adjustable, are equipped with stiff cushions that only serve to amplify the truck's rigid suspension. Will it probably ride better with a full load? Undoubtedly, but the truth is that the majority of owners will probably spend more time driving empty than under a full load.

The six-speed Allison automatic rows its gears precisely and accurately. It's far and away the best gearbox in the line, and it handles the big diesel eight's grunt without biting its nails. Unfortunately, in their quest for Ford-besting power figures, the engineers at GM have designed a surprising amount of turbo lag into the 6.6-liter Duramax. Sixth gear allows the engine to churn along at well below 1,000 rpm, but jumping on the fuel in anticipation of an interstate pass will keep you waiting as the engine builds enough revs to hit the magic 1,500 rpm mark. The power, while impressive, isn't instantaneous. That lag is noticeable compared to the 2010 Duramax, which brought a still-muscular 365 horsepower and 660 pound-feet of torque to the engine bay.



Fortunately, few buyers are going to be pulling jack-rabbit takeoffs or jumping lanes in traffic. The Duramax is built to haul big loads over long distances, not to sprint. GM has made certain that its diesel offering remains competitive against the Powerstroke and Cummins competition, albeit at a price. Dialing up the power has had an impact on the Sierra 2500's basic drivability. While buyers who use the vehicle at the upper limits of its towing capacity will likely enjoy the extra muscle, most consumers who purchase at this trim level simply want the on-demand power of the 2010 engine. If you're looking for a capable truck that looks as sharp in the office parking lot as it does on the job site, you may be better off sticking with the smooth power of the base 6.0-liter V8.

A simple solution to the diesel's power delivery problem would be to offer buyers selectable program modes similar to what the diesel aftermarket currently delivers. By altering boost and fuel levels, a clever computer could easily tailor the engine for fuel economy, power or drivability.

Even with its turbo lag and aging interior in place, the 2011 GMC Sierra Denali remains an impressive truck. If it were our money on the line, we'd likely skip the silver-plated belt buckle treatment of the Denali package and opt for the standard 2500 HD. Buyers looking for a few more creature comforts may be more satisfied with the interiors of the Ford Super Duty King Ranch or the Ram Trucks 2500 Laramie lines, but in terms of outright capability, the Sierra Denali is built to work.

Der neue BMW ActiveHybrid 5 im Test

Lissabon (Portugal), 31. Januar 2012
Die starke Steigung geht unser schwerer Wagen rein elektrisch an. Nach ein paar Metern schaltet sich beinahe unmerklich der Sechszylinder-Verbrenner zu. Wir sind im neuen BMW ActiveHybrid 5 unterwegs, dem jüngsten Hybrid-Spross der Bayern.

Auftritt extrem wichtig
Der 5er als Vorzeige-Business-Limousine der Bayern ist optisch bekannt, oder? Beim Hybrid-Modell scheint es BMW offenbar sehr wichtig, dass die Antriebsart als solche von außen erkennbar ist. So prangt an den C-Säulen die Modellbezeichnung "ActiveHybrid 5" mit richtig fettem Bling-Effekt. Ein Schelm, wer sich fragt, warum bei sämtlichen anderen 5ern die Motorisierung nicht derart zur Schau getragen wird.

Spezial-Navi ist Serie
Innen hält der Hybrid, was das Kürzel "5er" dem Fahrer verspricht: Großzügiges Platzangebot, tolle Sitze, elegant unterkühlter technischer Stil und perfekte Verarbeitung. Das Navi gehört zum Serienumfang und dies hat seinen Grund: Wenn dem ActiveHybrid 5 ein Ziel vorgegeben wurde, ermittelt das Hybrid-System an Hand topografischer Navi-Daten, wann welcher Fahrzustand optimal eingesetzt werden kann. Außerdem kann der technikinteressierte Insasse am Multimedia-Bildschirm die Energie-Flüsse seines Fahrzeugs überwachen. Zudem wird per Balkendiagramm dargestellt, ob wir gerade Energie verschleudern oder durch Rekuperation in kleinen Dosen zurückgewinnen. Eine Vierzonen-Klimaautomatik und eine Standklimatisierung gibt BMW dem Hybrid-5er auch noch serienmäßig mit.

Weniger Stauraum

Eine Platzeinbuße muss aus dem Kofferraum vermeldet werden: Dort passen jetzt nur noch 375 Liter Gepäck hinein. Die hinter den Rücksitzen verbaute Lithiumionen-Batterie macht sich mit allem Drum und Dran auf 145 Liter Raum breit. An der Kofferraum-Innenverkleidung wird natürlich mit einem breiten "ActiveHybrid Power Unit"-Schriftzug auf den Platzräuber hingewiesen. Und wer keine anderen Sorgen hat: Die zu Tode zitierten und eher selten transportierten Golfbags passen auf jeden Fall noch in ausreichender Zahl ins Heck.

Zweimal Komfort
Die Fahrwerkseinstellung "Normal" ist bei der 5er-Limousine verschwunden. Jetzt nennt sich dieser Modus "Comfort" – noch weicher wird es mit "Comfort plus". Diese Einstellung ist allerdings nur im Rahmen der Dynamischen Dämpfer Control gegen 1.300 Euro Aufpreis zu haben. Den optimalen Sparmodus ruft der Fahrer mit "Eco pro" auf. Und wer mal wieder richtig rauftreten möchte, kann sich in den Leveln "Sport" und "Sport plus" austoben. Comfort passt für ermüdungsfreie Fahrten über Stunden – selbst bei gehässigen Geschwindigkeits-Buckeln müssten wir eigentlich nicht abbremsen, da der Wagen sanft über sie hinwegbügelt. Comfort plus scheint eher für den klassisch veranlagten Amerikaner gedacht zu sein: Uns ist diese Stellung ein bisschen zu schwammig. Sport und Sport plus bringen einen deutlichen Dynamik-Gewinn und lassen die Insassen spüren, wie athletisch so eine große Hybrid-Limousine unterwegs sein kann. Die Lenkung passt zur jeder Einstellung perfekt: Bei Comfort plus ist sie watteweich und bei Sport plus schön direkt.

Kleine E-Maschine zum Sparen
Beim ActiveHybrid 5 arbeitet ein Sechszylinder-Reihen-Benziner samt Twinturbo-Aufladung mit einem Elektromotor zusammen. Der Verbrenner leistet 306 PS, die E-Maschine ist für 40 kW (55 PS) gut. Die maximale Systemleistung gibt BMW mit manierlichen 340 PS an. Zum Drehmoment steuern der Sechszylinder 400 und der Elektromotor 210 Newtonmeter bei. Das Gesamtsystem generiert bis zu 450 Newtonmeter. Das Elektro-Aggregat bezieht seine Energie von einer flüssig gekühlten Lithiumionen-Batterie mit 96 Zellen. Der Hochvoltspeicher hält voll geladen 1.350 Wattstunden bereit. Schon an den trockenen Daten lässt sich ablesen, dass die Bayern hier keinen fahrenden Vorwurf auf die Räder stellen wollten: In 5,9 Sekunden geht es von null auf 100 km/h, bei 250 km/h wird elektronisch abgeregelt. Das Ganze soll mit einem Durchschnittsverbrauch von 6,4 Liter pro 100 Kilometer einhergehen. Bei unserer Testfahrt zeigte der Bordcomputer Verbräuche zwischen 6,9 und 9,0 Liter an.

Kaum zu merken
Wir fahren los und sind lokal emissionsfrei unterwegs: Der Elektromotor reicht, um vom Parkplatz zu rollen. Unter idealen Bedingungen sollen vier Kilometer rein elektrische Fahrt mit Geschwindigkeiten von bis zu 60 km/h drin sein. Obwohl dies gerade für den Stadtverkehr wünschenswert wäre, ist dort die elektrische Reichweite wegen der vielen Abbrems- und Anfahr-Vorgänge deutlich kürzer. Einen Knopf zum Erzwingen der rein elektrischen Fahrweise gibt es nicht: Das Steuerungssystem entscheidet selbst, wann und wie viel Energie aus dem Akku freigegeben wird. Im Modus Eco pro fühlt sich die Steuerung am ehesten bemüßigt, auf die lokal emissionsfreie Fahrweise umzuschwenken. Außerdem wird jetzt energiesparend klimatisiert, was zum Beispiel ein etwas langsameres Runterkühlen des Innenraums bedeutet. Das Zuschalten des Verbrenners hören wir leise und erkennen es natürlich an der nach oben schnellenden Nadel des Drehzahlmessers. Zu spüren ist nichts – der Zuschaltvorgang verläuft vollkommen ruckelfrei.

Segeln und Rekuperieren
Auch Segeln kann der Bayer ziemlich schnell: Bis zu Geschwindigkeiten von 160 km/h wird der Antriebsstrang entkoppelt, um Widerstände zu minimieren. Nur noch vom Luft- und Rollwiderstand gebremst, gleitet der Wagen dann mit minimalem Geschwindigkeitsverlust und beinahe null Verbrauch dahin – die Klimatisierung läuft wegen der Standklimatisierungsfähigkeit während des Segelns weiter. Ansonsten rekuperiert das System wo es nur kann, gewinnt also so viel Energie zurück wie möglich. Das Segeln bekommen wir immer nur sehr kurze Zeit hin, dann ist der Sechszylinder wieder mit von der Partie. Auch hier spüren wir rein gar nichts von der Regelung.

Sport mit acht Gängen
Der Elektro-Synchronmotor des ActiveHybrid 5 sitzt im Gehäuse der Achtgangautomatik an der Stelle, wo vorher der Drehmomentenwandler seinen Platz hatte. Die Schaltung arbeitet unmerklich und wir können mit enormer Dynamik über den Asphalt pfeifen. BMW wäre nicht BMW, wenn der Elektromotor nicht auch noch zur Fahrspaßerhöhung beitragen muss: Beim Beschleunigen kann er dem Verbrenner unter die Arme greifen und somit für gehörigen Vortrieb sorgen. Dabei lassen sich die acht Gänge auch passend mit Schaltpaddles einlegen. Ein Start-Stopp-System ist beim Hybriden selbstredend mit dabei.

BMW X6 Facelift 2012

München, 26. Januar 2012
Seit der Markteinführung des BMW X6 im Jahr 2008 verkaufte sich das SUV-Coupé 150.000-mal – damit wurden sogar die Erwartungen des Münchner Herstellers übertroffen. Um den Erfolg des X6 aufrecht zu halten, schicken die Bayern ihr Coupé zur Modellpflege. Auf dem Genfer Autosalon (8. bis 18. März 2012) ist der neue BMW X6 erstmals zu sehen. Ab Mitte Juni kommt das neue Modell auf den Markt. Die Preise hat BMW noch nicht bekanntgegeben.

Kleine optische Änderungen
Zur Auffrischung des BMW X6 zählt eine modifizierte Frontpartie. Die serienmäßigen Nebelscheinwerfer rücken weiter nach außen und sind von einer matt lackierten Einfassung umgeben. Die dreidimensional gestaltete BMW-Niere soll jetzt noch prominenter in Erscheinung treten. Neu im Programm sind adaptive LED-Scheinwerfer, die optional anstelle von Bi-Xenon-Scheinwerfer geordert werden können. Als Rückleuchten dienen jetzt jeweils zwei LED-gespeiste Lichtbänke. Das Programm der Außenlackierungen wurde um die Töne Marrakeschbraun, Orionsilber und Midnightblau erweitert. Im Interieur ist die Lederausstattung in den neuen Farben Vermilionrot, Schwarz und Elfenbeinweiß zu haben. Zur Serienausstattung des neuen X6 gehören 19-Zoll-Räder, die gegen Aufpreis auch gegen 20-Zöller getauscht werden können.

M Sport Edition
Wer es gerne sportlich mag, kann beim X6 auf die neue M Sport Edition zurückgreifen. Zum Serienumfang gehören dann 20-Zoll-Leichtmetallräder im M-Design, adaptive LED-Scheinwerfer, eine schwarze Einfassung für die Nebelscheinwerfer und M-Einstiegsleisten. Der Innenraum wird standardmäßig um Sportsitze mit Memory-Funktion, ein M-Lederlenkrad mit Schaltwippen und eine Edelstahlpedalerie erweitert. Das Interieur wird mit der M-typischen Alcantara-/Lederkombination ausgekleidet, der Dachhimmel ist in Anthrazit gefärbt.

M50d ergänzt die Motorenpalette
Die Motorenpalette des BMW X6 bleibt weitestgehend wie gehabt. Das Einstiegsmodell bildet der X6 xDrive35i mit einem 306 PS starken Reihen-Sechszylinder-Benziner, der xDrive50i behält den V8-Motor mit 407 PS. Als Einstiegsdiesel dient weiterhin der xDrive30d mit 245 PS, darüber rangiert der xDrive40d, der es wie der kleine Ottomotor auf 306 PS bringt. Ab Frühjahr 2012 kommt der xDrive30d optional mit AdBlue-System und Harnstoffeinspritzung sowie NOx-Speicherkatalysator. Dadurch erfüllt der Selbstzünder die Bestimmungen der ab 2014 gültigen Euro-6-Abgasnorm. Die Topversion bildet wie zuvor der 555 PS starke X6 M. Darunter angesiedelt ist der neue M50d mit 381 PS.

2013 Cadillac ATS prepares to take on the 3 Series

The BMW 3 Series has dominated the small luxury segment for decades, and it's easy to understand why. The 3 Series has consistently delivered best-in-class driving dynamics in spite of the competition having over 20 years to play catch-up.


Enter the hotly anticipated 2013 Cadillac ATS. In many ways, it mimics the larger CTS, but with some softer lines up front and along the flanks. The headlamps flow all the way back to the mid-point of the front wheel wells. The rear end employs the trademark Cadillac vertical tail lamps, plus a pair of inset exhaust tips.

There's little doubt that the ATS is gunning for the 3 Series, and Cadillac is confident that its new sports sedan is a real pavement slicer. The car's development included plenty of time on the Nurburgring, it boasts nearly 50/50 weight balance, and it features a five-link independent rear suspension, a first for the Cadillac brand. The ATS tips the scales at 3,400 pounds, slightly more than the 3,362-pound BMW 328i sedan. The ATS is also the same exact height as the Bimmer, the wheelbase is within a few tenths of an inch, and the Caddy is about one inch wider.

Inside, the ATS really steps up its game, with eye-catching color combinations and a choice of real wood or carbon fiber accents. The ATS also features cut-and-sew stitching on the dash and seats, and what appear to be materials that are a step up from the larger CTS. Among the available features are performance seats that offer adjustable side bolstering.

The ATS also features Cadillac's new CUE technology, which offers Bluetooth, USB, auxiliary inputs and a slot for an SD card. CUE also incorporates an eight-inch LCD touchscreen, which opens up to reveal a large storage area. There's also a 5.7-inch display nestled inside the gauge cluster, a color heads-up display, and push-button start.

Power is critical in this segment, and the ATS features three engine offerings. The base model uses GM's all-new 2.5-liter four-cylinder generating an estimated 200 horsepower at 6,200 RPM and 188 pound-feet of torque at 4,500 PRM. The up-level 2.0-liter turbo four might be the most interesting choice, with 270 horses at 5,300 RPM and 260 lb-ft at just 2,400 RPM. The top engine is the familiar 3.6-liter V6, which offers 318 horsepower at 6,800 RPM and 267 pound-feet of torque at 4,900 RPM. The 3.6 and the 2.5 run on regular unleaded, while premium is recommended for the 2.0 turbo. Transmission choices include a Tremec M3L TR3160 six-speed manual and a Hydra-Matic 6L45 six-speed automatic.

Cadillac hasn't released pricing or fuel economy numbers yet; we're expecting those closer to the ATS's summer launch. Hit the jump to read over the Cadillac press release, and peruse the high-res images in the gallery above.