First Test: 2012 Mercedes-Benz C250 Sedan and C350 Coupe

No, your eyes aren't deceiving you. The revamped 2012 Mercedes-Benz C-Class bears a striking resemblance to last year's car. But of course looks can be deceiving, and despite what its familiar exterior may suggest, the C has been significantly revised for 2012. More specifically, some 2000-plus components have been replaced or changed. But the most significant update by far was the addition of a sleek new two-door model to the C-Class range, and thankfully it isn't yet another confused four-door "coupe" wannabe (we're looking at you, CLS). For the 2012 model year, the C-Class gets two new engines (not counting AMG models): a 201-horsepower 1.8-liter turbocharged four-cylinder found in the base C250, and a heavily revised, direct-injected 302-horse 3.5-liter V-6 used by the C350. The brand's 228-horse, 221 lb-ft 3.0-liter V-6 still lives on, but only in the C300 4MATIC. (That model's six-speed manual gearbox has been axed for 2012).

While not significantly updated, the C's sheetmetal remains attractive, with chiseled, recessed character lines and angular edges. The aluminum hood, doors, and front fenders have been slightly tweaked to accentuate width and athleticism. The restyled, sweeping C-shaped head- and taillamps with LED elements distinguish the model from everything else in the Benz range. Sport models equipped with the optional Dynamic Handling packaged sit 0.6 inch lower and receive stiffened dampers and higher spring rates for improved lateral performance. Distinct twin-spoke 17-inch alloys and AMG-styled cladding also separate the model from its Luxury edition sibling.

With valve-timing, direct-injection, and Lanchester balanced shafts (ones that run faster than the engine to counteract movement), the 1.8-liter turbocharged four-cylinder fitted provides a peppy, relatively fuel-efficient (21/31 city/highway mpg) means of propulsion. Sixty mph from nil comes up in 7.2 seconds, while a quarter mile gets slowly defeated in 15.4 seconds at 89.5 mph.

In the esses, the 250's smooth and communicative hydraulically boosted rack-and-pinion steering feels weighty throughout rotation, which, together with an engine screaming for mercy and the optional Sport suspension shouldering the 3515-pound mass, makes cornering a surprisingly entertaining -- albeit not super-sticky -- proposition. Around our figure-eight course, it manages a 27.2 second run at an average 0.63 g.

The C350 Coupe is nearly identical dimensionally to its four-door brethren, but sits 1.5 inches squatter thanks to a vastly raked A-pillar. Interior shoulder- and headroom suffer slightly (front kneeroom actually grows 0.3 inch to 42 inches), but not many staffers complained, especially with the standard-issue panorama roof expanding the perceived space. Testing mastermind Kim Reynolds did smack his head upon entry, however. Engineers eased rear seat ingress and egress with an easy one-push front seat fold/return. To the delight of rear passenger knees, the front seatbacks are generously scalloped.

Much as it is with the sedan, the most interesting aspect of the coupe is what motivates it. The new 3.5-liter V-6 uses a bevy of innovative tech, and offers additional power and efficiency compared to its predecessor. It is direct-injected, uses a multi-spark ignition system, and has better balanced 60-degree cylinder angles (with 12:1 compression ratio) in place of the outgoing V-6's 90-degree configuration (with 10.7:1 compression). Its revised cam chain drive allows for smoother operation and lower noise levels. The redone cooling system dissipates heat soak during hard driving via a two-stage flow, and warms up the powertrain more efficiently in the coldest of climates. Benz's familiar seven-speed automatic gearbox with dinky plastic Touch Shift paddles delegates power to the rear 18-inch rubber.

While Mercedes-Benz has beaten arch nemesis BMW to the next-gen-turbo-four-in-a-small-sedan punch, you have to remember that Audi and its A4 have been there, done that. Until we get the trio together next spring, we'll reserve judgment as to who is the legitimate king of the ever-popular small luxury sedan segment. Nonetheless, the C-Class, be it two- or four-door, four- or six-cylinder, remains one cool, classy contender.

Front engine, RWD, 5-pass, 4-door sedan Front engine, RWD, 4-pass, 2-door coupe 1.8L/201-hp/229-lb-ft turbo DOHC 16-valve I-4 3.5L/302-hp/273-lb-ft DOHC 24-valve V-6

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2012 Honda Accord Coupe

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If you want an affordable mid-size coupe—particularly one that has a more grown-up feel rather than sports-car edginess—the 2012 Honda Accord Coupe is one of your best choices. And in fact, the Accord is one of the few choices; the Nissan Altima remains a chief alternative, though the Nissan feels a little more overtly sporty and a little less refined.The Accord Coupe is very closely related to the Honda Accord Sedan, but with a smoother downward-curving roofline, more sculpted flanks, and different styling around the rear, the Coupe can appear to be proportioned quite differently—even though the two versions essentially have the same front end. The longer doors can be deceiving, but overall the Accord Coupe is about three inches shorter than the sedan (two inches shorter in wheelbase).

Functionally, that means a little less legroom. And with the low roofline, ingress and egress are a little tough; if you're leaning toward the Coupe, don't have plans to carry adults back there on a regular basis as it's tight.

Accord Coupes drive much like their sedan counterparts. The base 190-hp four-cylinder engine is plenty perky, but step up to the V-6 and you get a more mature, powerful touring-coupe feel that, fully loaded, would pass as a luxury coupe. Ride quality is good, and steering feels secure yet responsive.

Pricing isn't that much different for the Accord Coupe than for Accord Sedan models. While they're well-equipped compared to other value-priced mid-sizers, our same complaint for the rest of the Accord holds here: Bluetooth hands-free is only included in top EX-L trims with leather and navigation.

For more about the 2012 Honda Accord Coupe—including related news, pricing, and pictures, plus what other review sources have said—see our full review on the 2012 Honda Accord lineup.

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First Test: 2012 Mini Coupe John Cooper Works

Call it what you want -- just don't call it boring. If you're struggling for a descriptor, call it a trailblazer, because the all-new 2012 Mini Coupe touts some significant brand firsts: It's the first Mini with room for only two; the first to have active aerodynamics, and the first to be engineered with what designers call a three-box structure. (More on this later.) And here comes the biggie: Nearly everything about this Mini -- particularly in sportier John Cooper Works form -- is honed specifically for "optimum performance" and supposedly entertains drivers "even better" than the rest of the lineup. In the flesh, the Mini Coupe is a car that makes you go, "Hmmm." Its design takes some getting used to, which isn't necessarily a good thing. But it is unmistakably Mini. Nothing can really prepare you for its smushed A-pillar, wraparound rear glass, and intriguing ba-donk-a-donk. (Yes, gentlemen, you can put a drink on this "Grand Turismo-style" booty and it won't topple over.) OK, I take that back. Maybe a Red Bull marketing car equipped with cute co-eds and a ginormous mock beverage could serve as adequate preparation. But that's about it.

Like other similarly equipped Minis, the JCW edition dons a wardrobe fit for the circuit. Aggressive fascias fore, aft, and at its flanks replace the more sedate versions. Bigger 17-inch alloys, a 0.4-inch lower spring height, sturdier anti-roll bars, central exhaust, and bigger (12.4-inch front, 11.0-inch rear) brakes differentiate the Coupe from other siblings, while also upping its athleticism. An integrated roof spoiler set at the latter half of its contrasting "helmet" directs air down to an active rear spoiler that rises at 50 mph. Both provide 88 pounds of additional downforce while travelling at the Coupe's electronically limited 149 mph top speed. Having all that push to the ground has does have a negative effect, mostly in the form of a slightly higher drag coefficient that's up to 0.35 versus a slipperier 0.33 of the base Cooper hardtop. If you're wondering, no Coupe can be had with a color-matched helmet.

First, it stands alone as a footwork master among a group of surefooted siblings. The sole act of applying power more effectively via stiffer, thicker, robust, mostly aluminum suspension components individualizes the two-seater from its other brandmates. Its miniscule 1.6-liter's all-too-familiar turbo lag (albeit minimal) continues its tenure, but once the thrilling 207 lb-ft of sub-2000 rpm overboost torque is dialed in, and the smooth power band gets tapped with 3000-rpm-plus six-speed Getrag throws, the zealous Coupe runs, jinks, and grips like nothing else bred in Oxford.

Of course, the most fun is had with all nannies switched to their lowest settings, or off, and Sport mode engaged. (It remaps throttle response and provides a weightier Electronic Power Steering.) Speaking of nannies, there are quite a few to mention, including Dynamic Stability Control, Dynamic Traction Control, and Electric Differential Lock Control, all standard on the JCW. Amazingly, torque steer has been reduced to next-to-nil levels thanks to Mini's tinkerers.

It's not often we agree with marketers, but of all the current-generation Minis, the JCW Coupe is the most entertaining Mini I've driven. It isn't its speed, everyday usability, or fashionable design that makes it so. Rather, the Coupe's high grip, punchy powered, and overexcited personality fused with usual Mini cheekiness earns it the title. It's the type of car that's sure to get most any driver's blood flowing, and one Mini you'll never want unbuckle from.

Front engine, FWD, 2-pass, 2-door coupe 1.6L/208-hp/192-lb-ft turbo DOHC 16-valve I-4

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First Test: 2012 Mercedes-Benz C63 AMG Coupe

It takes just one clockwise turn of the 2012 Mercedes-Benz C63 AMG Coupe's weighty black and chrome fob. With that sole click, the C63's hand-built, all-aluminum 6.2-liter V-8 welcomes its commander in one of the most evocative ways possible: by barking raucously. Over uneven L.A. pavement, the C63's athletically inclined three-link front suspension and wider axle matched to a stiffer sprung and dampened multilink rear setup returned a bumpy, yet responsive ride. Put against the harder current-generation 2011 BMW M3 Competition Package, the Merc's ride is a tinge more civilized, enough that your co-pilot won't complain on an extended road trip. Front and rear track widths grow in the name of grip by an enormous 4.3 and 3.2 inches respectively, but on city streets, this hardly made a difference aside from giving it a lower, more seductive stance that caught a number of discerning stares.

AMG's styling squad is obsessed with subtle details. Three badges -- two pasted on both front fenders, and one opposite of the alphanumeric designation on the trunk -- are the only blatant "I'm special" signs posted on the 63. Other hints are its bulging hood, Autobot-like nose, chiseled side sills, and a sculpted rear diffuser. It's also hard to miss the six-piston 14.2-inch front brakes, quad exhaust, and brilliant LED DRLs. Look even closer and you'll spot the unique grille, darkened headlight housings, and a miniscule carbon-fiber rear spoiler. The C63 continues AMG's clean, simple, and to-the-point design mantra so well that it easily gets overlooked as something more sedate.

Pushing the Coupe on our figure eight proved supremely fun. So fun, in fact, that MT test team hot shoes Carlos Lago and Kim Reynolds tormented the track multiple times just to experience the 63's extraordinary stick and responsiveness. (Side note to potential owners: You'd better think about investing in a Brazilian rubber company, stat.) Its best time of 24.9 seconds at 0.78 g average is something to be proud of, but a cheaper, less potent 2012 Ford Mustang Boss 302 Laguna Seca edges the Merc out by a few fractions (24.6 seconds at 0.81 g average). With a 0-60 mph time of 3.7 seconds, the torquey C63 slaps a twin-clutch BMW M3 in the face (4.2 seconds) and then laughs out loud to the finish line. It bested both to a stop from 60 mph with a distance of only 105 feet.

Like the rest of the crew, associate road test editor Lago didn't find much to dislike about the AMG, but did mention he wasn't fond of how easily it switched into tail-wagging oversteer. Indeed, going easy on the fun pedal allows the car's full performance potential to be tapped. Summon all of the C63's 443 lb-ft too early while exiting a corner and you'll be doing your favorite Formula Drift impressions before you realize it. And although sticky, the available 18-inch Continentals were relatively small (235/40R-18 front, 255/35R-18 rear) and could be wider to improve lateral gluing. Then again, that's what the Black Series is for.

With the C63 AMG Coupe, Mercedes-Benz has dealt a potent, V-8-packed punch to its M, V, Quattro, and F archrivals, months ahead of any next-generation competition. It has also set a high bar. Now if they could only all sound this good...

Front engine, RWD, 4-pass, 2-door coupe 6.2L/481-hp/443-lb-ft DOHC 32-valve V-8

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First Test: 2012 BMW 650i Coupe and Convertible

BMW's 6 Series has always required two things: style and pace. Good news: It finally has enough of the former to keep up with the latter. No, the 2012 BMW 650i isn't the best-looking 6 Series ever built (that credit would go to the shark-nosed, Bracq-penned 1976 original), but it's far and away a triumph over the frumpy second-gen car it replaces. From every angle, the new 6 Series Coupe and Convertible is a sleek, svelte road rocket -- a true gentleman's express for eating up miles of wide-open road one huge mouthful at a time. Gone are the awkward Bangleisms of the bland-o-riffic second-generation car. The trunk no longer juts awkwardly from the rear of the car, and the nose has a new sense of purpose, with its snorting, upright twin grilles and wide-mouthed lower intake. On the coupe, that trademark Hoffmeister kink is still intact, emboldened by a wider, shiny metal trim strip, and the package as a whole is longer by nearly 3 inches, lower by a bit under half an inch, and wider by an inch and a half. It looks even better in the sheetmetal than it does in photos. The convertible has a slightly frumpy look with the top up, typical of so many soft-roofed convertibles, but does look rather striking when the top is stowed.

The interior of the all-new 6 Series is another marked improvement over the previous-generation car. Upscale touches are everywhere, from the semi-digital gauges to the larger center display and aluminum accents, to the finely stitched leather surfaces. The seats are comfortable and supportive, and there's plenty of room for driver and passenger up front. While BMW claims there's actually improved headroom front and rear, the small plus-two packaging and sloping roofline means that for adults, the rear seat is strictly for very occasional use, and even then, rear passengers taller than 5'10" will find themselves slouching to avoid head contact with the roof. Rear passengers in the convertible will be happier, with the more upright roof providing an additional inch or so of noggin space, and an infinite amount with the roof lowered.

But wait, things get even better. BMW has ousted the 4.8-liter V-8 that used to sit underhood, replacing it with the brand's new 4.4-liter, twin-turbocharged eight-cylinder engine. BMW claims the new engine is more efficient than the outgoing version, but frankly, who cares, when it also makes 400 horses and 450 lb-ft of torque (8- and 20-percent gains, respectively). Two transmissions are available, so we rounded up a 650i Coupe with the M Sport package and a good old-fashioned six-speed manual gearbox, along with a 650i Convertible with an eight-speed automatic, and headed for our test facility.

And that's where things got really interesting. The slushbox convertible, designed from the ground up as an open car with a unique body-in-white, managed to just eek out a lead over the manual-equipped coupe. Just to reiterate, there's no dual-clutch or automated manual action going on here. The automatic transmission is a true torque-converter auto, designed and built by ZF and equipped with paddle shifters. So quick and smooth is the unit that we recorded a 0.1-second advantage over the manual-equipped coupe in the 0-60 mph sprint and the quarter-mile run, despite a weight disadvantage of somewhere north of 200 lbs.

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Report: Hyundai Elantra Coupe to bow at LA show

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First Look: 2012 Mini Coupe

Not only has Mini's lineup grown since BMW relaunched the brand in 2001, but so have Minis themselves. Each new Mini introduced since then, from the second-generation Cooper to the Clubman and most recently the Countryman, grew progressively bigger. While the 2012 Mini Coupe is roughly the same size as the base Mini Cooper it's spawned from, it looks and feels smaller and nimbler. The Mini Coupe (first previewed in concept form at the 2009 Frankfurt Auto Show) is the first modern two-seat Mini and the first to use a three-box design -- engine compartment, passenger compartment and trunk. The design effectively is carried through and lends the Coupe a handsome look. The Mini Coupe features what Mini calls a Helmet Roof, which is pretty much exactly what it sounds like: a roof that looks like a helmet. Mini was able to achieve the helmet through the use of wraparound glass, which not only looks good, but gives you the impression the vehicle would be just as aerodynamic backwards as it would forwards, like Porsche 928s of yore. Helping the Mini Coupe achieve that look are unique A-pillars and a windshield that's raked more than the standard Mini's. In back, the Helmet Roof opens up with an "extremely high-opening tailgate," according to Mini, which allows access to the cargo area. The Helmet Roof also features an integrated rear spoiler, which at low speeds directs the air down the wraparound glass. At 50 mph and up, an active rear spoiler automatically rises out of the trunk lid and works with the roof-mounted spoiler to reduce lift and further improve aerodynamics and grip. Get a free and easy new car price quote in minutes. 

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First Test: 2012 Honda Civic Si Coupe

Soul Survivor: Will Losing 1000 RPMs Work Better a Decade Later? / Photography by Michael Shaffer If you're an auto enthusiast, you can hardly be faulted for thinking Honda has largely abandoned you. In fact, you might even feel justified in thinking that the once enthusiast-driven company has lost the plot and gone Toyota, ditching drivers' cars for various forays into the hybrid scene and profitable-but-bland people-movers of various shapes and sizes. You might even get depressed when you look at Honda's enthusiast car portfolio circa 2001 and compare it to its portfolio today. A decade ago, Honda's lineup included the likes of the S2000, Civic Si, Acura NSX and Integra/RSX -- and the Prelude had only just been discontinued, with 2001 being its last year. These days, the options are substantially more limited. There's the oddball CR-Z and the only member of the above list to make it out of the aughts, the Civic Si. Somewhat of a constant in Honda's lineup for some two decades, the continued presence of the Si has served as a beacon of hope for enthusiasts even as the rest of its sporty brethren died off one by one over the past decade, each leaving no heirs. But the Si, like the rest of the Civic lineup, has just undergone a fairly significant transformation, bringing its hope-bringer status into question. One reason why is that the 2012 Honda Civic Si is no longer powered by the high-revving K20 2.0-liter four. It has made way for a slightly modified version of the K24 2.4-liter also found under the hood of the Acura TSX that makes slightly more power (201 hp versus 197 hp), considerably more torque (170 lb-ft versus 139 lb-ft), but redlines at 7000 RPM instead of 8000 and is nowhere near as free-revving as its predecessor. As a result, the character of the 2012 Si is decidedly different. Motor Trend Rating:

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First Drive: 2012 Mercedes-Benz C63 AMG Coupe

Mercedes' C63 AMG Coupe Picks Up Where BMW Leaves Off Timing is key. Mercedes-Benz's new C-Class Coupe will arrive in the U.S. this fall, half a year before archrival BMW replaces its 3 Series, including the coupe, the most consistently successful such two-door in this class. While BMW typically needs a full year between a new 3 Series introduction and a new M3 hot rod, AMG already has the proper engine, the 6.2-liter "63," plus all the other mods, including chassis and bodywork, from the well-established C63 sedan and not-for-U.S. wagon, so its hot rod will launch concurrently with the new C-Coupe bodystyle. Both the new C-Class Coupe and its AMG variant fill many gaps beyond the one BMW is about to create. They take the place of the moderately successful CLK-Class, which Mercedes replaced with the larger, costlier E-Class coupe. The C-Coupe fills in the size category between the 1 Series/1M and the 3 Series/M3, the latter of which was stretched to a larger size than the 3 sedan because BMW nearly called it the 4 Series. Mercedes still has the Audi A5/S5 to contend with, though they aren't nearly as iconic or powerful as the Bavarian brand's coupe. With BMW prepared to downsize the M3's engine back to six cylinders, this time with twin turbos, and enthusiasts worried the 3's chassis and steering will get the same treatment as Series 5 and 7, the timing couldn't be better for a 451-horsepower V-8 under the hood of a tight new C-Class coupe. Those of you yearning for even more power can choose a version of the C63 coupe with what AMG calls a "development package" that adds the SLS AMG's lighter pistons, rod, and crankshaft, subtracting weight and adding engine speed and 30 more peak horsepower for a higher top speed. AMG estimates a 0-62 mph acceleration time of 4.4 seconds for the 451-horse version and 4.3 seconds for the 481-horsepower version. Top speed is electronically limited to 155 mph, though if you add the optional Driver's Package, the limiter cuts off at 174 mph and the giddy new owner gets free driver training thrown in to keep him or her off the curbs. Motor Trend Rating:

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2012 Hyundai Genesis Coupe to bow at Detroit show

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Porsche expands 911 lineup with all-new Carrera 4 GTS Coupe [Video]

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2011 Mercedes-Benz E-Class Sedan - Coupe - Wagon - Cabriolet

The 2011 Mercedes-Benz E-Class offers a two new models in addition to last year's Coupe and Sedan with a Wagon and Cabriolet now available, plus the tire-shredding power and capable handling of the E63 AMG.

The 2011 Mercedes-Benz E-Class sedan swings to the masculine side of the pendulum and sharpens its driving appeal in the process.

All E-Class models share similarly aggressive styling cues, adapting them to their varying shapes with equal success. The many angles, curves, and chrome accents may prove busy for some eyes, but the overall impact is unmistakably German. The AMG model gets unique treatment to mark it out as the performance superstar.

Three engines are available across the lineup, from a peppy V-6 to a powerful V-8 to a fuel-efficient and high-torque diesel. Not all engines are available in all body styles, however; if you want a diesel, you'll have to get a Sedan; if you want a V-8, you won't find one in the Wagon. Regardless of the model or engine chosen, however, the E-Class range rewards the driver with adjustable suspension settings, a responsive seven-speed automatic, and improved, yet still comfortable, driving dynamics. The E63 AMG kicks the whole show up a notch, with 518 horsepower from its 6.3-liter V-8 engine, and reworked AMG-tuned suspension.

The latest E-Class also offers more space and luxury than previous generations of the car, with a wider and longer body and more standard and available features. Build quality is tight, materials selection is mostly excellent, and quietness is a strength.

Standard and optional safety equipment are a highlight of the E-Class range, with two models earning Top Safety Pick status from the IIHS. Computer driving aids from drowsiness detection to adaptive cruise control that can brake to avoid an accident are available extras.

Though the 2011 E-Class offers plenty of standard features, including the COMAND infotainment system, vinyl seats are curiously included in the base spec. Upgrading can take many paths, from more luxury to more sport, or both, with gadgets like rear-view cameras and luxury features like massaging and heated seats among the list.

Though it's no bargain value at a minimum starting price of $48,850, the E-Class range certainly justifies its premium price with an all-around premium product.

The 2011 Mercedes-Benz E-Class combines a refined engine range with comfortable yet capable driving dynamics for a winning combination. See details and best of the Web The 2011 Mercedes-Benz E-Class can't be considered a bargain with a minimum $48,850 MSRP, but its features list certainly justifies the price. See details and best of the Web Four body styles, three engines--your choicePlenty of interior roomMuch richer interior treatmentAll-wheel-drive optionGet Dealer Price Quotes Busy styling cuesTechno features' steep learning curveVinyl seats standard?

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2011 Mercedes-Benz E-Class Sedan - Coupe - Wagon - Cabriolet

The 2011 Mercedes-Benz E-Class offers a two new models in addition to last year's Coupe and Sedan with a Wagon and Cabriolet now available, plus the tire-shredding power and capable handling of the E63 AMG.

The 2011 Mercedes-Benz E-Class sedan swings to the masculine side of the pendulum and sharpens its driving appeal in the process.

All E-Class models share similarly aggressive styling cues, adapting them to their varying shapes with equal success. The many angles, curves, and chrome accents may prove busy for some eyes, but the overall impact is unmistakably German. The AMG model gets unique treatment to mark it out as the performance superstar.

Three engines are available across the lineup, from a peppy V-6 to a powerful V-8 to a fuel-efficient and high-torque diesel. Not all engines are available in all body styles, however; if you want a diesel, you'll have to get a Sedan; if you want a V-8, you won't find one in the Wagon. Regardless of the model or engine chosen, however, the E-Class range rewards the driver with adjustable suspension settings, a responsive seven-speed automatic, and improved, yet still comfortable, driving dynamics. The E63 AMG kicks the whole show up a notch, with 518 horsepower from its 6.3-liter V-8 engine, and reworked AMG-tuned suspension.

The latest E-Class also offers more space and luxury than previous generations of the car, with a wider and longer body and more standard and available features. Build quality is tight, materials selection is mostly excellent, and quietness is a strength.

Standard and optional safety equipment are a highlight of the E-Class range, with two models earning Top Safety Pick status from the IIHS. Computer driving aids from drowsiness detection to adaptive cruise control that can brake to avoid an accident are available extras.

Though the 2011 E-Class offers plenty of standard features, including the COMAND infotainment system, vinyl seats are curiously included in the base spec. Upgrading can take many paths, from more luxury to more sport, or both, with gadgets like rear-view cameras and luxury features like massaging and heated seats among the list.

Though it's no bargain value at a minimum starting price of $48,850, the E-Class range certainly justifies its premium price with an all-around premium product.

The 2011 Mercedes-Benz E-Class combines a refined engine range with comfortable yet capable driving dynamics for a winning combination. See details and best of the Web The 2011 Mercedes-Benz E-Class can't be considered a bargain with a minimum $48,850 MSRP, but its features list certainly justifies the price. See details and best of the Web Four body styles, three engines--your choicePlenty of interior roomMuch richer interior treatmentAll-wheel-drive optionGet Dealer Price Quotes Busy styling cuesTechno features' steep learning curveVinyl seats standard?

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Loose report: Buick may have a high-po Regal Coupe in its future

Friday, May 13th, 2011 @ 4:54 p.m.

As some of you may recall, last July Leftlane passed along word that Buick’s marketing chief said GM was giving “very strong consideration” to the thought of adding a coupe variant to the Regal lineup. The marketing chief, Rover McCormack, even went as far as to strongly hint at a convertible variant as well, meaning the coupe and convertible would likely share a new two-door format.

Since then there hasn’t been a peep out of Detroit about either car – and there still hasn’t been – but word out of General Motors Europe, according to AutoExpress, suggests it is still a strong possibility. To be more exact, the document AE claims to have “confirms” the resurrection of the Vauxhall Calibra coupe, based on the Insginia’s Epsilon II platform.

For those of you who follow GM closely, that likely rings a bell as the Epsilon II platform is the very platform that forms the basis for the Opel Insignia sedan from which the Buick Regal was derived. So while the document supposedly obtained by the European site does not specifically outline a Buick variant, it does make for a stronger case as it would help GM spread the development costs across multiple global markets.

In Europe, Opel sells an OPC variant of the Insignia which boasts a 2.8-liter turbocharged V6 good for 325 horsepower, mated to a six-speed manual transmission and equipped with a Haldex all-wheel drive system. When the Regal GS was born in the U.S. it was downgraded to a 255 horsepower, 295 lb-ft of torque, direct-injected, turbocharged 2.0-liter Ecotec engine mated to a six-speed manual transmission that distributes its power to the front wheels through the HiPerStrut system.

If the Regal Coupe and Convertible variants do make their way to the U.S., it is unclear if GM would go for a high-po turbo six like the European counterpart, or extend the use of the 2.0-liter turbo four. Whatever the case, any of these variants are likely two or more years away from market.

References
1.’New Calibra green…’ view

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Pagani Huayra Roadster variant coming, new coupe footage revealed [Video]

Friday, Mar 25th, 2011 @ 4:28 a.m.

Italian exotic supercar builder Pagani made a name for itself with its now well-known Zonda and its many unique variants. But as with most things, time brings progression, and in this case time brought us a replacement car for the Zonda in the form of the new Huayra.

At launch, Pagani only discussed and showcased its production form coupe model, but already there is confirmation from Pagani’s CEO that a roadster variant is coming, thanks to Autoblog.com.ar.

The Huayra Roadster is expected to arrive in about three years, according to the brand’s chief, but no further details on the car were discussed. So while we may not have a Huayra Roadster for three years, we can at least enjoy footage of the coupe until then.

(More after video)

Interestingly, Horacio Pagani did also reveal that his personal choice for the Huayra’s name was actually “Da Vinci,” a name that obviously didn’t make it to the production model, but certainly would have made pronunciation much easier.

References
1.’Entrevista exclusiva…’ view
2.’Horacio Pagani says…’ view

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2012 Mercedes-Benz C63 AMG Coupe Preview

Source: MotorAuthority.com

The BMW M3 and Audi RS5 better look out as their rival from Stuttgart has just unveiled a sledgehammer of a two-door in the form of the all-new 2012 Mercedes-Benz C63 AMG Coupe. Based on the sultry C-Class Coupe revealed for the first time last month, the latest AMG-prepped variant features not only the two-door’s distinctive design but combines it with a powerful drivetrain and dynamic handling.

Like its C63 AMG Sedan sibling, the C63 AMG Coupe misses out on the latest twin-turbocharged 5.5-liter V-8 and instead relies on the tried and tested naturally-aspirated 6.2-liter V-8 found in a variety of the Affalterbach tuner’s models including the SLS AMG supercar. Peak output comes in at 451 horsepower and 443 pound-feet of torque, though an optional AMG Development Package lifts output to a heady 481 horsepower.

With 451 horses on tap, the powerful coupe will accelerate from 0-60 mph in just 4.4 seconds and easily reach an electronically limited top speed of 155 mph. Opt for the AMG Development Package and you’re looking at 4.3 second time for the 0-60 benchmark and a 174 mph electronically controlled top speed.

The extra performance is courtesy of   forged pistons, connecting rods and a lightweight crankshaft adopted from the SLS AMG model's high-tech drive system and helping to shed some 6.6 pounds. This weight reduction helps lower rotational inertia and enhances the agility and responsiveness of the high-revving, eight-cylinder naturally aspirated engine.

Other modifications offered with the special package include a variable intake manifold finished in titanium grey and an AMG high-performance braking system with two-piece front rotors and red painted brake calipers.

There's also a carbon fiber trunk lid spoiler and a sports steering wheel finished in leather and with an Alcantara grip area.

Drive is sent to the rear wheels via the familiar SPEEDSHIFT MCT 7-speed sports transmission, which also sports a special "Controlled Efficiency" mode.

This setting provides early upshifts while maintaining the lowest possible engine speed and softer accelerator characteristics to help improve fuel economy. Other settings include the familiar S, S+ and M models. Gear changes in the S+ and M modes take just 100 milliseconds and also includes the RACE START launch control system.

Other performance modifications include uprated brakes, a new three-link front suspension, a reinforced multi-link independent rear suspension and a wider track both front and rear. The stiffer setup, more negative camber and larger anti-roll bars result in greater agility and lateral acceleration. Additionally, specially adjusted spring and damper rates have optimized both the responsiveness of the suspension as well as road noise and tire vibration.

The car’s electronic stability control also has three settings--the driver can use the ESP switch on the center console to choose between ESP ON, ESP SPORT and ESP OFF modes Rolling stock consists of new 18-inch AMG light-alloy wheels wrapped in 235/40 R 18 tires up front and 255/35 R 18 tires in the rear. Also at the rear is a black diffuser insert and three pronounced diffuser fins along with two chromed twin tailpipes of the AMG sports exhaust system.

Inside, the C63 AMG Coupe sports a new dashboard design and integrated TFT display screen.

Leather upholstery, aluminum trim, gloss piano black, and more are all found standard, and can be further customized if desired with Designo treatments.

Technologically, the 2012 C63 AMG also gets five new driver assistance systems: adaptive highbeam assist, attention assist, parktronic parking assistance, lane-keeping assist, and blind spot assist, each doing exactly what it sounds like. Mercedes' latest COMAND system is also fitted, including a 3D display for virtual city views.

Look out for the 2012 Mercedes-Benz C63 AMG Coupe in showrooms this September.

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2012 Mercedes-Benz C63 AMG Coupe Preview

Source: MotorAuthority.com

The BMW M3 and Audi RS5 better look out as their rival from Stuttgart has just unveiled a sledgehammer of a two-door in the form of the all-new 2012 Mercedes-Benz C63 AMG Coupe. Based on the sultry C-Class Coupe revealed for the first time last month, the latest AMG-prepped variant features not only the two-door’s distinctive design but combines it with a powerful drivetrain and dynamic handling.

Like its C63 AMG Sedan sibling, the C63 AMG Coupe misses out on the latest twin-turbocharged 5.5-liter V-8 and instead relies on the tried and tested naturally-aspirated 6.2-liter V-8 found in a variety of the Affalterbach tuner’s models including the SLS AMG supercar. Peak output comes in at 451 horsepower and 443 pound-feet of torque, though an optional AMG Development Package lifts output to a heady 481 horsepower.

With 451 horses on tap, the powerful coupe will accelerate from 0-60 mph in just 4.4 seconds and easily reach an electronically limited top speed of 155 mph. Opt for the AMG Development Package and you’re looking at 4.3 second time for the 0-60 benchmark and a 174 mph electronically controlled top speed.

The extra performance is courtesy of   forged pistons, connecting rods and a lightweight crankshaft adopted from the SLS AMG model's high-tech drive system and helping to shed some 6.6 pounds. This weight reduction helps lower rotational inertia and enhances the agility and responsiveness of the high-revving, eight-cylinder naturally aspirated engine.

Other modifications offered with the special package include a variable intake manifold finished in titanium grey and an AMG high-performance braking system with two-piece front rotors and red painted brake calipers.

There's also a carbon fiber trunk lid spoiler and a sports steering wheel finished in leather and with an Alcantara grip area.

Drive is sent to the rear wheels via the familiar SPEEDSHIFT MCT 7-speed sports transmission, which also sports a special "Controlled Efficiency" mode.

This setting provides early upshifts while maintaining the lowest possible engine speed and softer accelerator characteristics to help improve fuel economy. Other settings include the familiar S, S+ and M models. Gear changes in the S+ and M modes take just 100 milliseconds and also includes the RACE START launch control system.

Other performance modifications include uprated brakes, a new three-link front suspension, a reinforced multi-link independent rear suspension and a wider track both front and rear. The stiffer setup, more negative camber and larger anti-roll bars result in greater agility and lateral acceleration. Additionally, specially adjusted spring and damper rates have optimized both the responsiveness of the suspension as well as road noise and tire vibration.

The car’s electronic stability control also has three settings--the driver can use the ESP switch on the center console to choose between ESP ON, ESP SPORT and ESP OFF modes Rolling stock consists of new 18-inch AMG light-alloy wheels wrapped in 235/40 R 18 tires up front and 255/35 R 18 tires in the rear. Also at the rear is a black diffuser insert and three pronounced diffuser fins along with two chromed twin tailpipes of the AMG sports exhaust system.

Inside, the C63 AMG Coupe sports a new dashboard design and integrated TFT display screen.

Leather upholstery, aluminum trim, gloss piano black, and more are all found standard, and can be further customized if desired with Designo treatments.

Technologically, the 2012 C63 AMG also gets five new driver assistance systems: adaptive highbeam assist, attention assist, parktronic parking assistance, lane-keeping assist, and blind spot assist, each doing exactly what it sounds like. Mercedes' latest COMAND system is also fitted, including a 3D display for virtual city views.

Look out for the 2012 Mercedes-Benz C63 AMG Coupe in showrooms this September.

View the original article here

2011 Infiniti G37 Coupe - Convertible

The 2011 Infiniti G37 Coupe and Convertible are super-stylish touring two-doors with responsive powertrains, along with top-notch steering and poise that's matched by only a few cars—like the BMW 3-Series Coupe and Convertible, one of its main rivals. And these model appeal to those who want the feel of a balanced sports car but also needs something that feels a little more mature...something that doesn't scream mid-life-crisis-mobile, perhaps. The Infiniti G37 Coupe and G37 Convertible wow with sexy exteriors and lavish interiors, along with excellent performance, but they don't always meet expectations for refinement.

Just like the G37 Sedan, the G37 Coupe has a sleek, neat, well-tailored look that straddles the line between overtly sporty and elegant. The G37 Convertible has thinner pillars and a little more oomph to its rear end (where the folding hardtop resides), which give it a voluptuousness. It's by far the best-looking folding-hardtop convertible you can buy, with none of the squatness that affects everything from the Volkswagen Eos to the Ferrari California. Inside, the styling keeps with the exterior—offering a serious, almost cockpit-like look, with a deep seating, a high center console, and large, hooded gauges; contrasted with lovely soft-touch materials and muted leather, which brush up against aluminum or wood trim and frame a clear.

The G37 Coupe and Convertible have some of the same underpinnings as the G Sedans—as well as the Nissan 370Z—only they're several inches shorter and that affects the way they ride and handle (in addition to space, of course). Overall it steers nicely—although, surprisingly, not quite with the excellent feedback of the G Sedan—and has a well-damped ride, even with the Sport package's 19-inch wheels. The heftier Convertible feels slightly less nimble and not as quick to accelerate. Both two-door G models get the same engine that powers the G37 Sedan, only here it makes 330 horsepower. It revs enthusiastically (and with a growl) up to 7,500 rpm and works well with either the precise six-speed manual gearbox or the seven-speed automatic, which includes magnesium paddle-shifters with the Sport package. The dash to 60 mph takes just 5.5 seconds in the Coupe, or about six seconds for the Convertible, because of the extra 450 pounds of folding hardtop it carries.

Inside these models, there's a lot to like. The base seats are fine, while the available sport seats have more adjustable supports and cosset a little more snugly. The seats in these models are mounted a little lower, which they need to be for the lower roofline, so it's all good, at least in the front seat. But while the G37's front seats are cozy, the rear seats are nearly useless. Both the G37 Convertible and Coupe have a back seat that's barely passable for kids; in the Convertible it might as well be called a 2+2 as there's scant headroom with the top up.

Just as in the G Sedans, those expecting a luxury coupe might be a little disappointed with the G37 Coupe's refinement. In addition to more road noise than typical for this class of vehicle, the G37 Coupe's engine can be coarse and noisy when revved, and ride quality can be choppy and nervous, especially with the available 19-inch wheels.

All coupes are built with automatic climate control, an intelligent key, and leather upholstery. Higher trim grades get upgraded audio; a dual-zone climate system; intelligent cruise control; adaptive front lighting; a hard-drive-based navigation system; and four-wheel active steering. All-wheel drive is an option. All Convertibles come with leather seating; the power hardtop; a door-mounted button to lower the roof before entering or after exiting; an MP3-capable sound system; a rearview camera; a navigation system with hard-drive music storage and XM Satellite Radio with real-time traffic data; and an iPod connection kit that's quick to index your favorite music.

Options include a multispeaker Bose audio system that tunes its output to the car's top-down status; a climate control system that does the same; and heated and cooled seats. Sport and Premium packages toss in 19-inch wheels, Bluetooth, radar-based cruise control, and adaptive headlights—and for 2011, the Sport package can be had in combination with all-wheel drive.

The 2011 Infiniti G37 Coupe has strong performance in every respect, and provides a level of driver involvement only rivaled by the BMW 3-Series; the Convertible feels a little portly, though. See details and best of the Web The 2011 Infiniti G37 provides reasonably good front-seat comfort, along with excellent cabin materials, but the harsh ride and noisy interior might disappoint those who want more of a luxury coupe. See details and best of the Web The 2011 Infiniti G37 Coupe and Convertible look like reasonably safe picks, even if they?re not top-rated in all respects. See details and best of the Web The 2011 G37 Coupe and Convertible stick with Infiniti?s formula of offering lots of convenience and luxury features, all standard, and plenty of tech and entertainment upgrades. See details and best of the Web The 2011 Infiniti G37 Coupe is about on par with most rivals in fuel-efficiency, though the extra weight in Convertible models brings mileage to a more eyebrow-raising level. See details and best of the Web Nicely tailored, inside and outStrong powertrainGreat handlingEasy-to-use navigation and audioUnusual AWD coupe combinationGet Dealer Price Quotes Automatic can shift abruptlyRoad noiseNervous ride

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1966 Oldsmobile 442 Coupe

I purchased my first car in high school after working a summer job for the price of $400.00. I am the third owner. I restored the car back to its original specs.

Only year for the tri-power carburetors for muscle cars. It is a local and national show winner.

Model Name 442 means.
4 = 400 C.I
4 = 4 Speed
2 = Dual Exhaust

November 29, 2010, 2:22 am

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1964 John Willment Coupe JWC427-1

Johh Willment was an english car builder/racer. He was best known for building successful race cars (including cobras) that campaigned in Europe during the 1960's.
After Carroll Shelby's success with the Daytone Coupe, Willment contacted Shelby to purchase a pair of coupe bodies. By this time Shelby had stopped producing the Daytona body and had moved on the GT40 program. Shelby offered tooling and personell to assist Willment. Willments company produced 2 coupes. 1 was outfitted with a 289 cu.in engine, the other would be outfitted with a 427 cu.in engine. This car would be known as a "Super Coupe".
This car on display here at the museum is the body/chassis of the super coupe. As you can see the project was never completed and remains today the same as when it left John Willments shop. The engine on display was built for this car but was never installed in the body.
The 289 Willment Coupe was completed and successfully raced during the mid 60's, finishing on the podium many times it also is owned by Larry Miller and is on display at the Shelby American collection museum in Boulder Colorado.

January 24, 2011, 2:52 am

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