2012 Mercedes-Benz ML63 AMG

Twenty years ago, sport utility vehicles were trucks. They had big, heavy frames, solid axles and low-range four-wheel drive. At best, they would accelerate to 60 miles per hour in under nine seconds and top out just over 100 mph. "Handling" simply meant that they could keep all four wheels firmly planted while circling an onramp.

Twenty years ago, only exotic sports cars boasted more than 500 horsepower. They accelerated to 60 mph in less than five seconds and could hit 150 mph if allowed enough space. Tuned suspensions, oversized brakes and exhaust systems that roared were expected, but supple rides were not.

Now, take a look at that brand-new silver sport utility vehicle in the image above. Beneath its leather-lined and sound-insulated cabin is a 550-horsepower twin-turbocharged V8, electronically controlled suspension, six-piston brakes and permanent all-wheel drive – it's the most powerful SUV on the market.

The tall four-door will sprint more quickly than (and outrun) a Ferrari 360 Modena Spider F1, plow through foot-deep snow drifts and take a family of five, with a ski boat in tow, to a lakeside Fourth of July picnic.

Sounds a bit preposterous, doesn't it?

This is the all-new 2012 Mercedes-Benz ML63 AMG, and it isn't the first high-performance sport utility from this German automaker. In 1999, Mercedes-Benz made history when it introduced the world's first practical high-performance SUV – the ML55 AMG. (The 1992 GMC Typhoon was ahead of its time, but not very practical.)

Mercedes didn't disappoint when it revealed the 2012 Mercedes-Benz ML63 AMG at the LA Auto Show.

The ML55's first-generation body-on-frame platform was fitted with a naturally aspirated 5.5-liter V8 making 340 horsepower. Against the clock, the all-wheel-drive SUV could hit 60 mph in just under seven seconds with a top speed of nearly 150 mph. In 2005, it was succeeded by the ML63 AMG, based on a second-generation unibody platform, which was equipped with a naturally-aspirated 6.2-liter V8 rated at 510 horsepower. With a 0-60 time of about five seconds and an electronically governed 155-mph top speed, the all-wheel-drive five-passenger SUV was much quicker than its predecessor.

With the introduction of the completely redesigned third-generation M-Class for 2012 and the success of the earlier high-performance models, another AMG flagship was a no-brainer. Predictably, Mercedes-Benz didn't disappoint when it revealed the 2012 Mercedes-Benz ML63 AMG at the Los Angeles Auto Show just two months ago.



Considering how much the fuel-efficient diesel-powered ML350 BlueTEC 4Matic impressed us last July, we were eager to get behind the wheel of the new enthusiast-tuned AMG model. As our good fortune would have it, we found ourselves holding the key fob to a brand-new Iridium Silver ML63 AMG in Santa Barbara, California, just last week. The SUV was freshly waxed and its 27-gallon fuel tank was topped-off with premium unleaded.

Mercedes has ensured that there will be no confusing its AMG variant.

But before we dig into the drive, let's review what sets this high-performance AMG apart from its siblings. As is common with all of the German automakers, a performance model typically displays unique bodywork, new wheels, upgraded brakes, new bucket front seats, a sport steering wheel, new gauges and an oversized engine. The ML63 AMG is no exception.

While the standard gasoline- and diesel-powered M-Class models are difficult to distinguish from each other without glancing at the rear badging, Mercedes has ensured that there will be no confusing its AMG variant. At the front, a completely resculpted fascia drops the shiny chrome in favor of aggressive black intakes to cool the radiators and front brakes. Subtle side skirts carry the theme rearwards where the back bumper is dominated by dark angular blocks, just like the front. Unlike the current ML350 models, which shamefully hide their exhaust outlets behind the bumper, the ML63 AMG proudly boasts four bright chrome-finished exhaust tips – lest anyone following forget that this SUV has serious bite.



In addition to the standard dollop of luxury Mercedes-Benz bestows on all M-Class occupants, the cabin of the ML63 has been upgraded for its performance mission. The driver and front passenger are treated to 10-way heated and ventilated sport bucket seats covered in premium leather and there are AMG-specific instruments with higher calibrations (our pictured test vehicle was European-spec). The incredibly thick four-spoke leather/Alcantara steering wheel is also unique to the AMG model, but it is part of the optional AMG Performance Package – more on that in a moment. A leather/wood steering wheel is a no-cost option.

The brakes and wheel/tire package is also bumped up significantly over the standard models. In the front, the AMG wears 15.4-inch ventilated and drilled iron discs with six-piston calipers. In the rear are 13.6-inch iron rotors, with four-piston calipers. The wheels on the ML63 are 20-inch alloys wearing summer compound tires (265/45R20) on all four corners.

All M-Class AMG models feature the automaker's Airmatic suspension, Ride Control and Active Curve system as standard equipment. In a nutshell, roll stabilization and damping are electronically controlled based on one of three driver-selected modes (Comfort, Sport and Sport Plus). Fully load-bearing, the air suspension will raise and lower the vehicle based on speed to improve handling, stability and aerodynamics.



Under the hood is where the really good stuff resides, as this is where Mercedes-Benz has dropped in its twin-turbocharged 5.5-liter V8 between the front wheels. With stock boost set at 14.5 psi, the all-aluminum direct-injected engine is rated at 518 horsepower at 5,250 rpm and 516 pound-feet of torque as low as 2,000 rpm. Preserving towing capacity was a priority, so the ML63 AMG utilizes a traditional seven-speed automatic transmission (AMG Speedshift) mapped specifically for high-performance duty. The gearbox has three toggle modes (Controlled Efficiency, Sport or Manual) and it may also be controlled via steering wheel-mounted paddle shifters.

The V8 delivers a very impressive 550 horsepower and 560 pound-feet of torque.

As has always been the case, the automaker's permanent 4Matic all-wheel-drive system is standard on the ML63 AMG, with a fixed torque split of 40 percent front, 60 percent rear. According to Mercedes, the ML63 AMG will sprint to 60 mph in 4.7 seconds towards an electronically limited top speed of 155 mph.

This is a good time to discuss the optional AMG Performance package, which was fitted to our ML63. First of all, the $6,050 option increases turbocharger boost to 18.8 psi. As a result of the additional intake pressure, the V8 delivers a very impressive 550 horsepower and 560 pound-feet of torque - thus allowing Mercedes the bragging rights of currently producing the world's most powerful sport utility vehicle. In addition, the electronic top speed limiter is raised to 174 mph and a carbon fiber engine cover replaces the standard plastic unit. Inside the cabin, a leather/Alcantara AMG Performance Steering Wheel replaces the standard four-spoke unit. Lastly, the gunmetal brake calipers are painted bright red – this is by far the easiest way to distinguish which models have the AMG Package. With the AMG Performance package, the 60 mph benchmark falls in just 4.6 seconds.



Our Euro-spec model was also wearing 21-inch alloy wheels, wrapped in massive 295/35R21 tires at all four corners. While they are included in the package in other markets, they are a stand-alone option ($1,610) in the States. [Sorry for the confusion in the ShortCut video. - Ed.] Other equipment on our test vehicle included the Drive Assistance package ($2,150) bundling Distronic-Plus adaptive cruise control, Active Blind Spot Assist and Active Lane Keep Assist. Mercedes-Benz has not announced pricing on the ML63 yet, but it has said that pricing would likely stay close to last year's model, which had a base price of about $92,500 – a ballpark estimate says that an ML63 optioned like our test vehicle would be priced in the neighborhood of $100,000. At first glance, that may sound steep, but the BMW X5 M starts about $88,000 while the Porsche Cayenne Turbo will set you back at least $107,000 – before options.

A ballpark estimate says that an ML63 optioned like our test vehicle would be priced in the neighborhood of $100,000.

Mercedes-Benz plotted out a spectacular driving route for our test (one of our all-time favorites), allowing us to sample just about every on-road aspect of its high-power SUV from windy mountain passes and off-camber corners to high-speed straights and fixed-pace highways. We ran it as hard as we wanted all day long, and returned it with just 16 miles worth of fuel left in the tank – it was even more satisfying than it reads.

With our test model lacking a push-to-start button, we twisted the key fob and the V8 cranked over with a sporty kick and quickly settled into a soft idle. The seats and steering wheel, the two primary driver touch points, are nearly perfect. The chairs are firm and supportive, with sturdy bolstering on the thigh, hip and shoulder while the meaty steering wheel is finished with smooth leather on top and textured Alcantara on each side, exactly where slippery palms need the grip. Being an SUV, the driving position is both commanding in visibility and generous with its room.



Nearly immediately, we noticed the steering – it would prove to be our biggest gripe. Like most automakers, Mercedes-Benz is slowly phasing out its traditional hydraulic power steering systems and replacing them with simpler electromechanical systems. While there is a definite fuel economy advantage (primarily because the belt-driven hydraulic pump is removed), many find the systems lack feel and feedback. That said, the ML63 AMG uses a special AMG-tuned speed-sensitive electromechanical system that is simply too synthetic for our tastes. At low speeds, it felt artificial, while at high speeds it bounced back to center as if held in place by thick rubber bands. The steering itself was impressively accurate and stable, but felt completely unnatural compared to traditional systems.

Steering aside, we found plenty to like with the ML63 AMG during our initial jaunt eastbound on the highway heading towards Ojai. The cabin was free of wind noise and unexpectedly quiet, especially considering the four massive tire patches slapping the pavement at each corner. There was no noise coming from the other side of the firewall, either, as engineers have effectively muted the brawny V8 with well-placed insulation between its madly whirling parts and the passengers. However, there was beautiful music coming from the quad tail pipes – and it sounded superb. At low engine speeds it was a subdued deep burble that was never annoying. At higher engine speeds it became a stronger rumble, while full throttle gear changes were accompanied by a throaty explosive outburst that was so sexy we wanted to crawl into the rear hatch with it and cuddle.


Off the highway, we were faced with a challenging mountain road through the Los Padres National Forest (coincidentally the same route we drove in the Lexus LFA). We firmed up the suspension and pushed the 5,000-pound SUV hard just to see what it would do. The ML63 is no featherweight, but its sophisticated air suspension and active roll bars kept the unibody chassis nearly flat and the Michelin Latitude Sport tires in an optimal relationship with the pavement – its level of grip even exceeded the nausea quotient of an unnamed journalist.

The ML63 AMG feels every bit a 4.5-second vehicle.

The brakes also inspired confidence with their firm pedal and progressive travel. There is a lot of heat to absorb, but numerous hard stops didn't seem to tax them. We did find it easy to summon the ABS (inside rear wheel) when we braked late into a corner, but the stability control was unexpectedly unobtrusive.

With all-wheel drive, acceleration was brisk but unexciting (sorry, no wheelspin). Throttle application doesn't require much forethought, as there is always grip somewhere. At one point, we unloaded the rear over a rise and mashed the accelerator. For a brief second the rear wheels spun in unison, then they grabbed the pavement and we launched forward (don't ever underestimate 560 pound-feet of torque). And yes, despite its SUV massiveness, the ML63 AMG feels every bit a 4.5-second vehicle.

The ML63 AMG has a soft side that completely masks all of its amazing potential.

Compared to the BMW X5 M and the Porsche Cayenne Turbo, the 5,005-pound ML63 AMG with the AMG Performance Package is the most powerful SUV out there (the BMW technically has five more horsepower, but it lacks 60 pound-feet of torque), yet it fails being the sportiest. We suspect the comparatively lightweight Porsche (4,784 pounds), with its torque-vectoring drivetrain, variable torque split and lightweight ceramic brakes, will still set the quickest lap with the brawny but powerful track-tuned BMW (5,368 pounds) right on its tail.

Where the Mercedes-Benz excels is in its ability to execute a near flawless split personality – it is a gentle beauty and monstrous beast. While the BMW X5 M and Porsche Cayenne Turbo never let you forget that you are driving a high-strung sport ute with big wheels and masculine athletic personalities, the ML63 AMG has a soft side that completely masks all of its amazing potential. Driven courteously, the 550 horsepower SUV is every bit as benign, peaceful and quiet as its entry-level ML350 sibling without exhibiting even a hint of roughness around the edges.

Twenty years ago, a story about an SUV like the 2012 Mercedes-Benz ML63 AMG would have been inconceivable.

No, it would have been absurd.

Сколько стоит купить Audi Q7 TDI. Цены на новые и подержанные автомобили.

Не секрет, что в последнее время всё большей и большей популярностью среди прочих типов автомобилей пользуются кроссоверы. Это не удивительно, ведь именно эти машины сочетают в себе абсолютно разные стили – брутальный внедорожник и элегантный гоночный спорткар. Кроссоверы выпускают многие производители. Примерами можгут послужить например BMW X6 или Volkswagen Touareg. Но в этой статье мы поговорим о кроссовере Audi Q7 TDI.

История этой марки начинается с 2006 года, в котором в Лос-Анджелесском салоне автомобилей впервые и был представлен этот автомобиль. Само название Q7 означает промежуточное звено в ценовой линейке Audi, находящееся между сериями 6 и 8.

Немного о характеристиках этого автомобиля. Audi Q7 tdi – это мощный пятидверный внедорожник с полным приводом. Работает он на дизельном двигатиеле, с турбонаддувом. Эта машина оснащена автоматической шестиступенчатой коробкой передач и с лёгкостью развивает мощность в целых 500 лошадиных сил.
Самое приятное, что Audi Q7 tdi стоит не так уж и дорого. Цены на подержанный автомобиль этой марки колеблются от 35 до 50 тысяч долларов, а на новый – от 80 до 100. Также возможна сильная разбежка цен в зависимости от продавца, автосалона, комплектации, пробега и других параметров.

2011 GMC Sierra Denali 2500

 
We're not exactly sure when it happened, but pickup trucks have long since elevated themselves beyond mere tools of the trade. Once bare-bones, utilitarian hardware with more capability than comfort, the truck has evolved into a status symbol. Move out of any urban center and into the surrounding sprawl, and lifted, diesel-chugging, three-quarter-ton pickups are fairly commonplace nowadays. And we're not just talking about rides parked outside work sites, mind you. These days, you're every bit as likely to see them parked outside the local Panera.

As you might expect, automakers are happily feeding the fire, offering a range of trucks that few will use to farm or do backbreaking labor, despite monikers that suggest otherwise. Names like King Ranch and Laramie have fed buyers a line of very profitable trucks loaded with leather-swaddled cabins and every imaginable creature comfort. General Motors is no stranger to this approach, as its GMC Denali line now extends to its monster-sized pickups. We slid behind the wheel of the 2011 GMC Sierra Denali 2500 4WD Crew Cab to see just how the big gilded beast fits into America's pickup truck landscape.

The Sierra Denali 2500 wears the same squared-off sheetmetal as its less gentrified counterparts, though GMC has slathered chrome everywhere to help set it apart from the rest of the line. Most of it adorns the Denali's new latticework upper and lower grille. All of that flash certainly helps draw attention, but it's the sheer height and width of the truck that ensure you'll have no problem spotting the crew cab in the parking lot. At 78.3 inches tall, the heavy-duty Sierra's roofline towers over its neighbors.

With 20-inch polished aluminum five-spoke wheels wrapped in relatively thin 265/60R20 Goodyear Wranglers, we'd be wary of hopping any curbs at speed for fear of popping a tire. The street-oriented wheel/tire package is obviously geared more toward downtown grazing than foraging out in the wild. A set of optional chrome running boards and door handles match the wheels nicely, looking sharp against our tester's black paint.

Inside, it's the familiar GMC Sierra layout, though the cabin is finished with slightly nicer materials and options. Dark faux wood trim adorns the dash, center stack, center armrest and door panels as well as the steering wheel. Our tester was fitted with black leather touches on the wheel, shift lever and seats, though the hides felt cheap to the touch. Unfortunately, the same can be said for the majority of this GMC's cabin. With its dated touchscreen navigation system and chunky center stack, the Sierra's dash is beginning to look its age, especially when compared to similar offerings from the Ford Super Duty and Ram HD teams. The GMC cross-town rivals have taken the time to work over their cabins to provide better quality leather as well as dash and center console designs that don't look or feel like they were lifted from 1997.

The good news is that there's nothing functionally wrong with the equipment. Thanks to the familiar design, all of the controls are intuitive and easy to use without getting lost in a sea of buttons or confusing navigation drop-down menus. While we can forgive a work truck its bare-bones innards, our tester came packing a $61,774 MSRP, including a $995 destination charge. That kind of coin could leave buyers itching for a little more when it comes to materials and design, especially when it comes to the navigation's price tag. Our tester featured the company's $2,250 touchscreen navigation package – ludicrous money in a time when every smart phone comes with a serviceable nav app for a buck.



The Denali trim level includes dual-zone climate control, a 12-way power adjustable driver's seat and Bose audio, but if you want extra goodies, you're going to have to pay for them. Heated and cooled front seats add an additional $650 and a rearview camera tacks on another $450. We were also treated to a sunroof with an $895 price tag. Given how useful the camera is on this truck, it's money well spent. Otherwise, we could probably get by just fine without most of the additional equipment.

The biggest option on our Sierra's Monroney was the beast under its giant hood: a $7,195 Duramax 6.6-liter turbodiesel V8 engine making 397 horsepower at 3,000 rpm and 765 pound-feet of torque at 1,600 rpm. The engine uses Diesel Exhaust Fluid to keep its emissions clean; a full tank will cover around 5,000 miles depending on your driving habits before putting the truck in limp mode. We took the time to top off the exhaust fluid tank on our tester. Check out the Short Cut below for a look at the process.


In our tester, the Duramax was bolted to an optional Allison six-speed automatic transmission for $1,200 and four-wheel drive, making for one of the most desirable drivetrain options in the GM fleet. For 2011, GMC has made a variety of towing equipment standard, including tricks like intelligent brake assist, a diesel exhaust brake, trailer sway control and hill-start assist. Our tester was also wired with an integrated trailer brake controller.

With all of that gear, the Sierra Denali 2500 can tow up to 13,000 pounds from a regular ball hitch and 16,800 pounds using a fifth-wheel setup. Unfortunately, we didn't get a chance to hook any toys up to the rear of the 2500 during our time with the truck, so we can't accurately say how it performs under load. As it's one of the key attributes of this truck, next time, we'll make a point of doing so.

Even without pulling any earth-moving equipment around the neighborhood, we observed in-city fuel economy of around 16.5 mpg, not shabby at all once you remember that the 6.6-liter turbodiesel V8 has enough torque to snap most driveshafts like takeout chopsticks.



Despite its polished image, there's no hiding the fact that this is a three-quarter ton ox. Though the revised Duramax diesel starts on the first flip of the key and idles quietly enough, this isn't really a vehicle designed to be comfortably driven every day. The large seats, while highly adjustable, are equipped with stiff cushions that only serve to amplify the truck's rigid suspension. Will it probably ride better with a full load? Undoubtedly, but the truth is that the majority of owners will probably spend more time driving empty than under a full load.

The six-speed Allison automatic rows its gears precisely and accurately. It's far and away the best gearbox in the line, and it handles the big diesel eight's grunt without biting its nails. Unfortunately, in their quest for Ford-besting power figures, the engineers at GM have designed a surprising amount of turbo lag into the 6.6-liter Duramax. Sixth gear allows the engine to churn along at well below 1,000 rpm, but jumping on the fuel in anticipation of an interstate pass will keep you waiting as the engine builds enough revs to hit the magic 1,500 rpm mark. The power, while impressive, isn't instantaneous. That lag is noticeable compared to the 2010 Duramax, which brought a still-muscular 365 horsepower and 660 pound-feet of torque to the engine bay.



Fortunately, few buyers are going to be pulling jack-rabbit takeoffs or jumping lanes in traffic. The Duramax is built to haul big loads over long distances, not to sprint. GM has made certain that its diesel offering remains competitive against the Powerstroke and Cummins competition, albeit at a price. Dialing up the power has had an impact on the Sierra 2500's basic drivability. While buyers who use the vehicle at the upper limits of its towing capacity will likely enjoy the extra muscle, most consumers who purchase at this trim level simply want the on-demand power of the 2010 engine. If you're looking for a capable truck that looks as sharp in the office parking lot as it does on the job site, you may be better off sticking with the smooth power of the base 6.0-liter V8.

A simple solution to the diesel's power delivery problem would be to offer buyers selectable program modes similar to what the diesel aftermarket currently delivers. By altering boost and fuel levels, a clever computer could easily tailor the engine for fuel economy, power or drivability.

Even with its turbo lag and aging interior in place, the 2011 GMC Sierra Denali remains an impressive truck. If it were our money on the line, we'd likely skip the silver-plated belt buckle treatment of the Denali package and opt for the standard 2500 HD. Buyers looking for a few more creature comforts may be more satisfied with the interiors of the Ford Super Duty King Ranch or the Ram Trucks 2500 Laramie lines, but in terms of outright capability, the Sierra Denali is built to work.

2013 Lexus GS 450h

Ever since the Prius unexpectedly became the Xerox of hybrids and a greenie icon, Toyota has been trying to figure out how to apply the technology to its other models. Its results have been decidedly mixed, nowhere more so than with its luxury lineup. But with the 2013 Lexus GS 450h, Toyota thinks it has finally figured out what a hybrid luxury car should be.

From a sales perspective, the first-generation GS 450h was a disappointment. While we liked it quite a bit when we test-drove it a couple years ago, Lexus just hasn't been able to move the metal. Introduced to much fanfare in 2006 as a 2007 model, the GS was Lexus' second hybrid and the first rear-wheel-drive hybrid on the market. Lexus touted it as a performance sedan, even as Toyota was heavily marketing its hybrids as fuel sippers. Whether consumers were confused or not, they never took to the hybrid GS. Sales peaked at just below 1,800 in that first year and have gone down in each successive year. In 2010, Lexus sold barely 300 GS hybrids, roughly four percent of total GS sales, which were about 7,000.


The cognitive dissonance presented by Lexus hybrids has been an issue since the brand launched its first, the 2006 RX 400h SUV. Only marginally more powerful than the standard RX, its improvement in fuel economy was similarly slight at launch. The LS 600hL – the brand's halo car before the LFA sports car came along – is a six-figure, 20-mile-per-gallon hybrid marketed as having V12 performance with V8 fuel economy, the rough equivalent of ordering a Diet Coke with your Super Size Big Mac Extra Value Meal. The "Lexus Prius" HS 250h, with neither particularly good fuel economy (35 mpg combined) nor any sporting aspirations, has been a critical and sales disaster and is rumored to be on the chopping block. While Toyota's simple, "better mileage" definition of its hybrids is clear, Lexus has combined green machine and muscle car in varying doses, such that you never quite know what you'll be getting with a gas-electric Lexus.

While the new GS 450h continues to pay homage to two different masters, Lexus has, from the outset, done a better job at splitting the difference. With an entirely new V6 engine and revised hybrid system, the 2013 model has remarkably improved fuel economy, while sacrificing just a bit on the raw performance side. According to Lexus, the new model will be rated at 31 mpg combined (29/34 city/highway), an improvement of eight miles per gallon over the old 2011 model. Do the math and that's a 35-percent improvement, which seems like a pretty good tradeoff for less than half a second in 0-60 time. By Lexus' stopwatch, the 2013 GS 450h does 0-60 miles per hour in 5.6 seconds, compared to 5.2 seconds for the old GS hybrid.

The 2011 GS was offered with three engine choices: A 303-horsepower 3.5-liter V6, a 342-hp 4.6-liter V8, and a hybrid V6 with a combined output of 340 hp. Lexus has simplified all that in the 2013 redesign and now your choices boil down to hybrid or not, with the V8 gone. According to Lexus, nobody bought the V8-powered GS 460 anyway, and by its estimation, the new hybrid will serve well as the top-of-the-line model. The new hybrid V6, while still displacing 3.5 liters, has been redesigned to run on the Atkinson cycle, hence the improved fuel economy. Total system output is 338 hp, compared to the non-hybrid's 306.



The hybrid battery pack still uses nickel-metal hydride batteries, but they have been repackaged to give the GS hybrid more trunk space (13.2 cubic feet, up from 10.6 on the old model). Toyota has also upgraded the hybrid controller (it's now similar to the one found on the LS 600hL) for improved cooling and thus, greater efficiency. Maximum voltage is limited to 500 in eco mode, while peaking as high as 650 volts in Sport mode. And yes, there is a Sport mode in the 2013 GS 450h, just as in the standard GS. In fact, there's even a Sport-Plus mode in the hybrid, which stiffens up the shocks, as well as offers the more aggressive throttle response and tighter steering feel of the regular Sport mode. Putting the drive selector into Sport also pulls a nifty trick on the hybrid's power gauge, which as you can see in our Short Cut video below, magically turns into a tachometer, not unlike it does in the CT 200h. The GS hybrid also has a button-activated EV mode, just like Toyota's other hybrids, and a button for traversing slush and snow.


Thankfully, we drove the car in Southern California along with the standard GS 350, so we didn't need to press the latter, opting to leave the drive selector alone and stay in the same normal mode used for EPA testing for the majority of our time behind the wheel. During our short afternoon, we saw 29 miles per gallon during a 100-mile drive that included some rigorous right-pedal application and manual shifting of the car with its steering wheel-mounted paddle shifters. The fuel economy was clearly the thing about the GS 450h that impressed us most, but the hybrid also benefits from all the styling, interior and chassis upgrades afforded the standard GS 350, as detailed in our First Drive. We're quite fond of the GS overall, and while we're not so sure we agree with Lexus' proclamation that the hybrid stands atop the model range – more like beside it – it is the only way to get the optional bamboo interior trim, which looks quite nice. And how else would you not-so-subtly let your passengers know that you care about the environment than to bedeck it with a sustainable plant?



Turning to matters of greater importance, our initial impression was that the GS 450h felt a lot heavier than the standard GS. Indeed, at 4,190 pounds there's nearly 400 more pounds of Lexus in the hybrid. When we did punch up the Sport-Plus mode to try and make the car feel smaller, it helped, but there was still no confusing the hybrid for the standard GS. Good thing most owners aren't going to have both cars parked side-by-side in their driveway.

But thanks to the almost-instant torque of the GS 450h's electric motors, the car can leap off the line with a good bit of aggression, though dead-stop acceleration in a hybrid is always going to feel different than it would in a V8. Smooth power delivery is the GS's forte, and the extra push of the electric motors at speed is blended with the torque of the engine as well as we've felt in a hybrid. The brakes, on the other hand, still feel like regenerative brakes. They bite like real brakes, but then the hybrid system's computer takes over the car's deceleration and your attempts at modulating them will go for naught. This is probably the biggest impediment towards making a hybrid sports sedan feel "right," and suffice it to say that Lexus has yet to find that magic.



But it has found the right trade-off between performance and fuel economy. While this "top-of-the-line" model isn't any faster than the GS 350, and given its weight penalty it's not the standard model's dynamic equal either, the GS 450h still seems more like what a hybrid Lexus should be. Lexus made a big deal at its introduction about the GS 350 being a "no compromises" sports sedan, but the irony here is that Toyota's engineers made a lot of good compromises to make the hybrid turn out this well.

Pricing of the GS 450h won't be announced until March 2012, ahead of an April release. Lexus is holding firm on the GS 350 at a base price of $46,900 (plus $875 handling), but there's no telling if it will do similarly with the hybrid. The outgoing GS 450h carried a hefty $12,050 price premium over the base GS, but did include a higher level of standard equipment. Lexus has some ambitious expectations for the hybrid GS, especially when you consider that it hasn't cracked four-digit sales since 2007. Lexus reps said they expect 10 percent of GS sales to be hybrids, which would put annual sales of the GS 450h at about 2,400. Yes, that's a projected 800 percent improvement.



But before we deride this as simply crazy talk, it's worth reflecting on the most recent hybrid to join the Lexus lineup, the 2011 CT 200h. The 42-mpg compact hatchback has far outpaced expectations, selling over 12,000 units through November. Its raison d'etre is to offer high mileage first, albeit wrapped in a sporty package. That the GS 450h is now following suit shows that perhaps Lexus has finally decided paying fealty to fuel economy makes as much sense for it as it does for Toyota.

Der neue BMW ActiveHybrid 5 im Test

Lissabon (Portugal), 31. Januar 2012
Die starke Steigung geht unser schwerer Wagen rein elektrisch an. Nach ein paar Metern schaltet sich beinahe unmerklich der Sechszylinder-Verbrenner zu. Wir sind im neuen BMW ActiveHybrid 5 unterwegs, dem jüngsten Hybrid-Spross der Bayern.

Auftritt extrem wichtig
Der 5er als Vorzeige-Business-Limousine der Bayern ist optisch bekannt, oder? Beim Hybrid-Modell scheint es BMW offenbar sehr wichtig, dass die Antriebsart als solche von außen erkennbar ist. So prangt an den C-Säulen die Modellbezeichnung "ActiveHybrid 5" mit richtig fettem Bling-Effekt. Ein Schelm, wer sich fragt, warum bei sämtlichen anderen 5ern die Motorisierung nicht derart zur Schau getragen wird.

Spezial-Navi ist Serie
Innen hält der Hybrid, was das Kürzel "5er" dem Fahrer verspricht: Großzügiges Platzangebot, tolle Sitze, elegant unterkühlter technischer Stil und perfekte Verarbeitung. Das Navi gehört zum Serienumfang und dies hat seinen Grund: Wenn dem ActiveHybrid 5 ein Ziel vorgegeben wurde, ermittelt das Hybrid-System an Hand topografischer Navi-Daten, wann welcher Fahrzustand optimal eingesetzt werden kann. Außerdem kann der technikinteressierte Insasse am Multimedia-Bildschirm die Energie-Flüsse seines Fahrzeugs überwachen. Zudem wird per Balkendiagramm dargestellt, ob wir gerade Energie verschleudern oder durch Rekuperation in kleinen Dosen zurückgewinnen. Eine Vierzonen-Klimaautomatik und eine Standklimatisierung gibt BMW dem Hybrid-5er auch noch serienmäßig mit.

Weniger Stauraum

Eine Platzeinbuße muss aus dem Kofferraum vermeldet werden: Dort passen jetzt nur noch 375 Liter Gepäck hinein. Die hinter den Rücksitzen verbaute Lithiumionen-Batterie macht sich mit allem Drum und Dran auf 145 Liter Raum breit. An der Kofferraum-Innenverkleidung wird natürlich mit einem breiten "ActiveHybrid Power Unit"-Schriftzug auf den Platzräuber hingewiesen. Und wer keine anderen Sorgen hat: Die zu Tode zitierten und eher selten transportierten Golfbags passen auf jeden Fall noch in ausreichender Zahl ins Heck.

Zweimal Komfort
Die Fahrwerkseinstellung "Normal" ist bei der 5er-Limousine verschwunden. Jetzt nennt sich dieser Modus "Comfort" – noch weicher wird es mit "Comfort plus". Diese Einstellung ist allerdings nur im Rahmen der Dynamischen Dämpfer Control gegen 1.300 Euro Aufpreis zu haben. Den optimalen Sparmodus ruft der Fahrer mit "Eco pro" auf. Und wer mal wieder richtig rauftreten möchte, kann sich in den Leveln "Sport" und "Sport plus" austoben. Comfort passt für ermüdungsfreie Fahrten über Stunden – selbst bei gehässigen Geschwindigkeits-Buckeln müssten wir eigentlich nicht abbremsen, da der Wagen sanft über sie hinwegbügelt. Comfort plus scheint eher für den klassisch veranlagten Amerikaner gedacht zu sein: Uns ist diese Stellung ein bisschen zu schwammig. Sport und Sport plus bringen einen deutlichen Dynamik-Gewinn und lassen die Insassen spüren, wie athletisch so eine große Hybrid-Limousine unterwegs sein kann. Die Lenkung passt zur jeder Einstellung perfekt: Bei Comfort plus ist sie watteweich und bei Sport plus schön direkt.

Kleine E-Maschine zum Sparen
Beim ActiveHybrid 5 arbeitet ein Sechszylinder-Reihen-Benziner samt Twinturbo-Aufladung mit einem Elektromotor zusammen. Der Verbrenner leistet 306 PS, die E-Maschine ist für 40 kW (55 PS) gut. Die maximale Systemleistung gibt BMW mit manierlichen 340 PS an. Zum Drehmoment steuern der Sechszylinder 400 und der Elektromotor 210 Newtonmeter bei. Das Gesamtsystem generiert bis zu 450 Newtonmeter. Das Elektro-Aggregat bezieht seine Energie von einer flüssig gekühlten Lithiumionen-Batterie mit 96 Zellen. Der Hochvoltspeicher hält voll geladen 1.350 Wattstunden bereit. Schon an den trockenen Daten lässt sich ablesen, dass die Bayern hier keinen fahrenden Vorwurf auf die Räder stellen wollten: In 5,9 Sekunden geht es von null auf 100 km/h, bei 250 km/h wird elektronisch abgeregelt. Das Ganze soll mit einem Durchschnittsverbrauch von 6,4 Liter pro 100 Kilometer einhergehen. Bei unserer Testfahrt zeigte der Bordcomputer Verbräuche zwischen 6,9 und 9,0 Liter an.

Kaum zu merken
Wir fahren los und sind lokal emissionsfrei unterwegs: Der Elektromotor reicht, um vom Parkplatz zu rollen. Unter idealen Bedingungen sollen vier Kilometer rein elektrische Fahrt mit Geschwindigkeiten von bis zu 60 km/h drin sein. Obwohl dies gerade für den Stadtverkehr wünschenswert wäre, ist dort die elektrische Reichweite wegen der vielen Abbrems- und Anfahr-Vorgänge deutlich kürzer. Einen Knopf zum Erzwingen der rein elektrischen Fahrweise gibt es nicht: Das Steuerungssystem entscheidet selbst, wann und wie viel Energie aus dem Akku freigegeben wird. Im Modus Eco pro fühlt sich die Steuerung am ehesten bemüßigt, auf die lokal emissionsfreie Fahrweise umzuschwenken. Außerdem wird jetzt energiesparend klimatisiert, was zum Beispiel ein etwas langsameres Runterkühlen des Innenraums bedeutet. Das Zuschalten des Verbrenners hören wir leise und erkennen es natürlich an der nach oben schnellenden Nadel des Drehzahlmessers. Zu spüren ist nichts – der Zuschaltvorgang verläuft vollkommen ruckelfrei.

Segeln und Rekuperieren
Auch Segeln kann der Bayer ziemlich schnell: Bis zu Geschwindigkeiten von 160 km/h wird der Antriebsstrang entkoppelt, um Widerstände zu minimieren. Nur noch vom Luft- und Rollwiderstand gebremst, gleitet der Wagen dann mit minimalem Geschwindigkeitsverlust und beinahe null Verbrauch dahin – die Klimatisierung läuft wegen der Standklimatisierungsfähigkeit während des Segelns weiter. Ansonsten rekuperiert das System wo es nur kann, gewinnt also so viel Energie zurück wie möglich. Das Segeln bekommen wir immer nur sehr kurze Zeit hin, dann ist der Sechszylinder wieder mit von der Partie. Auch hier spüren wir rein gar nichts von der Regelung.

Sport mit acht Gängen
Der Elektro-Synchronmotor des ActiveHybrid 5 sitzt im Gehäuse der Achtgangautomatik an der Stelle, wo vorher der Drehmomentenwandler seinen Platz hatte. Die Schaltung arbeitet unmerklich und wir können mit enormer Dynamik über den Asphalt pfeifen. BMW wäre nicht BMW, wenn der Elektromotor nicht auch noch zur Fahrspaßerhöhung beitragen muss: Beim Beschleunigen kann er dem Verbrenner unter die Arme greifen und somit für gehörigen Vortrieb sorgen. Dabei lassen sich die acht Gänge auch passend mit Schaltpaddles einlegen. Ein Start-Stopp-System ist beim Hybriden selbstredend mit dabei.

BMW X6 Facelift 2012

München, 26. Januar 2012
Seit der Markteinführung des BMW X6 im Jahr 2008 verkaufte sich das SUV-Coupé 150.000-mal – damit wurden sogar die Erwartungen des Münchner Herstellers übertroffen. Um den Erfolg des X6 aufrecht zu halten, schicken die Bayern ihr Coupé zur Modellpflege. Auf dem Genfer Autosalon (8. bis 18. März 2012) ist der neue BMW X6 erstmals zu sehen. Ab Mitte Juni kommt das neue Modell auf den Markt. Die Preise hat BMW noch nicht bekanntgegeben.

Kleine optische Änderungen
Zur Auffrischung des BMW X6 zählt eine modifizierte Frontpartie. Die serienmäßigen Nebelscheinwerfer rücken weiter nach außen und sind von einer matt lackierten Einfassung umgeben. Die dreidimensional gestaltete BMW-Niere soll jetzt noch prominenter in Erscheinung treten. Neu im Programm sind adaptive LED-Scheinwerfer, die optional anstelle von Bi-Xenon-Scheinwerfer geordert werden können. Als Rückleuchten dienen jetzt jeweils zwei LED-gespeiste Lichtbänke. Das Programm der Außenlackierungen wurde um die Töne Marrakeschbraun, Orionsilber und Midnightblau erweitert. Im Interieur ist die Lederausstattung in den neuen Farben Vermilionrot, Schwarz und Elfenbeinweiß zu haben. Zur Serienausstattung des neuen X6 gehören 19-Zoll-Räder, die gegen Aufpreis auch gegen 20-Zöller getauscht werden können.

M Sport Edition
Wer es gerne sportlich mag, kann beim X6 auf die neue M Sport Edition zurückgreifen. Zum Serienumfang gehören dann 20-Zoll-Leichtmetallräder im M-Design, adaptive LED-Scheinwerfer, eine schwarze Einfassung für die Nebelscheinwerfer und M-Einstiegsleisten. Der Innenraum wird standardmäßig um Sportsitze mit Memory-Funktion, ein M-Lederlenkrad mit Schaltwippen und eine Edelstahlpedalerie erweitert. Das Interieur wird mit der M-typischen Alcantara-/Lederkombination ausgekleidet, der Dachhimmel ist in Anthrazit gefärbt.

M50d ergänzt die Motorenpalette
Die Motorenpalette des BMW X6 bleibt weitestgehend wie gehabt. Das Einstiegsmodell bildet der X6 xDrive35i mit einem 306 PS starken Reihen-Sechszylinder-Benziner, der xDrive50i behält den V8-Motor mit 407 PS. Als Einstiegsdiesel dient weiterhin der xDrive30d mit 245 PS, darüber rangiert der xDrive40d, der es wie der kleine Ottomotor auf 306 PS bringt. Ab Frühjahr 2012 kommt der xDrive30d optional mit AdBlue-System und Harnstoffeinspritzung sowie NOx-Speicherkatalysator. Dadurch erfüllt der Selbstzünder die Bestimmungen der ab 2014 gültigen Euro-6-Abgasnorm. Die Topversion bildet wie zuvor der 555 PS starke X6 M. Darunter angesiedelt ist der neue M50d mit 381 PS.