2008 BMW 6-series Facelift

For their fifth model year, BMW's big coupe and convertible are getting facelifts. Fans of the 6-series needn't worry because, like the 5-series' facelift for 2007, the changes are so subtle that most people won't notice them. For those of you who aren't fans, well, you're just going to have to deal with another few years of the frumpy Bangle coupe.

Much of the facelift focuses on lighting. The new taillights look familiar, but are now fully LED-illuminated, and the third brake light is now integrated into the spoiler lip. The lower reflectors and reverse lights are longer. Up front, BMW's Angel Eyes now provide Daytime Running Light function, a la 3-series coupe, and the turn signals integrated into the headlights are LED units in an alternating, checker-board layout. The fog lights are mounted further outward to emphasize the car's width.

The vertical portion of the trunklid is more concave than before, two new paint colors will be offered (Deep Sea Blue and Space Grey) and new rims are standard. Cars with the optional, revised six-speed automatic transmission receive BMW's new, controversial electronic shifter. New interior trim colors (Chateau Red and Saddle Brown) round out the visual changes.

Buyers purchasing automatic-transmission 6-series can now specify BMW's Active Cruise Control with Stop & Go, which can bring the car to a complete halt, decelerating at up to 0.5g. BMW's lane departure warning system, familiar from the 5-series, is also newly available, and will vibrate the steering wheel if sensors determine that the car is drifting out of its lane.

Finally, BMW has added optional iPod and USB jacks that allow MP3 players to be controlled through the iDrive controller and steering-wheel buttons.

The 6-series remains available in coupe and convertible form as a 650i, with a 360-hp 4.8-liter V-8, or M6, with a 500-hp, 5.0-liter V-10.

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2008 BMW 3-Series Convertible

With its fourth-generation 3-series convertible, BMW joins the trend toward retractable hard tops--following the likes of the Mercedes-Benz SL, the Volvo C70, and the Volkswagen Eos. The switch is a curious one for BMW, as it adds weight and loses what even BMW's U.S. chief Tom Purves admits is the "romance" of a raised soft top (as on BMW's own 6-series). And unlike the aforementioned models, the 3-series droptop isn't doing double duty as a coupe. BMW will very happily sell you a fixed-roof 3-series two-door, if you wish.

While a retractable hard top may be a surprising choice for BMW, it's not without benefits. The solid roof makes for a very quiet closed car. Its slim C-pillars provide far better visibility than you get with a soft top. And it creates a sleek profile, although it's marred somewhat by the cutlines created by the roof panels and the wrap-over trunk lid.

You also have to admire the execution of this steel top. It's divided into three sections, which neatly flatten and stack before disappearing under the deck lid. BMW was able to preserve 7.4 cubic feet of trunk room with the top stowed (slightly less than the softtop's 7.7 cubic feet), but you'll need slim luggage to slip it under the stowed roof. (Order the Comfort Access package, and the stowed top lifts slightly to aid luggage loading.) Trunk capacity with the roof raised is 12.4 cubic feet, a big improvement over the previous model's 8.9 cubic feet. Additionally, the rear seatback folds down to turn the space behind the front seats into a flat-bottomed cargo hold, and there's an optional trunk pass-through that is usable even with the top down.

A retractable hard top is heavier than a soft top, and so, compared with the coupe, the convertible's weight penalty of about 400 pounds is more than the previous model's roughly 340 pounds. The extra heft slightly dulls the edge of this very sporty car. The wiggle-free structure, however, will impress drivers of the previous 3-series cabrio and will amaze owners of the second-generation model.

The only version BMW bothered to bring to Arizona was the 335i--but, hey, with an engine this good, favoritism is understandable. Even with the convertible's extra poundage, the twin-turbo's 300 lb-ft of torque blasts the 335i from 0 to 60 mph in 5.5 seconds with a manual transmission or 5.7 with the automatic (according to BMW). Still more impressive is the utterly seamless turbo integration and the fantastic sound the engine makes as it zooms up the tach, rendered all the more intense when it's not muffled by the roof or windows.

Both the 328i and the 335i are available with BMW's well-regarded six-speed manual, but for our drive, we opted for the new ZF six-speed automatic that was introduced on the coupe. There is no shame in choosing this autobox; it's an absolute sweetheart. It whips off shifts nearly as fast as VW/Audi's dual-clutch automatic, and it matches revs on downshifts. The optional shift paddles are beautifully executed: push forward for a downshift, pull back for an upshift--no need to move the gear lever out of D. Unfortunately, the 328i gets a less-sophisticated six-speed automatic (no paddles, no rev-matching, slower shifts).

We're not as thrilled about some other options on our test car, specifically the overly helpful active steering, which is a stain on one of the 3-series' finest attributes, and the always annoying iDrive, which comes with navigation.

The optional leather upholstery is now an even cooler option, with heat-reflecting technology that can lower its surface temperature by as much as 36 degrees. Riders soaking up rays in the rear seat will enjoy more shoulder and elbow room than before, although knee room remains tight.

But really, who cares about them? This is still a car that's all about the driver. The stellar twin-turbo six, the razor-sharp automatic, and the suspension's athleticism clearly make this the BMW of hardtop convertibles.

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2008 Audi TT Convertible

Audi recently released images of its chopped-top TT roadster. The roadster's numbers are little different from the coupe's; Audi's 3.2-liter, 250-hp V-6 will make an appearance, along with a 2.0-liter TFSI turbo direct-injection four-cylinder. Like the coupe, the roadster is both longer (by 5.4 inches), wider (by 3.1 inches), and taller (by 0.3 inches) than its predecessor. Wheelbase increases as well, by 1.8 inches. Reinforced side sills and a-pillars are unique to the drop-top.

Like the coupe, the four-cylinder roadster is front-wheel drive only, while the V-6 comes exclusively with all-wheel drive. An electric wind deflector will be available; Europeans will see both a power and a manual convertible top, but we'll only get the powered version.

By all accounts, the new Audi TT is everything the last one wasn't: a soulful, chunky little squirt of a car with the personality to match its carved-from-a-block-of-Bau's-Haus looks. We can but hope that the roadster version won't be any different.

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2008 Audi S3

We like to dream every so often. Which is a good thing, because our dreams of the Audi S3 coming to port here in the U.S. will, most likely, never become reality. We don’t, after all, get the 3-door version of the A3 on which the S3 is based. But what those lucky Europeans get is an all-wheel-drive, 265-horsepower hot hatch capable of hitting 62 mph in 5.7 seconds. The S3 uses a much revised, strengthened version of the 2.0-liter four-cylinder engine found in the Volkswagen GTI, the Audi A3, and myriad other VW/Audi products, with much of the power boost (up from 200 horsepower) coming from a larger turbo and new intercooler. Audi also claims that the S3’s peak torque output of 258 lb-ft remains constant from 2500 to 5000 rpm.

To show off this newfound aggressiveness, the S3 gets 18-inch wheels, aluminum side mirrors, and a new front fascia with larger air intakes. Inside, the pedals, shift knob, and air vents are all aluminum, and Audi has added sport seats and a flat-bottomed steering wheel similar to the one found in the new TT. The base price, in Germany, is 35,150 Euros ($44,799).

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2008 Audi RS4 Sedan and Cabriolet

The Audi RS 4, as you may know, is Audi's Toyota Corolla-sized sedan with a 420-horsepower V-8 shoved under the hood. Obviously, it's a recipe for a big grin - especially as its chassis is easily up to the task of handling all that power.

That monster motor will now make it into the A4 Cabriolet for the 2008 model year. All other RS 4-specific touches remain - including the nineteen-inch tires, enormous brakes (14.4 inches front, 12.8 inches rear), six-speed manual transmission, and Quatrro four-wheel drive.

Pricing and equipment haven't been announced yet, but with the top down, drivers listening to the spectacular sounds coming from the 8000-rpm V-8 in the open air won't care about either. The only problem with the RS 4 Cabriolet? Audi is only bringing 350 of them to our shores.

The hottest RS 4 variant of them all - the RS 4 Avant station-wagon - isn't coming to the U.S. Perhaps as a consolation prize, 2008 sedans receive Sirius satellite radio and Bluetooth as standard equipment. Additionally, two new option packages have been announced for the 2008 RS 4 sedan: The $750 Titanium package turns the front grille, side window moldings, interior headliner and interior trim black - and the wheels titanium. For $3800, the Executive package inserts crimson red leather seat centers and door panels alongside black leather side bolsters and headrests. The seats and floor mats get red piping, and the shift boot and steering wheel get red stitching. Piano black interior trim rounds out the package.

First the sedan and now the convertible. As they say, two out of three ain't bad. But we're still hoping Audi brings us the wagon.

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2008 Audi Roadjet

Audi has confirmed that the Roadjet concept shown at the 2006 Detroit auto show will be sold in Europe soon, but stateside sales are unlikely. In the U.S., expect to see the Q5, a crossover that's more SUV-like, which will better suit American tastes. The Q5 will share its underpinnings with the A4 and Roadjet, but will be taller and more rugged.

The Roadjet is a high-riding hatchback/wagon/SUV sized between the A4 (on which it is based) and the A6. A 3.2-liter V-6, amped up to 300 hp and 236 lb-ft of torque, drives all four wheels via a seven-speed DSG transmission. Audi claims a 0-to-60 mph time of 6.3 seconds.

While the concept car's exterior looks ready for production today, we'd expect the interior to see some changes. In the show car, there are four individual seats in two rows, plus, in the third row, a centrally located center seat that slides forward and back; alternately, a rear-facing child seat or a center console can be installed in the space. Audi's MMI Multimedia Interface is enlarged to 10 inches and incorporated into the gauge cluster. Rear-seat riders each get their own, smaller MMI screens. In place of sun visors, the windshield's opacity can be controlled electronically. The rear load floor powers up and back to ease loading. The rear-seat console features a built-in espresso maker, for those long stretches between Starbucks.

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2008 Audi Q7 3.0 TDI

The newest addition to Audi's Q7 luxury SUV is an oil burner. The 3.0-liter V-6 TDI develops 233 bhp - a specific output higher than many gas engines. More importantly, it generates 369 lb-ft of torque at a superlow 1750 rpm, which will help make quick stoplight getaways.

The V-6 debuted at the 2003 Frankfurt Auto Show in the A8 sedan, and was the first production diesel to use piezo fuel injectors. These injectors allow the TDI's computer to inject diesel fuel directly into the combustion chamber at pressures of up to 23,500 psi. Their quick reaction time and precise metering allows up to five injections to happen for each power stroke, enabling more precise combustion, smoother running, and a less clattery engine note.

The TDI-equipped Q7 can travel more than 600 miles on a single tank of diesel, though that range would likely decrease significantly when traveling at the SUV's commendable top speed of 134 mph. Remember when sports cars could barely clear the 130-mph mark?

A six speed automatic transmission will help the Q7 sprint to 60 mph in about nine seconds, and keep fuel consumption to almost 30 mpg when cruising at that speed. Who needs a Hemi?

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2008 Audi Q5

Audi will follow up its Q7 SUV with the smaller, sportier Q5, which is set to debut in September. Although you might expect the Q5 to be twinned with VW's compact crossover, the Tiguan, it will instead be related mechanically to the next Audi A4. That platform's north-south engine layout will allow Audi to offer a full range of V-6 engines (and even a V-8). Audi's current Quattro all-wheel-drive system will be standard when the Q5 arrives but will undergo significant revisions the following year. The upgraded Quattro will be lighter and more fuel efficient, and it will feature a variable, on-demand torque split. Unlike the Q7, the Q5 does without a third row of seats. Cargo capacity behind the rear seats is said to be about 18 cubic feet. Audi will position the Q5 half a notch above the BMW X3 and the upcoming Mercedes-Benz GLK (which debuts at about the same time), so we expect a price premium of about five percent over the X3 and the GLK. We'll see VW/Audi's ubiquitous 2.0-liter direct-injection turbocharged four and 3.2-liter direct-injection V-6. The most powerful version will get a turbocharged 3.0-liter V-6, which will deliver 330 hp and 325 lb-ft of torque. But even that model won't be the top dog for long if the proposed Q5S is approved. It would get 400 hp and massive, angular fender flares inspired by those on the original Audi Coupe Quattro.

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2008 Aston Martin Rapide

At the 2006 Detroit auto show, Aston Martin stunned the gathered crowd with a breathtakingly beautiful four-door styling exercise called the Rapide. Named for the legendary late-1930s Lagonda flagship engineered by W. O. Bentley, the Rapide is the second four-door Aston project initiated under Ford ownership. The first, the 1993 Lagonda Vignale show car, was designed by Ghia and later mothballed. The Rapide, however, is all set for production in 2008, just ahead of its direct rival, the Porsche Panamera. We drove the concept car in Gaydon, England.

"Our goal was to make the most beautiful four-door car in the world," says design director Marek Reichman. The team succeeded from an aesthetic point of view, but the rear-seat packaging is unacceptable. Although the wheelbase was stretched from the DB9’s 107.9 inches to 117.7 inches, which matches that of the standard Lincoln Town Car, tall passengers will find it very difficult to squeeze through the narrow aperture defined by the low roofline and the restricted door opening. "The rear doors will swing open much farther in the production car," promises Reichman. "Slimmer seats will provide more legroom, and we may even alter the platform to lower the hip point, but that would require a $3 million investment." We say it would be worth it. The rear seats are beautifully sculpted, and we’d like to be able to sit in them.

Because it's a show car, the Rapide is replete with glitzy features such as power-folding rear seatbacks, a collapsible chessboard, and a bar with crystal champagne flutes. The four leather-clad bucket seats are separated by a substantial full-length center console, which eats up precious rear legroom. We hope Aston keeps the spacious, beautifully finished cargo deck, the practical liftgate, and the variable-tint polycarbonate roof. At the push of a button, the electrochromatic roof changes the in-cab atmosphere from airy to moody. The interior trim is equally impressive, with skillfully chosen matte poplar accents, blue sharkskin, and green-beige saddle leather.

The shiny chrome controls grouped around the custom Jaeger-LeCoultre clock are a bit over the top, but we're drawn to the starter button, which fires the 5.9-liter V-12. It's the same engine as in the DB9 but with its output bumped from 450 to 480 hp. Here, unfortunately, the mighty V-12 is castrated—it's limited to 4000 rpm. Mercifully, the car's character remains intact, and the engine's beautiful noise is further accentuated by large-diameter tailpipes and a pair of intake louvers reminiscent of the DBR9 race car’s.

Derived from the DB9 platform, the Rapide will take relatively little investment and time to complete its journey from show car to production model. If anything, the four-door treatment enhances the presence and beauty of the coupe's form language. How much will the newcomer cost? We hope that the narrow price gap between the $161,100 DB9 coupe and the $174,100 DB9 Volante (convertible) will accommodate a third model. If money were no object, would we join a queue to be guaranteed early delivery? Absolutely—if Aston can fix the packaging problem without altering the Rapide's elegant shape. If not, then forget it. Or rethink the marketing gambit and call the Rapide what it is: a four-door sport coupe.

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Maserati Quattroporte Automatica

An auto box in a big luxury saloon? That’s hardly news…

It is for Maserati. To mark the Quattroporte out as a very different, more sporting proposition to its mainly German rivals, it has only been offered with the Duo Select automated manual until now. Although it has an auto mode, it still uses a clutch and will never be as smooth as a proper, torque-converter auto.

This limits the car’s appeal - so now, having established the Quattroporte as the edgy, sporty, driver’s choice, Maserati has bought in ZF’s awesome six-speed auto 'box.

But doesn’t the Quattroporte’s gearbox sit at the back?

It does; by having a transaxle gearbox the manual Quattroporte gets a slight rearward weight bias (47/53) that cuts understeer and aids handling. Positioning the auto gearbox at the front hasn’t required major changes to the car’s structure, but it has shifted the weight forward slightly, to a 49/51 split.

The engine that comes with the auto is now wet-sumped and gets blue cam covers; power is the same at 394bhp, but there’s a 7lb ft increase in torque to 339lb ft, delivered 250rpm lower than the dry-sumped red V8 at 4250rpm.

So has the Quattroporte gone all soft?

Not really. The 0-60mph time slips slightly to 5.6sec and the top speed is down fractionally from 171mph to 167mph, owing to the auto’s longer sixth gear which also gives a claimed nine percent improvement in extra-urban (i.e. motorway) fuel consumption.

Maserati’s Skyhook adaptive damping system has been recalibrated for ‘improved comfort’ in the auto, so yes, it has been softened slightly.

So it’s either a manual with an auto mode, or an auto with a manual mode?

Right. Around town the ZF auto gives its usual, seamless performance; automated manuals like the Duo Select have become much smoother in auto mode, but still can’t match a proper torque converter automatic, and particularly one as good as this.

The ZF box is also capable of delivering manual changes which are almost as fast as an automated manual - and almost as smooth as a twin-clutch manual; the Aston Martin DB9 is no less exciting as a sports car for having this gearbox.

But how well does it work in the Quattroporte?

Our first drive in the Quattroporte Automatica is the first time we’ve used this gearbox and felt slightly disappointing. When you get outside town and ask a little more of it, the ‘box doesn’t change with its customary speed and smoothness. Both up- and downshifts, whether in auto mode or using the paddle-shifters, were occasionally hesitant and imperfectly synched with the engine.

The answer might lie in the engine; by comparison with the V8s and V12s of its rivals, many of which use the same gearbox, it’s a responsive, high-revving but relatively low-torque unit and suits the DuoSelect automated manual well; it doesn’t feel such a natural fit with the auto.

So which do I choose?

The important thing is that you now have the choice, and a lot of buyers who would otherwise have ruled the Maser out will now pick it over a 7-series or an S-class. And that’s a very good thing; it is a colossally cool car, however you define it.

On balance we’d trade occasionally lumpy full-power shifting for seamless changes 95 percent of the time, and choose the auto; its resale value will also be higher. Prices start from £77,000; the most popular Sport GT trim will be £83,200 and gets the paddle-shifters as standard. They’re a £658 option on the base car and on the comfort-oriented, £85,900 Executive GT, each of which accounts for about a quarter of sales.

Maserati Quattroporte Automatica

How much?	From £77,000
On sale in UK:	2007
Engine:	4244cc 32V V8, 394bhp@7250rpm, 3391lb ft@4250rpm
Transmission:	Six-speed automatic, rear-wheel drive
Performance:	5.6sec 0-62mph, 167mph
Made of?	Steel
How big (length/width/height in mm)?	5052/1895/1438mm
Other models in the range:	Duo Select manual
Or try a...	BMW 760Li,Lexus LS600h,Mercedes-Benz S500

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