Personal Luxury Cars | Mahindra sued by U.S. distributor over pickup delays

According to the Hindustan Times, Global Vehicles, the Atlanta-based company that is slated to be the exclusive U.S. distributor for Mahindra & Mahindra vehicles, alleges that more than $95 million has been spent on getting the country ready to buy the Indian Pik-Ups. The problem is, and has been, that Mahindra still hasn't provided any vehicles to sell. The Indian company is waiting on paperwork and testing for EPA approval to sell the trucks here.

GV is tired of waiting idly, and has brought a lawsuit against Mahindra for having missed two soft deadlines and two hard ones. GV claims the delay has been "inordinate," Mahindra says the lawsuit is "without merit." We say that no matter who's right, this is not the way to bring a truck to market.


[Source: Hindustan Times]

Personal Luxury Cars | Chrysler Sebring convertible to survive

Much to our collective surprise, Chrysler's new Italian overlords have reportedly decided to keep the Sebring convertible alive and even give it a major refresh early next year. The Sebring and Dodge Avenger sedans are due to get their updates before the end of this year, and the Sebring could yet receive a new name. Most of those changes including reworked suspensions and improved interiors, and the company's new Pentastar V6 will migrate into the droptop in the new year.

As you may recall, back in the 1990s, the Sebring was consistently the top-selling convertible in America thanks to its reasonable price, relatively attractive styling and seating for four. The current model completely squandered that advantage by combining all the negative aspects of its sedan counterpart with a highly compromised design that includes three different tops including vinyl and canvas soft tops and a very finicky folding hardtop. So why keep the Sebring convertible around? According to AllPar, it's because they remain a favorite of rental fleets in warm weather states thanks to "move-em-out" pricing from Chrysler and demand for four-seat convertibles from vacationers.


[Source: AllPar]

Personal Luxury Cars | Volkswagen goes soft-roading with new CrossPolo

Smaller cars may be taking over from larger SUVs around the world, but that hardly means that the go-anywhere, rough-and-tumble image of the sport-ute has disappeared from buyers' minds. That's where softroaders come in. Vehicles like the Volkswagen CrossPolo blend off-road styling with a small form factor.

VW gave us a sneak peek at the new CrossPolo back in Geneva, but is only officially revealing the full range now. Based on the new Polo hatchback, the CrossPolo gets a boost in ride height and some tasteful body cladding to give it that backcountry appeal. A new front end – treated in dark gray and blending into the wheel arches, quarter panels and rear bumper – plus 17-inch alloys and roof rails complete the package, which can be ordered by non-U.S. types with six engine options – three gasoline and three diesels – in any of six exterior shades, including two colors unique to the CrossPolo.

Personal Luxury Cars | World's largest car collection closer to being under one roof

If you've ever wondered who has the largest private car collection in the world, wonder no more. Until his death in 2000, Harold E. LeMay had the distinction of laying claim to that title with over 3,000 classic vehicles in his possession. His gems included everything from a 1916 Abadal Buick to a 1983 DeLorean DMC 12 and pretty much everything in between. Just before LeMay passed away, he formed a non-profit group with the goal of building a massive museum to house his collection and educate the public on the impact and evolution of the automobile.

LeMay's vision for the garage to end all garages was no less grand than his collection – a massive steel and arched glass structure designed by Alan Grant of Grant Architects. After a decade of fundraising by LeMay's widow and a number of grants from state and local governments, the LeMay America's Car Museum officially broke ground this week. The project is expected to cost a total of $100 million when completed, and will feature complete educational exhibits in addition to showcasing the collection. For more information on the cars and the museum, be sure to check out the LeMay Museum site.

[Source: The New York Times]

Personal Luxury Cars | Minor updates to Mini Cooper leaked

If loose lips truly sank ships, the interwebs would be at the bottom of the Pacific. A few shots of the 2011 Mini Cooper and Cooper S have hit the web courtesy of the keen-eyed crew at MotoringFile. As you might expect, Mini isn't exactly walking away from the iconic shape that has dominated the brand since it hit the scene a few short years ago. Instead, it looks like we'll be seeing (very) slightly reworked front fascias with something of a smiley face treatment and a host of LED lighting.

From what we can tell from these few leaked brochure photos, it looks like we can expect a few new colors to hit the Cooper pallete as well. The base Cooper will be available dipped in Spice Orange and the Cooper S will boast a powder blue hue in addition to the spectrum already available for the car. So far, we're not quite sure what to expect in terms of power or drivetrain additions, but our guess is things will continue to stay pretty much the same for 2011.


[Source: MotoringFile]

Personal Luxury Cars | Nissan Leaf will break the EV silence with a digital whistle

As we get closer to seeing significant numbers of electric vehicles come to market, various standards are starting to emerge that cover things like how these vehicles are to be charged and how to measure range and equivalent mileage. One feature that remains up in the air is the sound signature of electric vehicles. For years, EV advocates have touted the silent operation of battery-powered vehicles as a bonus.

However, advocates for the blind and safety regulators are pushing for electric vehicles to produce some audible alert that indicates their presence. According to Just-Auto, beginning next week, Nissan will be bringing in 500 people including media, government officials and customers who have signed up to buy the Leaf to drive the car at its Oppama, Japan test track.

Among other things, they will be evaluating the "approaching vehicle sound" that will be used for the Leaf and Fuga (Infiniti M37) hybrid. Nissan is testing a system that produces external sounds that sweep across a range of frequencies to insure that almost anyone can hear it. The sound will also vary depending on whether the car is accelerating or decelerating.

[Source: Just-Auto]

2011 Nissan Versa gets priced, includes minor updates

The Nissan Versa hasn't received any substantial updates since its 2007 debut. It's a shame, since there's some pretty stiff competition on the market these days, especially from the likes of the Suzuki SX4, Honda Fit and Ford Fiesta. Still, Nissan adds incremental updates annually, and the 2011 model year is no different. What's most important, though, is that pricing for the latest Versa has gone unchanged, meaning the bottom-end 1.6 Base sedan still rings in at $9,990, and the top-end 1.8 SL hatch commands $16,900, with a variety of models in both body styles in between.

Visually, nothing will change from the 2010 car (pictured), but some new standard equipment makes its way onto some trims. 1.8 S Versa sedans now benefit from an in-dash six-disc CD changer, and mid-grade 1.6 sedans now come with standard ABS (sorry, 1.6 Base, you still have to do without anti-lock brakes).

We find the Versa to be a rather pleasant little economy car, but with fresher, more attractive offerings on the marketplace, Nissan will be wise to accelerate the development of its next-generation car. Still, with an unchanged price and more standard equipment on deck, the Versa should continue to sell relatively well until a replacement crops up.

PSA: Eating in the car increases risk of food poisoning

Ever eat in your car? If so, we're thinking there is a good chance there is currently at least one french fry stuck between the driver seat and the center arm rest. That's pretty bad, but a study by researchers from British auto accessories retailer Halfords shows that there probably are a lot more disgusting things in your ride than some fried potatoes or a few chunks of shredded lettuce. Scientists swabbed the door handles, steering wheel, shift knob, radio and seats and found bacteria ranging from Staphylococcus to Bacillus Cereus. Those names just sound unhealthy, and in reality they are the germs that cause food poisoning, impetigo severe nausea, vomiting and diarrhea. Those nasty germs enter your car through the soil you walk on, the pets you travel with, the passengers you transport and the very hands you use to eat all that food.

That's really bad news if you eat in your car regularly, and the study by Halfords shows that 70 percent of people do just that. Further, half of those study admitted to leaving food behind in the car, giving those bacteria the sustenance they need to help ruin your week. And don't think that since this is summertime that the sun will bake your interior to the point where the germs die off. Quite the contrary, the nasty little microbes multiply faster as your vehicle heats up, bolstering the little buggers for the impending fight against your immune system.

To protect yourself from these germs, the best defense is to keep your hands clean and leave the eating for a clean kitchen table. But if you must eat while driving, scientists feel that car owners should clean their vehicles as often as one would wipe down that kitchen table. We're not the type to shy away from every germ nature has to offer, but something as serious-sounding as Staphylococcus makes us want to make with the disinfecting wipes in short order.

[Source: Daily Mail]

Mercedes-Benz ML63 AMG gets updated exterior, little else

With all of the hype surrounding the BMW's M-badged X5 and X6, as well as the renewed Porsche Cayenne range, it's easy to forget that Mercedes-Benz has its own super-fast sport-ute, the ML63 AMG. As its name suggests, this top-rung ML is fitted with the same 6.2-liter naturally aspirated V8 that we've come to love in the rest of the automaker's AMG lineup, good for 503 horsepower and 465 pound-feet of torque in this application.

We expect to see an all-new AMG M-Class in the next couple of years, but for now, Mercedes-Benz has updated the ML63 with very subtle exterior tweaks, including darkened headlamps and taillamps, a refreshed hood and tweaked front and rear underguards (in chrome, of course). From there, not much else changes – the seven-speed AMG Speedshift transmission is still in place, routing all of that forward thrust to all four wheels, measuring 20 inches in diameter (21s can be had as an option).

In the ML AMG's next generation, expect to see the automaker's brand new twin-turbo 5.5-liter V8 under the hood, good for around 544 horsepower and a pavement-churning 590 pound-feet of torque. High-powered SUVs and crossovers aren't the most practical of automotive choices these days, but we're happy to still see them moving forward. After all, sometimes you just need to get the kids to soccer practice in extremely short order.


[Source: Mercedes-Benz]

Review: 2010 Jaguar XFR is still the Papa Bear

When our man Lieberman drove the 2010 Jaguar XF Supercharged earlier this year, he came to the conclusion that of all the models in the XF range, the mid-grade Supercharged with its 470-horsepower V8 was the one to have, if you're buying. After all, at a relatively modest $68,000, it's a sexy sleeper with enough high-powered thrills to keep you happy while still being everyday-drivable and easily tamed. We wholeheartedly agree with our dear Jonny in this conclusion, and if we had never experienced this top-rung XFR, we'd be perfectly thrilled with our purchase.

But we have driven the XFR – once in France and now again in America – and asking us to overlook either experience when considering the XF range simply isn't going to happen. The R makes too much of an impression.

Yes, the Supercharged may be the "just right" Goldilocks model in the XF lineup, but the XFR is Papa Bear. That 'R' badge will cost you an extra $12,000, which is undoubtedly a hefty sum to pay when you consider that it only produces 40 more horsepower than the Supercharged. Thus, it's easy to write off the XFR as unnecessary or overzealous, but its sharper set of chops are able to handle so much more than lukewarm porridge. This car is a real honey, finances be damned!

Before you even begin to think about the 510 raging stallions under the hood, the XFR will impress with its top-notch styling. Jaguar has really come into its own again over the past few years, and its full range is one of the most attractive on the market. The XF design, introduced in 2008, is aging quite nicely, and the subtle tweaks given to the R further enhance the strong emphasis on sex appeal.

Sure, the XF Supercharged is more of a sleeper, but the XFR has a more powerful stance and looks the part of a high-caliber sport sedan. We're very fond of the large air intakes that flank either side of the front fascia, and who can resist drooling over the XFR-only air intakes on the hood lined with "supercharged" text. The other visual upgrades like handsome 20-inch wheels, bespoke side skirts and a sharp lip spoiler blend well with the XF's design, and if you had never seen the base car before, you'd think that all XFs looked this way. It's that natural, and not nearly as brash as a BMW M5 or Mercedes-Benz E63 AMG, both of which simply scream, "No, officer, I don't know how fast I was going."



A similar theme of elegance has graced the cabin, which is quite stunning, especially in our test car's London Tan and Graphite two-tone attire. The sport buckets up front are incredibly comfortable, and because they can be adjusted 18 different ways, they can be contoured to mold just about any driver's shape. Overall fit and finish is good, if predictable for an $80,000 chariot, and the simplistic, understated appearance of the dash and controls goes a long way in not over-complicating the cockpit. The XF's funny turnstyle gear selector and air vents that open and close when the car is turned on and off are a neat parlor trick and never fail to impress passengers, but we still can't help but wonder what sort of problems could arise down the road. Motors do malfunction, after all.

All XFRs come standard with dual-zone climate control, heated and cooled seats, a premium Bowers & Wilkins audio system with HD radio, satellite navigation and an in-dash six-disc CD changer, among other luxurious staples. The touch-screen interface is relatively intuitive to use, but the response time for changing between screens and functions takes longer than we'd like. The same goes for the CD mechanism and shuttling between satellite radio stations. It might seem like a nitpicky quaff, but we just can't help but feel annoyed when it takes a few minutes just to empty the changer. (We're journalists – we had to find something to complain about.)



One area where we have no complaint, however, is the powertrain. Jaguar's latest 5.0-liter V8 with direct injection and supercharged boost is, in a word, brilliant, especially when it's free to crank out all 510 horsepower and 461 pound-feet of torque in XFR guise. The overall acceleration feels more urgent than in the high-revving BMW M5, and the fat torque curve complimented by the faint whine of the supercharger makes you eager to stomp on the go-pedal. But while some cars with 500-plus horsepower can often be tedious to drive around town, this kitty can be easily tamed when slumming through heavy traffic. This isn't to say that the throttle is lazy at initial tip-in, though. The accelerator is easy to modulate, and if we're honest, we really enjoy the feeling of putting more weight down on our right foot when the tap really starts to open up.

Even in standard Drive mode, the six-speed automatic transmission swaps cogs quickly and is willing to immediately downshift when asked, but moving the shift knob over to Sport heightens the experience. In its more enthusiastic drive setting, the transmission is more willing to hold gears all the way up to redline, and if you opt to use the steering wheel-mounted paddles (and you most certainly should), you'll be pleasantly surprised with how quick the response time is from paddle tap to gear change. In most instances, it's dual-clutch quick, and that's deeply impressive.



Out on the open road, the XFR is extremely sure-footed and nimble for tight cornering. JaguarDrive Control, which monitors the steering, brake and throttle inputs, adjusts the dampening 100 times per second, allowing the R to remain composed at all times. Turn off the traction control, and the rear wheels can bite you back when pushed cavalierly, but it's all in good fun. You can really work the XFR harder than you'd think, and it doesn't whine or feel sloppy as you inch closer to its limits. The steering inspires even more driver confidence – it's neither numb nor heavy, but provides enough feedback to ensure that sudden inputs are properly managed without issue.

Serious track day enthusiasts will still probably prefer an M5, but there's no doubt that the Jaguar can most certainly keep pace. Our only want is for a more audible exhaust note, though the uncanny cabin quietness is mostly attributed to the design of lesser, naturally aspirated XF models that need to serve the purpose of a luxury car first and a driver's machine second.




In all, the XFR's dynamics are seriously competitive against its German rivals. Comparisons to America's Cadillac CTS-V are warranted, especially if you consider that the Caddy is both cheaper and quicker, and will more than likely pull off better lap times around a track. But when it comes time to drive home at the end of the day, the Jaguar gets our pick each and every time. It's more refined than the offerings from Benz and BMW, and feels substantially more luxurious and higher-quality than the CTS-V.

In all of this praise, though, the one fact we can't forget about is the price. $80,000 honestly isn't that big of a purse for a car like this, considering that it houses one of the best V8s in the world and will do the same work as your Bimmer or Merc in a more chic package. But then there's that XF Supercharged again, with nearly the same amount of refinement and high-power thrills that will keep you happy all day long, all for $12K less. Don't get us wrong, we absolutely adore the XFR, and have no doubt that Papa Bear could have easily ripped Goldilocks to shreds if she had been caught during her breaking and entering escapade; but the safer XF Supercharged isn't too hot, isn't too cold, and is indeed, "just right." Ah, hell. Who cares if we burn our tongues?

Review: 2010 Mercedes-Benz GLK350 4Matic is more than just a movie prop

When you launch a vehicle during the year's most over-hyped estrogenfest, you're obviously trying to appeal to a specific demographic. Specifically, not us. There's a reason we haven't taken a crack at the Mercedes-Benz GLK until the sequel to Sex and the City hit the screen. It was just too easy to pigeonhole this cute 'ute as nothing more than a boxy four-wheeled trinket – a cynical fashion accessory designed to compliment your rat-faced pooch and Manolo Blahniks (yes, we had to look that up).

But a funny thing happened on the way down I-5.

While blasting the stereo and hauling along at a decidedly Germanic clip, all of the stereotypes about the GLK's target demographic flew out its expansive sunroof. For as much as we dislike the mere idea of "entry-level luxury" – and in particular the scads of pseudo-SUVs that populate it – the GLK started to make sense. It's well proportioned, has adequate power and comes with nearly enough amenities to match its tri-pointed badge. We actually enjoyed it, even though our manhood might've taken a hit in the process.

Speaking of hits, from a stylistic standpoint, the GLK is either a solid double or a strikeout. Over the course of a few days, we warmed up to it, enjoying the E-Class-inspired rear fender flares, expansive greenhouse and tight posterior. Its Sports Appearance Package 20-inch, seven-spoke wheels fit the blistered arches to a "T," and while the emblem is larger than a Big Gulp lid, we've resigned ourselves to the fact that Mercedes-Benz is taking a "go big or go home" approach to its fascias.

Inside, the slab-sided aesthetic of the exterior carries over to good effect, with a right-sized dash, center console and steering wheel. It's a clean, if staid design for its segment and made up of de rigueur C-Class materials to match. The center-mounted speedo recieves the standard Merc LCD display in the middle, allowing you to toggle between everything from fuel consumption to trip readings. The gauges are clear and legible, the steering wheel controls easy to understand and even easier to operate.



The stereo is an ode to simplicity, save the numerical keypad running along the right side, and the dual-zone climate controls are nicely knurled, if a little shifty in their fitment. In short, everything is exactly where you'd expect, including the large COMAND knob aft of the shifter and the absolutely massive (and slightly comical) dollar-coin-sized engine start button.

Finger that aluminum-look starter and the 3.5-liter V6 gets startled to life and falls into a smooth drone in the background. With just over 4,000 pounds to motivate, the 268 horsepower and 258 pound-feet of torque are up to the job, and in our tester's 4Matic (read: all-wheel-drive) trim, the first stab of the throttle was met with more acceleration than expected. The standard seven-speed automatic flicked through the ratios with the speed and assurance we've come to expect from the Benz boyz, lending more credence to the claims that Mercedes vehicles offer some of the best 'boxes in the biz.



A few circular on- and off-ramps along with a run down a local Bay Area backroad proved that the GLK is remarkably more at home on the curves than most of its closest competition. The steering, while fingertip light, provided a connection to the road largely devoid on most luxo-soft-roaders and, despite its lanky proportions, the GLK was remarkably adept at handling the twisties. The rough(ish) ride we experienced on the highway and around town became an asset, not a curse, when bouncing from bend to bend, with body motions kept in check and an uncommon amount of front grip when heading into a corner a touch to fast. Scrubbing off speed with the four-wheel discs was never an issue, with firm, positive feedback that proved fade-free throughout our various drives.

Mercedes' COMAND interface seems to fall somewhere in between Audi's MMI and BMW's iDrive when it comes to ease-of-use, with a well thought out menu structure and a "Back" button always providing you a quick escape from sub-menu hell. While we understand the safety concerns about entering a destination into the nav system, the inability of the passenger to get directions while the GLK is trundling through traffic became a reoccurring annoyance. Even more galling was the lack of Bluetooth audio streaming or even a standard 1/8th-inch jack to run our phone into the system. If Ford can do it in the bargain basement Fiesta, surely a Benz driver shouldn't be forced to listen to their tunes through a crappy set of headphones – particularly on an audio system this damn good.



A quick review of the GLK's interior stats proves what we've suspected all along: its quarters are slightly more cramped compared to the competition, particularly in rear leg and shoulder room. Similarly, its maximum cargo capacity – 55 cubic feet – is notably lower than the 71 cu-ft provided by the BMW X3 and slightly less than the 61 cubes found in the Acura RDX. However, considering it's the shortest of the bunch, that's to be expected, although it is the tallest and the widest amongst its German competitors.

Situated in the firm, comfortable seats while peering through the uncharacteristically upright windshield, we began to think of the GLK as more of a mini-G-Wagon rather than the high-riding C-Class on which it's based. That impression lasted right up until the moment we pulled up next to one of M-B's WWII throwbacks. Despite its marginally rough ride, the GLK is not a Gelandewagen at two-thirds scale. It's far too modern, far too composed and, yes, far too ordinary to carry on that legacy. But that's not a bad thing.



With competition coming from all coasts, the GLK is remarkably well-equipped to handle the onslaught of buyers looking to downsize. Our fuel economy numbers landed smack-dab in the middle of the EPA's estimates (16/21 mpg city/hwy, 17.7 mpg tested) and the 4Matic's starting price of $36,600 (minus $2k for rear-wheel drive) puts it right on par with the rest of the pack.

However, as with anything hailing from Deutschland, the price rockets skyward like Atlantis on its final flight if you get crazy with the options. Our tester – fitted with the $3,150 Premium Package (memory seats, power liftgate, Panorama sunroof, etc.), $3,350 Multimedia Pack (5.1 Dolby surround, seven-inch color display, COMAND) and an assortment of other kit – rang up an MSRP of $50,235. That's nearly enough to buy Ford's aforementioned subcompact for your kid along with a bone-stock GLK. Then again, that's just how the German's roll.



Needless to say, in the realm of compact luxury crossovers, you're basking in a big bucket of choice. But while the RDX might be sportier, it's decidedly less refined. And while the Audi Q5 might fit like a well-tailored suit, it lacks the panache to stand out from the crowd. So where does the GLK fit in? Right in the middle; a pseudo-'ute for fashion-conscious Cougars and maybe their well-heeled suitors. We wouldn't mind driving it to the multiplex, even if that involves a rendezvous with four insufferable forty-somethings. No matter, we'll leave with our manhood intact.

2011 Chevrolet Cruze priced at $16,995, LTZ at $22,695

General Motors has slapped a price tag on the all-new 2011 Chevrolet Cruze, and with a starting price of $16,995 (including destination), the new compact contender is well positioned to compete with the segment stalwarts.

The entry-level Cruse LS comes packing the 138-horsepower 1.8-liter Ecotec four-cylinder and a six-speed manual transmission, along with 10 air bags, traction ctonrol, OnStar and keyless entry. If you option up for the $18,895 LT, the standard four-pot is replaced with GM's new Ecotec 1.4-liter turbo and a six-speed automatic box, and the Eco version rings up the same sticker with a six-speed manual, 17-inch wheels with low rolling resistance tires and an enhanced aero package.

The top of the line LTZ will set you back a suitably high $22,695 and comes with the aforementioned 1.4-liter turbo and automatic 'box, along with cruise control, leather seats, Bluetooth, USB audio, redundant steering wheel controls, rear-parking assist and 18-inch wheels. Navigation, a nine-speaker Pioneer stereo, heated seats and RS Appearance package are all available as separate options.

Is VW looking to buy Malaysia's Proton?

It looks like Volkswagen may be continuing to raid the global buffet of lesser automakers. According to reports, Malaysian carbuilder Proton has been in talks with ze People's automaker in an attempt to establish some sort of alliance, thought for now details are sketchy at best. Proton has made it clear that it's more interested in upping its exports than anything else. Given that fact, it wouldn't surprise us to see Proton-built machines wearing VW badges in some far-flung corners of the globe.

On the other hand, reports have surfaced that claim that VW has already admitted to looking into sharing platforms and engines with Proton as part of some sort of agreement, and that both companies have already explored badging the current Jetta as a new-and-improved Proton Perdana. Either way, we're told to expect a more solid announcement to come from the two companies by early next month. We'll keep our ears to the ground until then

[Source: Canadian Business]

2011 Ford Mondeo coming with 2.0L Ecoboost

The Ford Mondeo is due for a mid-cycle refresh for the 2011 model year and all signs point to a debut at the Paris Motor Show this September. But ahead of its big reveal, spy photographers have caught the new Mondeo out in the open, and while the basic shape hasn't changed, there's something far more interesting under the hood.

The major stylistic upgrades are up front, where the Mondeo's fascia picks up a few cues from the Fiesta and the 2012 Focus, including a larger lower grille and slimmer upper section. The front foglamps have been re-shaped and a strip of LED running lamps tie the design into Ford's B-segment hatch.

At the back, the tailgate gets a subtle re-shaping above the license plate pocket and it appears the lights have been modified under the camo tape. The most important changes will be in the engine compartment, where the Mondeo will get the new 2.0-liter Ecoboost inline-four and the Powershift dual-clutch transmission. Expect all the details to be revealed shortly ahead of the Paris show this fall.



[Source: Secret New Cars]

Governator says Tesla teaming up with Toyota in Cali

California Governor Arnold Schwartzenegger has apparently let slip ahead of a scheduled 5pm Pacific announcement that Tesla Motors will be teaming up with Toyota to build electric cars.

While some might speculate that the agreement could result in the re-opening of Fremont's idle New United Motor Manufacturing Inc. plant (NUMMI), SFGate says that this is somewhat unlikely. Any production agreement will likely involve the forthcoming Model S sedan, and NUMMI's facilities are significantly larger than what the model will require, as it was originally scaled to accommodate the joint venture between Toyota and General Motors which required much greater capacity. The smart money is on a new factory location, probably in Downey, CA (in Los Angeles County).

It is not yet clear what Toyota will bring to the table or what, if any money or stock is changing hands with this rumored agreement. Also, no word yet on how Mercedes-Benz feels about all this – the German automaker already has a 10 percent stake in the company after opening its coffers to the struggling EV manufacturer back in May of 2009.

[Source: SFGate]

2010 Chrysler 300C SRT8 remains a guilty pleasure

If the economic downfall of 2008 had happened just a few years earlier, the Chrysler 300C SRT8 probably wouldn't exist. Think about it: when the nation was on the verge of $4.00/gallon gasoline and people were doing everything possible to get out of their fuel-sucking SUVs and into smaller, more efficient vehicles, a 425-horsepower flagship sedan with a free-breathing 6.1-liter Hemi V8 doesn't make a whole lot of sense. But then again, did it ever?

The 300C SRT8 is the product of a pre-castrated Chrysler. This was a time of Viper-powered Rams, Hemi-powered Jeeps and SRT-badged Neons. "You want it, you got it." Chrysler wanted the 300C SRT8 to start a new trend of muscle sedans – a land where quarter-mile times reigned supreme, and booming exhaust notes were all that mattered. This trend never really caught on (save the Cadillac CTS-V, which has been honed to be one hell of a machine), and at the end of the day, Chrysler was left with a big, heavy, powerful sedan that didn't offer much in the way of refinement and carried a near-$50,000 price tag.

But despite its flaws – and there are quite a few – we still think of the 300C SRT8 as a guilty pleasure. It has all the ingredients of an American muscle car wrapped in a four-door, luxury(ish) package.

First shown in concept form at the 2003 New York Auto Show, the 300 really drove home the retro-inspired styling language that Chrysler infused into most of its products in the early 2000s. And to this day, we're still fans of the 300's design, particularly in SRT guise. All perimeter surfaces of the car are flat, and with the lowered stance and bigger wheels, it's simply striking, standing in stark contrast to the swoopy, fluid designs that have come to light in recent years. Yes, the 300's look is aging, and a new car is in the works for the 2012 model year, but we'd never use terms like "ugly" or "weird" to describe its appearance, and it still stands out in a good way.

The high beltline, narrow greenhouse, minimal front overhang and pronounced wheel arches on the 300C SRT8 go a long way towards hinting at the model's performance potential. In fact, for many years, a special SRT Design trim level was offered on the 300, which added the more aggressive front fascia (revised grille and lower lip spoiler), 20-inch Alcoa forged alloy wheels and slightly lowered ride height to models equipped with the less powerful (and less awesome) 5.7-liter V8. The SRT8 trim is the only thing that keeps the 300C's design in the front of our minds, especially since lesser V6 models tend to look lanky and somewhat disproportionate.




The interior, however, is a place where the 300's design hasn't managed to retain any sort of longevity. It's relatively bland, fronted with odd fittings like the oversized steering wheel, thick A-pillars and a deep dashboard, and when paired with Chrysler's poor interior refinement, it's a bad fit in a sedan that carries a near-$50,000 price tag. What's more, SRT8 cabins don't stand apart from what you'd find in less-costly models, save the aluminum trim and suede-like material that wraps the top quarter of the steering wheel. The big improvements to the 300's interior, though, are the SRT-specific seats, which are extremely comfortable and supportive – the sort of seats you'd want for cross-country drives. Really, we can't praise these chairs enough, and they go a long way in making the 300's interior a more livable environment. In every other regard, though, the quality of all cabin materials are below par at best – clunky plastics, shoddy fittings of trim around the gear shifter and radio/HVAC controls, and scads of other issues remind you this is what passed for a domestic bread-and-butter sedan in the early half of the last decade.

If you can get past the fact that the interior doesn't feel as nice as it should given the price, the functionality and usability isn't all that upsetting. Our top-trim test car was packed with all the latest and greatest convenience and comfort amenities – heated seats, sunroof, dual-zone climate control and auxiliary input/iPod integration worked into Chrysler's UConnect navigation/infotainment system. No, the UConnect isn't as feature-rich as systems like SYNC, MMI, iDrive or COMAND, but it's extremely easy to use, and though the whole interface is somewhat outdated, we don't have many qualms. We like simple, intuitive infotainment systems, and UConnect sits well with us.




The 300 rides on Chrysler's LX platform, and with a wheelbase of 120 inches, there's a ton of room for rear seat occupants – 40.2 inches of legroom, to be exact. Even up front, the legroom and shoulder room is more than accommodating. The problem, though, is that because of the low roof and high beltline, headroom is greatly compromised. You'll want to raise the driver's seat to get a commanding view of the road in front of you, but even your relatively short author (ringing in at five-feet, six inches) had issues with headroom. This is even more noticeable during ingress and egress, where you'll need to duck slightly to avoid hitting your head on the roofline. The headroom issue isn't as noticeable for rear seat passengers, but it's still a pain for getting in and out, especially since the back doors don't open nearly as far as you'd expect. Still, the rear seats are extremely comfortable (much like the buckets up front), and there were few complaints from passengers during our test.

All of these faults are immediately forgotten the first time you lay into the throttle and go blasting down a straightaway. The 6.1-liter Hemi roars to life and thrusts you forward with 425 horsepower and 420 pound-feet of torque; the five-speed automatic holding each gear to its peak when your right foot is pressed to the floor. It's a great feeling, and when you consider that the 300C SRT8 is a relatively hefty beast (4,160 pounds), the fact that it will rip off 0-60 mph times in the low five-second range is pretty impressive stuff. We don't even need to tell you how poor the fuel economy on something like this is, but we will anyway. If you tread lightly on the throttle, you can maybe (maybe) achieve the EPA estimated 19 miles per gallon on highway jaunts, but we're willing to bet that the majority of owners will experience something closer to the 14.5 mpg that we recorded during our week-long stint.




Turn off the traction control and you can smoke the rear tires all day long; this engine inspires hooliganism, if only in a straight line. And when you are testing 0-60 and quarter-mile performance times, the large 14.2-inch Brembo brakes with four-piston calipers are a godsend for ultimate stopping power. The brakes aren't touchy, but they never feel soft or like there's a lack of stopping power underfoot, and stomping the pedal will quickly bring the big SRT8 to a halt devoid of unexpected front end chatter. Chrysler says that the 300C SRT8 will do 0-100-0 in just under 17 seconds, and considering its heft, that isn't too bad.

When the road gets twisty, however, the 300C SRT8 loses a lot of its charm. At 196.8 inches long and 74.1 inches wide, the SRT8 is a big sedan, and while the German automakers have done a good job of creating large saloons that aren't exactly slouches in the bends, the Chrysler does flop around when pushed down challenging roads. Its 4,000-plus-pounds are extremely noticeable in these scenarios, and while there's always plenty of power on tap for blasting down country roads, the somewhat floaty suspension and heavy, uninvolving steering do little to inspire driver confidence. There's a noticeable amount of body roll during turns, and while the large 20-inch wheels riding on performance-oriented 245/45 tires do aid in traction and stability during enthusiastic driving, it's still not nearly as good as more nimble $50K sport sedans from our friends across the pond. Even the less-powerful Ford Taurus SHO is a better steer on challenging roads, though we attribute most of that to Ford's use of all-wheel drive and turbocharged power. Sure, the Chrysler will easily pull away from the SHO on straight stretches of road, but the Ford can no doubt carry more speed through a bend. At least the Chrysler's brakes are better, though.





It's best to think of the 300C SRT8 as a four-door Challenger. When you compare the Dodge muscle car to its Ford Mustang and Chevrolet Camaro rivals, it easily takes last place in terms of driving dynamics. Still, the 300C SRT8 is a whole lot of fun on the majority of roads encountered during our test through metropolitan Detroit. The cushy suspension does a good job of softening stretches of broken pavement, and it makes for one hell of a highway cruiser. Images of blasting along I-80 through Nebraska come to mind – double cheeseburgers in hand and Coca-Cola in the cupholder.

The biggest problem is that, at nearly $50,000 ($49,125 for our test car), there are a whole lot of other options that are better buys than the 300C SRT8. As previously mentioned, the Ford Taurus SHO wins in both refinement and driving dynamics, and $50K will get you in to the bottom rung of Audi A6, Mercedes-Benz E-Class and BMW 5 Series territory. Even an Acura TL SH-AWD is a compelling option.



But the one thing Chrysler's 300C SRT8 will always do better? Make you feel naughty for driving one. Because even though it's relatively outdated in terms of overall enthusiastic dynamics, and it makes little sense when you consider the competitive price set, we'd still eagerly drive one if given the opportunity. We love ripping off five-second runs to 60 mph, turning off the traction control and burning away from every stoplight, and most wonderfully, blasting down the highway with the windows down, sunglasses on and loud music coming from the stereo. It's an American sedan that inspires us to get out on the open road, and though we know there are cars that, for an enthusiast, are light years better to drive on involving roads, the 300C SRT8 has enough moxie to make any petrolhead wear a silly grin on his face.