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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2008 Ford Interceptor

This Interceptor looks the business, can I buy one?

It’s Ford’s take on a super-saloon rival to the Chrysler 300C SRT-8 and BMW M5 and is called the Interceptor after one of the Blue Oval’s US police cars. This new model’s been based around the mechanicals of the latest generation Ford Mustang with a slightly stretched floorpan.

It's a concept at this stage, but will Ford build it? Engineers admit it would be fairly easy to put into production, it’s just down to the bean counters to decide whether it has a future. But it doesn’t just look the business. It goes fairly rapidly too…

It looks absolutely enormous!

That’s a clever trick of the design that succeeds in making it look imposing with extra wow factor. It’s actually a shade over five metres long which makes it a fraction bigger than a Mercedes S-class. So it’s big but well resolved. And I guarantee if you drove down the street in the Interceptor, you’d get more looks than the most blinged-up M5 would ever attract. The high waistline, narrow windows and bluff chrome grille with that dramatically short overhang make it WWF aggressive...

What’s it got under the bonnet?

Ford has slotted in a 5.0-litre version of the 4.6 V8 from the Mustang. But it doesn’t want to be accused of making yet another gas guzzler – even if it has – so the engineers have adapted it to run on E85 bio-ethanol.

That’s the fuel Morrisons in the UK bizarrely sells that’s a mixture of 85 per cent crop-grown ethanol and 15 per cent petrol. It provides a 10 percent power boost but cuts carbon dioxide emissions by a fifth, so everyone’s a winner. Or so Ford says.

Enough of the eco-friendly bit, what’ll she do?

A lot. Ford isn’t sure of the top speed though reckons it’s around the 170mph mark. But it’s not what the Interceptor does, it’s the way it does it that’s exceptional. Fire the engine and that big V8 rumbles into life lazily, but when you blip the throttle it’s like a sleeping giant clearing its throat. It sounds so coarse and magical you almost expect to see flames shooting out of the exhausts.

As the revs rise, the better and cleaner it runs. It’s got a fantastic gearshift, too. The six-speed manual gate feels so close and precise, you can change gear with the flick of a wrist. Not that you need to swap cogs too much because there’s so much torque.

Does the inside match the outside?

In a word, yes. Of course it’s all very much a typical concept car with hand-crafted aluminium and leather everywhere - but it’s still gorgeous. The gearlever is perfectly placed for snappy cog swaps, although the trapezoidal steering wheel will remind all Brits over a certain age of the Austin Allegro.

The seats don’t look particularly comfortable and they will be replaced in the finished article by something a little more sumptuous. Equally, it would probably have three rather than two seats in the back once/if the Interceptor ever makes it to production.

Any other details worth mentioning?

The headrests are really neat. They’re recessed in the headlining and when you open the door they drop down from the roof. Not sure what the point is, but they look great.

The Interceptor also has four-point seatbelts. It’s something stablemate Volvo has been banging on about for a while and Ford has now adopted it too. They give you that special racing driver feel and certainly keep you well pinned in the seat. And the seatbelts are inflatable with an airbag built in to the strap to help prevent chest bruising in a crash. We didn't test this in our brief test drive.

Verdict

If Ford doesn’t give the production green light to the Interceptor it’ll be really missing a trick. Its looks make the Chrysler 300C seem positively ordinary and it does at least make a concession to the environment by being largely ethanol fuelled.

But the looks are only a part of this car. If the raw power of the engine and the slick-shifting gearbox are anything to go by, it would actually make quite a decent super saloon. And the ride feels almost limo luxurious while controlling body roll beautifully through corners. It could be just the car to buoy Ford through its current financial crisis.

Need to know: Ford Interceptor

How much?	£38,000 (estimated)
On sale in the UK	Emd of 2008 (assuming it gets the nod)
Engine	4998cc V8, 400bhp
Transmission	6-speed manual
Performance	5.0sec 0-60mph, 170mph, 20mpg (estimated)
How heavy/made of?	NA/Steel/aluminium
How big (length/width/height in mm)?	5121/1941/1392
Or try a...	Chrysler 300C,BMW M5,Vauxhall VXR8

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