Review: 2009 Audi A4 3.2 Quattro

Like nearly every other automotive outlet on the planet, we've become increasingly enamored with Audi's recent product portfolio. From the A3 to the S8, the Q7 to the R8, with all the accolades Audi's received you'd think the crew from Ingolstadt simultaneously cured cancer, rid the world of nuclear weapons and deflected a meteor destined to bring about the next ice-age.

But as the praise flowed, Audi's volume model – the A4 – grew tusks that would rival a walrus. The original A4 (B5) debuted when Boys II Men was near the top of the charts and its duo of follow-ups (the Audi B6 and B7, not the trio from Philly) were more technical reworks than thorough overhauls. But a funny thing happened in the process. As the sheet-metal evolved and the interior became a benchmark, underneath, the A4 turned into a credible sports sedan. With the engine migrating closer to the firewall, the all-wheel drive system nearing perfection and the available drivetrains offering a combination of tractability and fuel efficiency, the A4 could be all things to all people – enthusiasts included. So when developing the "all-new" A4, Audi knew it had to hit every note in pitch-perfect harmony. Our First Drive proved that many of the A4's foibles had been left in the past, but until we lived with one for a week, the jury was still sequestered in a hotel, living off an $11 per diem. Now, deliberations are over and we're prepared to deem the 2009 Audi A4 one of the best sports sedans on the market. In fact, the A4 is so good, it's almost boring. Almost...

Say what you will about the massive grille affixed to modern Audis, its rare that a singular design element has been employed so seamlessly and effectively on such a wide range of vehicles. The gaping maw looks pleasant on the A3, imposing on the Q7 and absolutely sinister on the R8. Matched with the new angular headlamps, LED eyeliner and the subtle protrusion of the front diffuser, the new A4's fascia is both aggressive and elegant. And it needs to be. The profile is as bland as unsalted butter and the rear, particularly when viewed dead-on, is a frumpy rump that contradicts an otherwise taut design.



Inside, everything we've come to expect from Audi is available in spades, beginning with the seats. Our tester's thrones, both fore and aft, are comfortable places to spend endless hours on the road, and the biggest complaint levied on the outgoing sedan – it's absolutely abysmal rear leg-room – has finally been addressed. Boasting a 6.6-inch longer wheelbase, a stretch of 4.6-inches in overall length and an additional 2.1-inches in width, there's no bad place to sit in the B8 A4.



Manning the helm, we secretly wished Audi would have equipped the A4's tiller with a three-spoke design rather than the four-spoke unit, but otherwise, the steering wheel sports a perfect balance between diameter and heft. The redundant controls for the stereo and phone are as easy to read as they are to manipulate, while the four-dial gauge cluster and the information display nestled between the tach and speedo manage to deliver a host of at-a-glance information without threatening to overload the driver with navigation, audio, temperature and gear displays.



Audi's MMI infotainment system remains one of our favorite multi-command controllers, seamlessly integrating with the dash-mounted display and offering a perfect ratio of real, honest buttons to compliment the central dial controller. If there was one gripe, it's the initial need to remind yourself that twisting to the right sends the cursor upwards, while rotating to the left sends it spiraling down – the direct opposite of a volume knob. But after a few miles of manipulation, MMI becomes almost second-nature, allowing the operator to watch the screen and essentially "touch-type" their way through the system's sub-structure.



The interior is awash with all the standard luxury car amenities, from the back-up camera to the start-stop button, and while we're not totally enamored with the park-brake switch on the center console – we'd prefer a traditional lever because we're weird like that – considering the outgoing A4 (and A3) had an issue with the handle butting into the center armrest, we figured this is Audi's solution to an inelegant problem.



Although most of the switchgear is self-explanatory (dual-zone climate control, seat heaters, etc.), there are a couple of stand-outs. At the base of the driver's side A-pillar is a switch that toggles the blind-spot warning system and as you work your way down the center console you'll find two buttons flanking the words "Comfort," "Auto," "Dynamic" and "Individual."



To our surprise, Audi's Drive Select system stands in stark contrast to the majority of dynamic suspension setups on the market. Toggle between the three modes and you'll actually feel the difference through the steering wheel, accelerator and suspension. Thankfully, Audi had the foresight to make a custom setting that allows you to pick and choose what specific features you prefer (although it doesn't default to your chosen setup when re-starting) and we found ourselves gravitating towards a sports setting for the steering and throttle/transmission, with the suspension set to comfort. Our custom map seemed to combine the best the A4 had to offer, both around town and on the open road, and when we finally got down to business, the full-on Sport mode delivered... to a point.



Audi's made huge strides in the steering department, and the new A4 is no exception. But the uber-tactility of some of the A4's Germanic competition is lost on Audi's newest entry-level sedan. Although the active steering blends bends with ease, on-center feel and initial turn still fails to elicit the directness we've come to expect in the segment. But where the steering falls short, the 3.2-liter V6, six-speed tiptronic gearbox and Quattro all-wheel drive system steps up to prove Audi's been doing its homework.



While the 3.2-liter bent-six is gone for 2010, buyers shouldn't feel slighted. We've driven a host of Audis equipped with the turbocharged 2.0-liter four, and while it might not be the sexiest option to some, it offers most of the bang for a fraction of the bucks. Regardless, the V6 is a competent performer on par with the BMW 328i, and with 265-hp on tap at 6,500 rpm and 243 lb-ft of torque at 3,000 rpm, it's more than adequate for daily-duty. But given the choice, we'd take the 2.0-liter turbo nine-times-out-of-ten. It's the perfect powerplant for the sedan and we think Audi's decision to nix the six was an intelligent choice given both the take rate and the current market conditions.



Transmission options on the A4 are limited to either the Multitronic (CVT) on the FWD model or the six-speed Tiptronic on the Quattro variant. Regardless of your engine choice, an S-tronic dual-clutch gearbox or six-speed manual are notable in their absence. Needless to say, that's a disappointment, but the Tiptronic fitted to our tester performed its duties without complaint, delivering quick shifts and suffering endless abuse as we banged the console-mounted stalk fore and aft while attending to the bends (paddle shifters are available, but weren't equipped on our evaluation model).



The A4's additional length and girth were welcomed on the motorway, but the added weight becomes increasingly apparent when taking corners at speed. While body-roll is almost non-existent and the all-wheel drive system offers more grip than Fixodent, there's something about chucking the A4 through a series of high-speed switchbacks that fails to trigger your inner-hoon. Even with the traction control fully defeated and understeer rarely rearing its head, the A4's grip-and-go nature feels more like cheating physics than mastering the dark-arts of car control. It's brilliant – don't get us wrong – but it's akin to channeling Madoff over Mozart.



That impression lasted throughout our week and we found ourselves sometimes smitten and others unenthused. We went so far as to spec-up an A4 wagon, only to convince ourselves later that our money might be better spent on a Quattro-equipped, 2.0-liter A3 with the six-speed S-tronic. As tested, our 2009 A4 sedan came in at a decidedly pricey $49,975 (including destination), easily in range of the segment stalwart, BMW 335i. We'd be lying if we said the A4 was just as entertaining as the Bimmer, but the security of all-wheel drive, the top-notch interior and the choice of a four-cylinder could easily put the Audi at the top of the list. And given the choice between the two we'd almost be compelled to pick the A4... almost.

[Source: Autoblog]

Gumball 3000 entrants at Palm Beach Int. Raceway

The Gumballers who began in Los Angeles earlier this week have made it to the near end of their cross country journey in Florida, though not without some snafus along the way. Autoblog friend and freelance auto journalist Myles Kornblatt was on hand to capture the cars in all their bug-encrusted glory as they made their way from Orlando to Palm Beach Int. Raceway for one of the few track stops on the rally. After this they'll be headed for Miami and the finish line, after which we expect a finishing party to take place that would make Bacchus blush. Check out the high-res gallery below courtesy of Myles, which include action shots of the entrants on-track.

Lamborghini Murcielago LP670-4 SuperVeloce

We haven't necessarily had a shortage of photos of the Murcielago LP670-4 SuperVeloce. In addition to the first batch of press photos released by Lamborghini, we also captured the super-Murcielago on the show floor in Geneva and once again here in the United States when it stopped by at one of our favorite weekly car gatherings. Even so, our salivary glands went into overdrive when we saw this latest batch of photos of the SuperVeloce. There' s just something about the outrageous over-the-top styling that takes us back to being a teenager.

[Source: CAR]

Rhys Millen drifting the Hyundai Genesis Sedan

Getting a Hyundai Genesis Coupe to drift is relatively easy (our man Mike can attest to that). But getting its big, four-door brother to get sideways? That's a job for Hyundai's Formula D hot-shoe Rhys Millen.

The crew from KickingTires had the chance to spend some time with both the Genesis coupe and sedan, and during the course of the event they asked Millen to take Hyundai's luxo-barge around the autocross course. The results are posted after the break, and as you'd expect, getting the Genesis sedan to slide gracefully is harder than it looks.

Tesla Roadster Drifting

Will it drift? That is the age old question being asked by the guys at AutoCar, but this time they have chosen to get sideways in an electric car, although it boasts sports car power and styling, is the Tesla Roadster driftable?

Seat Ibiza Bocanegra unveiled in Barcelona

SEAT has morphed the Bocanegra Concept into a production-ready car and stayed largely true to the concept. The car isn't something completely new – it's more of an option package fitted to the Cupra. As such, the aesthetic differences don't serve any additional purpose – the flanking front grille vents are closed, for instance -- but that's not necessarily a crime when the car still looks pretty good.

Outside, in addition to that new grille and 17-inch Sira alloys (which have nothing on the concept's rims), a pair of fog lights graces the front bumper and AP brake calipers brace the front rotors. The engine is the Cupra's 1.4 TSI in 150-hp or 180-hp flavors. Inside the Blackmouth, the rhomboid-stitched seat centers remain from the Geneva show car's, with much milder (and probably more comfortable) bolsters. Gloss black trim, aluminum pedals, and lots of letter "B"s grace the cabin. The car will be offered in a red called "Dakota" and a white called "Candy" and be available later this year.

[Source: Autoblog Spanish]

Review: 2009 Hyundai Genesis Coupe 3.8

In the 23 years since Hyundai first entered the U.S. market, the Korean automaker has come a long away. What began as a budget-oriented brand for those who couldn't afford the higher-priced products from Japan has evolved into a credible contender in virtually every segment that it competes. In the early days, the primary emphasis was on affordable motoring, sometimes at the expense of long-term durability. Today, it's a different story. From the Accent to the Genesis sedan, Hyundai still offers some of the most affordable products, but the decades-old connotations of "cheap" have been largely laid to rest.

With the introduction of the Tiburon, Hyundai finally dipped its toe into the sports-car segment, but as nice as it was, it simply didn't have the chops to play with the big boys of the performance set. Enter the Genesis Coupe. Hyundai's rear-wheel-drive two-door is the second salvo in the automaker's bid to flesh-out its premium Genesis sub-brand, while at the same time taking direct aim at a field of established competitors ranging from the Ford Mustang to the Infiniti G37. Does the Genesis have what it takes to play the game? We spent a week with a 3.8-liter Track model to find out.

When the engineers at Hyundai decided to seriously tackle the performance coupe segment, they didn't mess around. Although the Genesis coupe shares no resemblance to the similarly named sedan, many of the mechanical bits underneath carry over – and that's a good start. The Coupe sports a fully independent suspension at each end, and in proper performance car form, the directional and tractive efforts are split between two axles. The front tires handle the steering duties while drive torque is transmitted to the rears. While our first opportunity to play with the coupe occurred at Spring Mountain this passed March, shortly thereafter, Hyundai dropped off the 3.8-liter Track variant for some more real-world evaluation.



The 3.8 Track sits at the top of the Genesis Coupe line-up and comes loaded with almost every available option. At this level, the only extras are carpeted floor mats, an iPod cable and the automatic transmission. Our Interlagos Yellow tester had everything but the self-shifting gearbox, and we were perfectly fine with that. The seats were covered in a surprisingly nice black leather, with the driver's side sporting multiple power adjustments. The front seats of the coupe are perfectly suited to a performance car with substantial bolsters on the sides and adequate thigh support. The cushioning is firm and well shaped, with no odd protrusions to inflict discomfort.



As for the rear compartment, that's another story. In typical sports coupe fashion, the back seats seem to be an afterthought. When we drove the Tiburon last year, the rear confines were totally inadequate for anyone over five-feet four-inches, requiring passengers relegated to the rear to crouch down in order to avoid bouncing their heads off the rear glass. While the Genesis is a substantially larger car, it threatens to inflict the same kind of head trauma. However, instead of the rear cushion sitting nearly flat with the floor like other coupes, the mounting position is quite high. If the roof wasn't there, the rear wouldn't be a bad place to be. But it is, and it is.



Regardless, given the Genesis Coupe's reason for existence, the front seats are the place to be. The working space for the driver is well laid out and reasonably attractive. In fact, it's quite upscale. The steering wheel features a thick rim that's easy to grip and wrapped in the same leather as the seats and shift knob. In recent years Hyundai has made a habit of benchmarking cars one class up when developing new models (the Veracruz was pitted against the Lexus RX330, as an example), while still keeping the price in check. In the Genesis, it shows. Hyundai set its sights on the Infiniti G37 coupe, while aiming for a price-point competitive with the Mustang and Camaro. The downside of this low cost of entry are materials that don't match their upscale appearance. Hard plastics dominate the dash, although the fit is tight and there are no noticeable squeaks or rattles on the pre-production sample we tested.



Of course, those materials don't necessarily affect functionality. Among other things, opting for the Track version of the Genesis means the car rides on a set of attractive 19-inch alloys with Bridgestone Potenza RE050A rubber. With the available grip, it's important for a driver to be able to sense what's happening at the pavement during cornering and here, the hydraulically assisted rack and pinion steering comes through, providing good feedback and adequate feel. The only flaw we found with the steering was during a comparatively low-speed slalom run at the track. Because the 3.8-liter V6 features decent low-end torque, sometimes there's no need to down-shift. However, the steering assist is engine-speed sensitive and if it's lower than expected, a series of quick left-right-left maneuvers could result in running out of boost and a sudden increase in effort. Fortunately, this isn't generally an issue out in the real world and it never manifested itself during our week with the Coupe.



The other major changes that come with the Track package are stiffer spring and damping rates, thicker anti-roll bars, a Torsen differential and the Brembo brake package. When we become King, all cars will come equipped from the factory with Brembos and the Genesis continues our lust for the throne. The four-piston mono-block calipers don't flex under braking, so the primary source of mushiness we've experienced with other coupes is thankfully missing from the Hyundai.

Out in California or Nevada, where the roads are smooth and relatively free of frost heaves and pot-holes, the track suspension works great. In the North-East, it's an issue. On neglected stretches of tarmac, the Track model will simply be too stiff for some as a comfortable daily driver. Every little (or enormous) imperfection is transmitted straight through to your body and even a simple run to the store can become tiresome. Unless you live somewhere with properly constructed roads, or plan to spend plenty of time driving at the track, opting for the base or grand touring models might be a better choice if the Genesis is going to be your only car. It's just too bad that the Brembos aren't available as a stand-alone option.



Aside from the Track edition's ride, the Genesis is a more than credible competitor to other coupes in the $20,000 price bracket. It has aggressive styling that sets it apart from the traditional American coupes. Rear-wheel drive means pesky issues like torque steer don't even enter into the discussion. The most glaring omission compared to the Mustang, Camaro and Challenger is a V8 engine. But from a performance perspective, the Genesis doesn't really need a V8. At 3,389 pounds, the Coupe has a 400-pound advantage over the six-cylinder Camaro and a 500-pound edge on the V8 model. The V6 Mustang weighs about the same as the Genesis, but the power is only comparable to the turbo-four, so performance is similar on the small-engined models. The comparatively light weight means the Genesis has a nimble feel that you won't find in the Camaro or Challenger, and the only downside is the Coupe's lack of a throaty rumble that only a big bent-eight can provide.



Our maxed out 3.8 Track model priced out at a very reasonable $30,375, including delivery. That puts it right in the heart of its American V8 competitors and several thousand dollars less than a G37. Those who don't need the full 306 hp provided by the V6 can opt for the 210-hp turbocharged four-cylinder and even less weight, and anyone who lives somewhere with questionable pavement might want to save $2,000 and skip the Track model. Put the extra cash towards an aftermarket set of Brembos or find a friendly Hyundai dealer to order the parts and you're nearing perfection. And "nearing perfection" is where Hyundai's first true effort in the segment lands. The Genesis Coupe delivers on nearly every conceivable level, blends an attractive exterior with a thoughtful interior, and does it all for a price that's still easy on the wallet. Hyundai's come a long way, and the Genesis coupe is the start of another great chapter.

[Source: Autoblog]

Twin-turbocharged Artisan Camaro SS SA-600

Artisan is teaming up with Turbochargers.com to create a turn-key tuner out of the 2010 Chevrolet Camaro SS. Using a similar formula as its Lexus IS-F SEMA car, the crew is employing a duo of rear-mounted GTK350 turbos, a cat-back exhaust, intercooler and a tweaked ECU to net a total of 600 whp from the SS' 6.2-liter V8. The body benefits from a 1.5-inch flare in front and a three-inch stretch in the rear where a set of 21-inch (front) and 22-inch (rear) iForged wheels reside, framing 14-inch SSBC Big Brakes. A new lip, rear diffuser, gauge package, Artisan-embroidered head-rests, BASF Glasurit paint and a numbered plaque round out the mods, and although the parts can be had separately, the full turn-key package will set you back $69,000 when the Artisan SA-600 goes on sale this June.

Audi reportedly cancels R8 TDI

If anyone could have done a diesel supercar, it would have been Audi. After achieving utter domination in Le Mans racing with its R10 TDI, the German automaker unveiled two successive turbodiesel concept versions of the R8 supercar at the Detroit show and then at the Geneva salon in 2008. But after whetting our appetites for an oil-burning supercar with instant power delivery and endless reserves of torque, Audi has reportedly canceled development of its R8 TDI program.

Apparently, the R8 was not originally designed to accommodate the company's enormous V12 turbodiesel engine, and re-engineering the car was proving far too costly for Audi to justify under these financial circumstances, especially when the American market, which accounts for 1/3rd of R8 sales, is marred by diesel prices that are higher than gas. Fortunately Audi's already given us the 5.2-liter V10 FSI and has the convertible version in the works, but a diesel R8 just isn't in the cards.

[Source: Auto Express]

100 Hyundai Equus sedans coming to U.S. dealers

The Hyundai Genesis sedan has won plenty of accolades since its introduction, and with just over 6,000 units sold so far this year (through April), Hyundai wants a bigger share of the luxury pie. So beginning this summer, the plucky Korean automaker plans to ship 100 Hyundai Equus sedans to the States for display at dealerships throughout the country in order to gauge public reaction. If it wasn't obvious after the Equus' North American introduction at the New York Auto Show, it is now: Hyundai desperately wants to bring the Equus to the U.S., but are Stateside consumers ready for it?

According to Oles Gadacz, a Seoul-based spokesman for Hyundai, the automaker believes the introduction of the Equus, "would decisively shift public opinion in our favor," even more than the Genesis sedan and its coupe counterpart.

While the Equus would go head-to-head with such luxury stalwarts as the BMW 7 series, Mercedes-Benz S-Class and Lexus LS460, it's price-point of approximately $75,000 (according to the USAToday) could still be too high for brand-obsessed buyers. However, the current economic climate could cause consumers to finally look beyond the badge and start considering alternatives that offer all the amenities available from the Germans and Japanese at a lower cost. But Gadasz admits Hyundai doesn't expect the Equus to be a huge seller in the States, saying, "We have modest expectations."

[Source: USAToday]

Nissan skipping SEMA this year, Mazda limiting presence

Participation at last year's SEMA show was notable for its absences, with the event's organizers struggling at the last minute to fill vacated floor space with companies that would have normally been shunned to the outer regions of the Las Vegas Convention Center. As the economic melt-down continues, last year's trend has extended from parts suppliers and mom-and-pop operations to big-name automakers.

Last year, Nissan formally announced that it would only attend one show per continent during its fiscal year (April 1 through March 31) and since Nissan considers SEMA to be one of the "major" shows in North America, it won't be attending the 2009 aftermarket extravaganza. Nissan's Darryll Harrison told us that the automaker wouldn't be participating in any more U.S. expos this year, and with its fiscal year ending in March of 2010, don't expect Nissan to appear at another event in the States until late 2010 (read: LA Auto Show).

Mazda's participation at SEMA will be significantly reduced this November, with the automaker deciding to forgo formal Mazda or Mazdaspeed stands in favor of releasing a few vehicles to select aftermarket firms to trick-out and display at their own booths. Mazda's Director of Communications, Jeremy Barnes, justifies the scaling back of its trade-show presence by saying, "We have chosen to focus our funds where we can directly access consumers" and SEMA isn't it. Barnes went on to say that the new Mazda3 will be prominently featured at this year's event, with at least two models being built for show duty with the automaker's full cooperation, along with a few yet-to-be-disclosed projects.

General Motors and Ford are expected to attend, although the jury is still out on Chrysler, and Honda is currently evaluating their presence, although it may be reduced compared to previous years. No matter what automakers pull-out of this year's show, expect less products on tables, fewer vendors on the floor and even fewer attendees as the aftermarket continues to struggle to keep its head above water.

First Drive: 2010 Mercedes-Benz E-Class

With eight generations and 12 million units sold over the last 62 years, the Mercedes-Benz E-Class' longevity represents a profound run of intelligent bets for a premium sedan sold in premium quantities. That makes Las Vegas an appropriate background for last week's introduction of the E-Class sedan, Sin City being home to numerous examples of remarkable endurance. Having been outsold by the BMW 5 Series for the last couple of years in the U.S., Mercedes went all-in on the new E, from design to fabrication to luxury to – of course – technology.
Exemplifying how serious Mercedes is about the 2010 E-Class, the car's presentation began with this line from Mercedes' G.M. of product management, Bernhard Glaser: "Everything we know, everything we are went into this car."

We can begin, though, with what's gone on outside the car. To our eyes, the redesign joins the queue of vehicle forms that aren't accurately translated in photos. Unless caught at just the right angle, the car appears shorter in press shots, rendering its conspicuous design features into a somewhat stubby mass that dramatically ascends from front to rear. In person, however, the car gets properly lengthened: the shoulder line and lower door filet rise gradually, the tail doesn't come off as truncated and the E consumes the proper space of a mid-range sedan. Although an inch lower in height (yet with the same ground clearance) than the outgoing model, the new E is nearly an inch longer and four inches wider. It also has a lower Cd than the slinkier 2009 model.



The E-Class' interpretation of the now common form language introduced on the 2006 S-Class is accentuated by four things: the angular cast of the headlamps, which follow the contour of the new SL headlights but are vertically sliced in two; the upper door-line tied thematically around the front helping to break the side into three discretely angled surfaces, working with the prominent, chrome-trimmed lower door line that spans the full distance between the wheel wells, then continues much more subtly around the rear of the car; and the flared haunches that begin toward the back of the rear doors and take their inspiration from the pontoon detail that breezed in on the 180 sedan in 1953.



In photos the car looks like a cluster of lines and angles, and it takes a moment to get accustomed. In person, the effect is not so pronounced; it simply looks like a Mercedes. Being the most momentous re-skin since the 1995 E-Class debuted with the twin headlight face, it is no surprise that its looks might take some time to acclimatize. But when the E begins flooding the roads (and not to spoil the surprise, they will), the car will blend into the surroundings as comfortably as E-Classes past.

Inside, the first things of note are firmer lines and ostensible simplicity. As with the exterior, the details are sharper on this model than the current E: the IP boasts angles, not arcs; the supports are squared off, not softly contoured; and the center console doesn't cascade, it occupies three distinct spatial planes. Even the 'V' theme from the front of the car is mimicked in the instrument panel's shallow chevron.



Mercedes moved the shift lever from the center tunnel to a stalk on the column, a minor move that provides outsized returns in terms of opening up the cabin. Visually, it makes the front area feel more like a single space instead of cockpit and passenger areas, the larger backdrop reducing the impression of how many electronic and mechanical features there are in the cabin. The revamp puts the screen atop the center stack, the climate controls move to a slightly recessed space just above the cup-holders, and layout of elements like the seat controls have been subtly altered. You don't realize how many buttons there are until you start looking for them and it isn't that there are too many - there are probably fewer buttons than before - you simply don't take note until you find yourself saying, "Hmmm, I know it's in here somewhere..." Still, everything is easy to reach. The door lock button has (finally) been moved next to the door handle (hallelujah!), the COMAND control is simple (can I get an amen?), and it doesn't take long to get the layout committed to memory (preach on...).



There are only fractions of an inch more room inside - shoulder room and headroom see gains front and rear while legroom decreases a fraction of an inch, but unless you and Yao Ming buy your suits together you won't want for space. The optional 14-way adjustable seats will also hug, massage, heat, cool, shape-shift, and do everything else they can to get you to relax.

All of that, though, is the easy story of the new E-Class. This car is just as much, if not more so, a tale of technology. Mercedes apparently corralled a group of engineers, locked them in a basement and commanded, "Make safety gizmos!", and didn't release the boffins until they had improved or added a few more entries to the appendix of driver's aids. Let's get this safety party started:

• Attention Assist studies your driving for 20 minutes then keeps track of 70 variables, such as time of day, how long it's been since you used a turn signal, and your steering inputs in order to detect if you're catching Zs at the wheel. If the system thinks you're too fatigued to continue, it will issue a warning chime and a little coffee cup will appear in the speedo.

• Lane Keeping Assist vibrates the steering wheel if the car detects you have unintentionally weaved out of your lane.

• Adaptive Highbeam Assist uses a windshield-mounted camera to detect oncoming cars and adjust headlight settings. It will not only switch the lights from high-beam to low and back, it will also adjust the illuminating distance of the low beams from 984 feet down to 220 feet so that the projection stops short of the oncoming vehicle and the other driver isn't blinded by the light.

• Parktronic Plus with parking assist measures a spot for parallel parking as you pass it and will notify you if the space is large enough. It will then guide you into the space using symbols and text displayed in the IP.

• The E also gets the Blind Spot Assist from the S-Class. The feature places a triangle in the side mirror if you use your turn signal when there's someone in your blind spot. If you begin to change lanes, the system sounds a warning chime and the triangle flashes in the mirror.

• Night View Assist PLUS goes one-up on the S-Class by adding pedestrian detection, and the system places a frame around any pedestrian on the screen in case you confuse one of those bipedal oblong objects for, oh, a boulder that happens to be body temperature.

• Distronic Plus and Brake Assist Plus works with an enhanced radar, now with a range of 656 feet, and D.P. can be set to 'cruise control' and works in stop-and-go traffic as long as the stop is less than three seconds. Brake Assist Plus will add brake pressure if it senses that you aren't braking hard enough to avoid a collision. In a situation where you don't do any braking at all, it calculates the braking pressure needed to avoid a collision and will do just about everything short of driving the car to avoid one. The process happens in three-stages: at 2.6 seconds the system will beep if it thinks you're closing in on an object too fast; if you don't do anything, at 1.6 seconds the system beeps again and applies 40% of the braking force - that leaves you enough steering traction to turn out of the way of the collision if you wish; at 0.6 seconds, if you still haven't made an input, the car applies 100% braking force and PreSafe cinches the seat belts. It probably won't be enough to avoid a collision entirely, but in that last 1.6 seconds the car decelerates by 12 mph, lessening the impact.

• Forty crash tests are federally mandated in order to get a car to market. Mercedes crash tested this new car 150 times, simulated 17,000 additional crashes, drove six million miles in testing. So if things ever really get ugly, there are always the nine standard airbags, the Neck Pro head restraints, the stiffer body made with 72% high-strength steel.

Got all that? Good. Here comes the important stuff...

Initially the E will come in two versions that each have two variations: the V6 E350 with 268 hp and 258 lb-ft, and the V8 E550 with 382 hp and 391 lb-ft. They are immediately differentiated by their steering wheels, with the six-pot having a four-spoke wheel, the V8 sporting a three-spoke wheel.



Both models also come in Luxury and Sport versions, all of which shift through a seven-speed auto. How to tell them apart: the grille on the Luxury version wears four lamellas, the Sport version wears three, along with a more aggressive chin spoiler, a black diffuser insert and trapezoidal tailpipes. Conversely, the Luxury model has a body-colored diffuser and oval tailpipes. Inside, the dash gauges on the Luxury variant rest flat against the panel, while the Sport model's gauges are recessed into individual cowls. The Luxury model is fitted standard with 17-inch, five, twin-spoke wheels, the Sport gets 18-inch, five-spoke wheels. The Sport is expected to account for around 80% of sales in the U.S.

Nevertheless, absolutely none of that counts unless the car actually drives like you want it to. So with steering wheel in hand, feet on pedals, and enough technology for the car to qualify as an Autobot, it was time to beat the tar out of our test vehicles.

Except, that's not really what you do with an E-Class. Furthermore, in contrast to the city's reputation, Las Vegas' mildly undulating B-roads are almost as straight as the cross, so not the best place to go bashing the outer walls of E-Class performance.



What we can tell you is this: the V6 E-Class is all about stately. Its 268 horsies get the 3,891-pound car to 60 in 6.5 seconds, urgent enough to provide an adequate sensation of speed and leisurely enough not to distract your attention while doing it. As on the V8 you have the option of Sport and Comfort modes, yet while flicking into Sport will give you more aggressive throttle control and shifting, there won't be an appearance by Mr. Hyde. Bury the throttle, the car downshifts fractionally quicker than it did in Comfort, but barely warrants its "Sport" designation.

The V6 comes with a suspension dubbed Agility Control, which complements the four-link, independent, steel-sprung setup with an adjusting, stroke-dependent, variable-rate damping. Utilizing valves in each of the dampers, the system is meant to provide increased poise during maneuvers. We don't doubt it works - we just never got any driving opportunity that allowed us to say "Aha! That's the Agility Control working!"

The V6 is just what you would expect from the base model of Mercedes' middle sedan: solid marks everywhere, no fireworks. The steering is light, fine, but has a touch too much slack around center for our liking. At elevated highway speeds you'll hear practically nothing but the stereo and your conversation. Ask for more, the car fulfills orders efficiently, without complaint. And it looks and feels like a Mercedes in the process.



The V8 hauls its 4,145-pound mass to 60 mph in 5.2 seconds. We were told that V6 models are expected to make up about 75% of U.S. sales, but if you lay out the extra $7,700 for the E550 it will be apparent with almost every mile and throttle input where that money went. The AirMatic suspension keeps everything flat and even in a way that doesn't euthanize feedback, the slightly heavier car and heavier front end translates into slightly (and nicely) firmer steering, and the car is faster everywhere. Press the Sport button and in addition to the enhanced inputs, the car lowers itself by an inch, and you can press another button for electronically-controlled four-wheel dynamic damping. Frankly, it didn't feel much different to our rear end on a desert road that offered occasional spots of sand as its biggest challenge, but measured next to the V6 those ubiquitous and cumulative tenths equal an exponential, as opposed to cumulative, improvement.



This might appear to leave us a little short on handling impressions, but in truth we know just about all we might need to know about the car. The question about the E350 and E550 is really this: do these cars succeed in their roles as E-Classes? The answer is "yes." People don't buy either car to set records up the Matterhorn or do time-attack runs to Dean & Deluca - that's what the E63 AMG will be for. People buy non-AMG E-Classes because they want to get from here to there luxuriously and safely, and they want The Mercedes Experience while they do it. Both cars deliver on that since, on the inside and underneath, they have done nothing more - and nothing less - than add another story or two to the tower of E-Class sensibilities and capabilities. On the outside is where the car has put a gap between it and the eighth generation, but it's one that, like the revelations of the first official E in 1984 and the W210 in 1995, will certainly find buyers as reliably as it's done for 62 years. That means we expect the new E to be another winning gamble.



The 2010 E-Class goes on sale this July. While the 2009 E350 retails for $53,200, the 2010 model - with all of the extra standard equipment - will sticker for $48,600 (plus $875 delivery). The E550 takes that up to $56,300, and the 4Matic option adds $2,500 to both cars. Later this year the E63 AMG bows, and next year sees the line rounded out with the E350 4Matic Wagon, the V6 turbodiesel E350 Bluetec, and the E Cabriolet.

[Source: Autoblog]