Girl on Cars

As a fan of the predecessor to this current M3, the e46, I was skeptical about driving what some called a heavy, underpowered car that didn't quite live up to its ancestors' legacy. A few die-hard enthusiasts, amid cracking tired Bangle jokes that are oh-so-five-years-ago, called it the MPIG, bemoaning the addition of more sensors and high-tech gadgets that added weight and deterred DIYers. And I almost bought into it.

Sure, I'll never love the look of the car like I love the e46. But the new M3 is, for better or worse, one of those cars you have to drive to truly appreciate.

On a recent press trip in Monterey, we had the opportunity to drive the M3 as it should be driven: On empty, windy roads. And later, even better: Madza Raceway Laguna Seca.

The 2008 M3 is powered by an all-new, 4.0-liter V8 engine. This is a drastic departure from the inline six used on the previous generation of the 3 Series cars. The bigger motor catapults the output to 414 horsepower at 8300 rpm, with 295 pound-feet of torque. But the sound of the car remains refined. The engine sounds big, but still reminiscent of M3s past. Sure, there are bigger engines out there, but the M3 is powerful without being raucous. Acceleration is still plenty fast, and the engine revs so high, you could drive around town without changing gears -- if you really wanted to.

On the road portion of our drive, my driving partner and I were amazed at how soft the ride was while driving over uneven pavement. This was due to an optional Electronic Dampening Control (EDC) feature on our car which has three suspension settings: comfort, normal, and sport. But even in "comfort" mode, softness didn't equate to mushiness. The car still felt dynamic and responsive, even while going over potholes and railroad tracks.

The steering was about as tight as I'd ever felt on any BMW. Although faced with a slew of considerably sharp turns as we wound our way through the hillsides, I never had to take my hands off the three-and-nine position. And the nice thick M wheel was comfortable and pleasurable to grip.

At the track, it was time to take it to a whole other level. My manual coupe really let it rip when I got on the throttle, and the brakes bit down hard and fast before the turns. Even though I was only on stock Michelin Pilot Sport tires, the car stuck like glue through the apexes, and the car's back end came around nicely as I gave it more gas out of the turns. Only a few times did I push it hard enough to get those tires to "sing," but I never felt out of control. Admittedly, I did the whole track in third gear, but even so I never lacked for power or torque.

That said, the 2008 M3 is not a "track car" in the true sense of the word. But that's not the point. The beauty of the e92 M3 is that it can be a sensible, dignified daily driver, and still tear it up on track days. And although I am coupe-biased, I think the re-introduction of the M3 sedan will even further the M3's image of an all-around car that can serve many purposes and still be a thrill to drive.

Oh, and about that heaviness thing; BMW lightened the new chassis up quite a bit to compensate for the weight increase. An aluminum hood and suspension, as well as a carbon-fiber roof, shave some weight off, although the "unladen" weight of the coupe is still 3704 pounds, with the sedan weighing in a tad heavier at 3726 pounds. By comparison, the e46 M3 coupe is 3415 pounds. So just imagine the kind of horsepower boost the 2008 M3 could get if it were 300 pounds lighter. But if you're the kind of person who's bothered by that kind of heft, you're probably better off buying an old M3 and ripping all the seats out.

There was no shortage of sexy, sporty cars at this year's North American International Auto Show in Detroit. Here are my favorites (in somewhat of a particular order):

5. Mazda Furai concept

The race-bred concept, which means "wind" in Japanese, is based on the Courage C65 chassis, which Mazda used in the American Le Mans Series two seasons previously. It has a three-rotor rotary engine that's capable of churning out 450 horsepower. And while it looks awesome, I'd say the chance that it goes into production is pretty slim.

4. 2009 Cadillac CTS-V

The uber-performance version of Cadillac's sportiest model is slated to hit dealerships at the end of this year. Its 6.2 liter supercharged LSA engine delivers an estimated 550 horsepower and 550 pound-feet of torque. It also features Magnetic Ride Control, an "industry-first Performance Traction Management program" (although I'm not quite sure what that means), as well as a new automatic transmission with paddle-shift control (some of us recognized the extra space for the paddles on the steering column when we drove the 2008 CTS earlier this year).

3. Audi R8 V12 TDI concept

Audi's sleek supercar gets an update with a 12-cylinder diesel engine -- a first for a high-performance road car. The V12 TDI (which stands for turbo diesel injection), generates 500 horsepower and an impressive 738 pound-feet of torque. The V12 TDI is closely related to the engine in the Audi R10, the two-time Le Mans winner. I love how the car looks, but I'm still befuddled by that giant strip of carbon fiber down the side.

2. Fisker Karma

I'm hoping for good karma for Henrik Fisker, best known for his designs of the Aston Martin DB9, Aston Martin V8 Vantage, and BMW Z8. The Great Dane is launching his first car built from the ground up, powered by plug-in hybrid technology. The drivetrain, developed by Quantum Technologies, consists of a small gasoline engine that turns a generator to charge a lithium-ion battery pack. The batteries power the electric motor and turn the rear wheels. With a zero-to-60 time of less than 6 seconds and a top speed of more than 125 miles per hour, the Karma is definitely poised to be a Tesla-killer.

1. 2009 Chevrolet Corvette ZR1

My number one car (though a tough call) evokes images of Tim Allen doing his manly grunt on Home Improvement. The 2009 Corvette ZR1 is the most powerful and fastest production car ever made by parent company General Motors. It features a new, supercharged 6.2-liter LS9 V-8 engine that cranks out a jaw-dropping 620 horsepower and about 595 pound-feet of torque. GM says the ZR1 will be the first production Corvette to achieve a top speed of at least 200 miles per hour. But those speed junkies and midlife crisis victims still need to hang on a big longer -- the ZR1 won't arrive until this summer.

During a time when many car manufacturers are scaling down to offer smaller cars with improved fuel economy, the new 2008 Honda Accord is hitting the market with a "bigger is better" philosophy.

Besides having an obviously new look, the new Accord is larger in all interior and exterior dimensions. It's longer, wider, and taller on the outside, and roomier on the inside. In fact, the 3.3 cubic feet of additional interior space was enough to bump it into the EPAs "large car" category, although Honda says the car will still compete in the midsize segment.

Aside from the change in the physical appearance, other additions include a larger, 18.5-gallon fuel tank, the first use of Honda's active noise cancellation technology in a non-hybrid car, and variable gear ratio steering. In addition, several features will come standard on all Accord trim levels for the first time, including Vehicle Stability Assist (VSA), audio control buttons on the steering wheel, and 100 percent use of four-wheel disc brakes.

The 2008 Accord is available with four engine options. The base sedan includes a 2.4-liter, i-VTEC 4-cylinder engine, which puts out 177 horsepower at 6500 rpm and delivers 161 lb-ft of torque at 4300 rpm, and is available with a 5-speed automatic or manual transmission. A more powerful 4-cylinder engine, along with a high-flow exhaust system, puts out 190 horsepower at 7000 rpm and 162 lb-ft of torque at 4400 rpm.

The Accord's i-VTEC V-6 engine puts out 268 horsepower at 6200 rpm and 248 lb-ft. or torque at 5000 rpm. The 5-speed automatic transmission features Honda's Variable Cylinder Management (VCM) technology, which allows the car to operate on either three, four, or all six cylinders, depending on driving conditions, to conserve fuel when possible (but still provide plenty of power when needed). The top-of-the-line Accord coupe is also available with a close-ratio 6-speed manual transmission.

The interior is filled with plenty of bells and whistles. All models include a power driver's seat, cruise control, and a MP3/WMA auxiliary jack. Some options, depending on the trim level, include a 6-disc in-dash CD changer, heated front seats, a premium 270-watt sound system with XM satellite radio, and dual-zone climate control. Navigation and Bluetooth hands-free system is also available on the higher-end sedans and coupes.

Despite the increase in size and performance, the 2008 Accord's fuel economy numbers remain reasonable. The 4-cylinder models with the 5-speed manual transmission yield 22 miles per gallon in the city and 31 miles per gallon highway. The automatic transmission gets 21 miles per gallon in the city, with the same highway performance. The V-6 sedans get 19 miles per gallon in the city and 29 miles per gallon on the highway. The EX-L trim level on the Accord coupe with the automatic transmission gets 19 miles per gallon in the city and 28 miles per gallon on the highway. The manual 6-speed is the worst performer, with 17 miles per gallon in the city and 25 miles per gallon on the highway. All mileage estimates are based on new 2008 EPA ratings standards.

The 2008 Honda Accord sedan is expected to go on sale in mid-September, with the coupe following a few days behind. Pricing has not been announced, but Honda reps say the cars will fall between $20,000 and $30,000, depending on the trim level.

The word "performance" seems to be thrown around a lot in the automotive world these days. With increasing expansion and competition within the luxury sport sedan category, manufacturers are eager to drop statistics about horsepower, torque, zero-to-60 speeds, and other numbers to woo (and maybe even slightly intimidate) potential buyers. But specifications alone can't convey the true spirit of a car; as Aristotle said, the whole is more than the sum of its parts. So it makes sense that the ideal road test subjects the car to a wide range of variables: twisty turns of varying camber, long straightaways, elevation changes, stop-and-go traffic, and many other factors.

But finding the opportunity for such a test can be tough, even for automotive journalists. While we always look for the chance to go fast, brake hard, and put a car through the ringer as much as we can, there is only so much testing we can safely and legally do on public roads. And that's why, during a recent press event for the all-new 2008 Cadillac CTS, I was pleased to find that not only did Cadillac provide the opportunity to drive a variety of terrain at length, but offered the chance to test a performance car the way it should truly be tested: on the race track. And not just any track, but Laguna Seca, arguably one of the best tracks in the country.

Our two-day road trip began in San Jose, Calif. The group, which consisted of several journalists and a handful of Cadillac execs and communications folks, paired off into a line of waiting Cadillac CTSs for the drive down to Carmel Valley. My car, which I shared with another freelance writer, had a 3.6 liter direct injection V6 engine, all-wheel drive, and the middle version of the CTS' three suspension options (known as FE2, although when asked, Cadillac reps couldn't remember what the FE stood for). Our route was carefully planned out for us ahead of time, but since I was the "local," I only half paid attention to the directions. The navigation system proved helpful; it loaded directions quickly, had a user-friendly interface, and was easy to read. And although we took a different path, we soon arrived at Laguna Seca with the rest of the group.

After a detailed discussion about various powertrain, suspension, and tire options, they turned us loose on the track. Two instructors from Laguna's Skip Barber racing school were on hand to conduct the session, one of whom graciously sat in the passenger seat to help me with my technique as I took my laps in the "track ready" CTS with rear-wheel drive, a six-speed automatic transmission, and the performance-oriented FE3 suspension. Although I was skeptical about an automatic transmission holding up on the track, I found that the gears changed surprisingly quickly, shifted at higher revs to provide ample power, and held on through the turns. The brakes also bit nicely before turn-in, and the tires were plenty sticky for a passenger car. Granted, this version of the car wasn't going to win any World Challenge races, but for a stock production car, it was full of pleasant surprises.

Later that night, we dined al fresco and traded stories about our experience at Laguna. Jim Taylor, general manager of Cadillac, explained that when his team was planning the CTS media drive, it wasn't easy to convince the powers that be to take the cars to Laguna Seca. But he got their attention when he spoke in terms they could understand: He told them that driving Laguna Seca was to a car enthusiast what playing Pebble Beach was to an avid golfer. Apparently that did the trick.

The next day, we spent nearly six hours and 180 miles on some of the most narrow, windy and deserted roads in central California. I had the pleasure of driving the first leg with Eric Clough, Cadillac interior designer. We discussed the interior design process in general, as well as some finer points, like why the sunroof cover was thin and translucent instead of rigid and opaque (answer: head room). We took blind corners and off-camber turns with ease, and were able brake quickly for chickens and families of quail who were crossing the road. (One of those chickens wasn't so lucky a few cars later, however.)

Later on, my driving partner was Kevin Smith, manager of Cadillac communications. We talked at length about Cadillac's presence in the Speed World Challenge series. Kevin explained that Cadillac deliberately chose to race production cars, as opposed to sponsoring, say, an open-wheel team, in order to translate what they do on the track as closely as possible into their customer cars.

Not only is the CTS deeply rooted in motorsport, but it's the first Cadillac model tested on the famed Nurburgring, considered by many to be the most technically demanding track in the world. European car manufacturers have long tested their vehicles on "the Ring," and now a new generation of American automakers is realizing the prestige and importance associated with this benchmark. John Zinser, vehicle line director for the rear-wheel platform at General Motors, says the extensive testing at the Nurburgring wasn't designed just to impress U.S. customers, it was to help convince potential buyers around the world that Cadillac is on par with other performance brands. In his words, the company's goal is to get the CTS on people's lists.

As our tour ended back in Silicon Valley, I'd developed a newfound respect for the latest version of the CTS. Cadillac seems to have hit the mark on a car that's luxurious to drive, yet can still stick the corkscrew up there with its European peers.

For more on the 2008 Cadillac CTS, see CNET's First Look.

General Motors is banking on the increasing demand for fuel-efficient cars by launching hybrid versions of two of its full-size SUVs: the GMC Yukon and the Chevy Tahoe. And although the cars aren't slated to go on sale until this fall, GM is already busy building buzz.

The new models, available in both two- and four-wheel drive, use a "two-mode" powertrain designed jointly by GM with BMW and Daimler-Chrysler. This Hybrid Operating System (HOS) allows the car to operate either on electricity or gasoline, depending on the power needs of the car.

Allocation of electric power versus gasoline power is determined by a combination of factors, including driver input, speed and terrain. GM claims the Tahoe can run with gentle throttle input (that is, no punching down on the gas pedal) up to about 32 miles per hour purely on electric power. If the driver reaches higher speeds, accelerates quickly or starts up a steep grade, the internal combustion V8 engine will kick in to deliver more power. The two-mode system also provides enough juice to tow up to 6,200 pounds.

Like other hybrids, the Tahoe and Yukon use regenerative braking to help recharge the car's 300-volt nickel-metal-hydride battery when the car stops or slows down. Two electric motors power an electronically variable hybrid transmission.

GM hasn't released numbers in any detail yet, but the company claims the new hybrids are 40 percent more fuel-efficient in city driving alone, and 25 percent more fuel-efficient overall than their nonhybrid counterparts. The big discrepancy between city and overall performance is due, in part, to the fact that the car relies more heavily on electric power at slower speeds, and because city driving requires more braking, which charges the battery more often.

While the two-mode system seems to provide ample power, it's hard to believe the typical full-size-SUV owner would use these cars in a manner that would achieve maximum fuel efficiency. Passengers and cargo, as well as towing, affect gas mileage drastically. Even with a light load, fuel efficiency can vary greatly from driver to driver -- lead-footers will see that fuel gauge needle drop much faster.

Even under optimal driving conditions, a mere 25 percent overall improvement in fuel quality is a little disappointing. The 2007 nonhybrid models of the Tahoe and Yukon are rated between 15 and 22 miles per gallon, depending on the trim level. That means, at their best, the new hybrids will perform 3.75 to 5.5 miles per gallon better overall (although GM says city driving alone yields an improvement of 6 miles per gallon).

That said, continued consumer demand for horsepower and a simultaneous increase in environmental awareness must make it incredibly difficult for designers and engineers to strike a balance between fuel efficiency and performance, especially with vehicles this size. With these seemingly conflicting interests in mind, the Tahoe and Yukon do a fair job pleasing some without alienating others. And while GM's hybrid models are a step in the right direction, the reality is, at this point in time, gigantic SUVs still aren't good for the environment.

GM plans to unveil hybrid versions of other cars and trucks over the next couple of years, including hybrid Saturn and Cadillac models. Could a fuel-efficient Escalade be on its way?

Tesla Motors CEO Martin Eberhard was in Los Angeles today to give members of the Motor Press Guild the story behind the making of its cars. For the past couple of years, the Bay Area-based company has gotten oodles of press coverage, much of it on the merits of its technology. But until this afternoon I wasn't entirely convinced. First, some background:

A year ago, I stood on Peter Hay hill at the Concours d'Elegance in Pebble Beach with a rather prominent car designer. Not too far in the distance, hordes of spectators gathered around a pair of sleek, sporty little roadsters.

As a gearhead, tech enthusiast, and former Silicon Valley resident, I'd already heard the buzz about the $100k electric sports car built on a Lotus Elise chassis. But it was the first time I'd seen the car in person, and I wasn't the only one who was staring. Those cars, parked in the lush grass near the Lodge, were stealing the show from much more powerful automotive heavyweights. Sure, the cars looked good. But could the company last? I'd seen too many dot-com sob stories in the 1990s to believe in fairy tales.

I asked the aforementioned designer what he thought of it all. He shrugged his shoulders and said he was sure some people would buy the roadster, but at the end of the day, electric cars were not practical, long-term solutions. Besides, he added, all those batteries would go into a landfill at some point, trading one environmental problem for another.

In the months that followed, I kept an eye on the media circus surrounding the small automotive startup, but remained skeptical about Tesla's ability to change the world.

Boy, was I wrong.

Here are some things I learned about the Tesla Roadster today:

• The car, while based on the Lotus Elise, was almost entirely redesigned for Tesla. Only the front end of the Elise chassis was kept in the retooling. So my racing buddies and I apologize for snickering when the car won the Gold International Design Excellence Award. Although, to be fair, the designer is Barney Hatt, principal designer for the Lotus Design Studio, so Lotus should still share some credit.
• The door sill in the Tesla Roadster was lowered considerably from that of the Elise, to make the car easier to get in and out of. To compensate for the height difference, the side rails had to be made much stiffer and stronger. Even though Tesla's version has lost that sitting-in-the-bathtub feeling, it's still fun to watch tall, middle-aged men struggle to extract themselves, one leg at a time, from the tiny cockpit. (Here's a hint, guys: Swing both of your legs over the sill at the same time, then push yourself out. I gave someone a demonstration in the parking lot after the meeting.)
• The Tesla has custom headlights. They're really expensive.
• The lithium ion battery pack used in the roadster is estimated to have a lifespan of about 100,000 miles. Not only that, Tesla has partnered with a recycling company that will shred and re-appropriate those battery components when they've given up the ghost. Eberhard also explained that a liquid cooling pack in the car keeps the batteries at room temperature for maximum performance (unlike the average laptop battery that only lasts a couple of years, thanks to its proximity to a scorching hot processor).
• The Tesla Roadster redlines at 13,500 RPM. Dyno testing took the engine up to 18,000 RPM. That's almost on par with Formula One cars. Bernie Ecclestone, are you paying attention?

So, I realize this stuff is hardly breaking news. With Tesla securing $45 million in Series D funding back in May, it's obvious that the Important People already had faith in this fledgling venture. I was just late to the party. I was quite pleased to discover that Tesla really is doing its best to make a positive contribution within the automotive industry.

One major problem still exists, however: How I'm going to afford one.

A small group of automotive journalists gathered recently in Southern California to watch an unusual sight: A fully functional Volkswagen Touareg that could be controlled without anyone in the driver's seat.

The custom-made SUV was part of a special showcase hosted by Volkswagen, where a select few got a glimpse at some of the stunt driving skills used in the making of The Bourne Ultimatum, the third and newest installment of the Bourne films. The movie's stunt team developed a special cockpit attached to the top of the Touareg, complete with a seat, steering wheel, and pedals that allowed the driver to control the car from the roof. With the stunt driver "hidden" on top, camera crews had the freedom to shoot the actor in the driver's seat from any angle without obstruction.

Each of us got a chance to ride along on a choreographed chase in the driver's seat of the custom-made Touareg, dubbed a Remote Driven Vehicle (RDV) by its creators. The car had to be put in gear from the inside, but once the RDV was in drive, we passengers were completely at the mercy of the madman--er--professional up above. It was exciting (and a little disconcerting) to watch the driver's steering wheel turn by itself as we chased a nimble GTI though a series of narrow, makeshift alleyways of cardboard boxes.

The sound of screeching tires echoed loudly as the cars maneuvered through the obstacle course. Run after run, each passenger was subjected to sudden swerves and near head-on collisions. All emerged unscathed, save for some sweaty palms and pounding hearts (and maybe a few sore bellies from laughing so hard). A couple of crashed cars from the making of the film were also on display.

After the RDV demonstration, we got personalized instruction from the professional drivers on how to do a variety of car-control moves, including J-turns, reverse 180s, and power sliding into a parallel parking spot. Needless to say, a lot of cones were killed in the process.

Watch official video of the RDV and other behind-the-scenes action from The Bourne Ultimatum here.