2009 Infiniti FX35

The 2009 Infiniti FX will continue to use a 3.5-liter VQ engine to power the base model. Some speculated the 3.7-liter engine found in the G37 would appear under the hood of the FX to distance it from the new EX35, but that won't happen. Instead of a slight difference in displacement, the V-6 crossovers will be separated by only a few horsepower and a pair of gears in the transmission.
To be specific, the FX35 will produce 303 hp and 262 lb-ft of torque. That's an increase of 28 hp, but a loss of 6 lb-ft of twist compared with the outgoing FX35. Both rear-wheel-drive and all-wheel-drive models use a new seven-speed automatic transmission with manual override and rev-matching downshifts. Magnesium paddle shifters are available for those who wish to maximize the effectiveness of the manu-matic option.
The FX35 will not be available with the 21-inch Enkei rims found on the FX50. Base models make do with 18-inch alloy wheels, but 20-inchers with a metallic finish are available. Another difference between the FX50 and FX35 is only the FX50 will have the option of active rear wheel steering.
Inside the FX, the V-8 model has an 8.0-inch information display to the V-6 model's 7.0-inch display. Features like heated and cooled seats, driver's seat memory function, aluminum pedals, and Bluetooth capability are optional on the FX35, but standard on the FX50.
Click the links below for high-resolution FX images, as well as our coverage of the FX50 that was recently unveiled in Geneva.

2009 Pontiac Solstice Coupe

The Pontiac Solstice wowed 'em at the 2002 Detroit auto show. Of course, a sexy set of twins will do that. As you may recall, the Solstice was shown as both a coupe and a convertible. But while the roadster was fast-tracked for production, its hardtop sibling was left behind.
"We were all about the roadster, then all the things that came after," says chief engineer Bruce Kosbab, who heads development of GM's small, rear-wheel-drive Kappa platform. He claims that when the Solstice was being engineered, no thought was given to eventually adding a hardtop variant. But about a year and a half ago that changed, and work began on the car you see here, the Pontiac Solstice targa, which should reach dealers next spring.
"We originally wanted to do it as a coupe," says Jim Fleming, who oversaw the car's design. "But there are a lot of legal ramifications to taking a convertible and making it into a fixed hardtop. It would be much more involved, because you'd have to change all your front header structure, windshield, and all those pieces. We'd have to look at roof-rail air bags, pieces like that, and that gets into a big technical challenge. So as we started working on the program and what it would take to do it, a targa became the natural choice."
Therefore, all Solstice hardtops will be targas, with a lift-off center section. That panel weighs approximately thirty pounds, thanks to a relatively lightweight materials mix of SMC (sheet-molding compound) over a magnesium frame. The entire rear roof section also is made of SMC, and it neatly replaces the rear-hinged deck lid of the roadster. Otherwise, the hardtop and the convertible share all exterior body sheetmetal-including rear quarter panels-and fascias.
Despite those constraints, the designers were able to fashion a treatment that stays true to the original coupe concept created by designer Franz von Holzhausen (now at Mazda).
"We started with the 2002 concept vehicle," says exterior designer Jose Gonzalez, who is well-versed in the Solstice, having done three SEMA-show concepts of the car: the single-seat SD-290, the GXP-R, and the Club Sport Z0K. "But we wanted a more contemporary DLO [side-window opening]. So we got rid of the [external] B-pillar and stretched it all the way back."
The designers were able to retain the concept's beautifully shaped hatchback window glass, which is emphasized by a crease that starts above the A-pillar and runs back, down around the bottom of the rear glass, and then back up the other side. "That spline gives the car a more aggressive feel," says Gonzalez. Fleming ads: "The original concept was very British-roadster inspired, and when we were working on this, we wanted to be a little bit more racy, a little bit more aggressive."
The coupe may look aggressive, but the addition of a hard top won't significantly alter the Solstice's on-road demeanor. Kosbab estimates that the two cars' structural rigidity is pretty much the same and that the weight difference between the two is only about twenty pounds. Thus, the suspension is essentially unchanged, as are the powertrains: a 173-hp, 2.4-liter four-cylinder in the base car and a turbocharged, 260-hp, 2.0-liter engine in the GXP.
Although it's mechanically identical to the roadster, the coupe is a bit more practical. Peek under the deck lid of a Solstice roadster, and you'll find the folded fabric top and a large mound under which lives the fuel tank and its evaporative canister. What you don't find is much actual storage space. There was no folding top to worry about for the coupe, so the evaporative canister could move, meaning the cargo floor could be flattened and lowered to the point where it might actually accept a piece of luggage. Not a big piece, but something, and there are a few cubbyholes built into the floor as well. (In all, there is about 5.6 cubic feet of space in the trunk.) Unfortunately, one item that can't be stashed back there is the targa top. To make amends, Pontiac will offer an optional Lotus Elise-style canvas top that can be collapsed and stored onboard.
We hope the success of the minimally invasive surgery that created this shapely coupe from the Solstice roadster entices GM to further experiment with the Kappa platform. Kosbab is mum about future Kappa variants-except to say that there will not be a Saturn Sky version of this car. That's OK; but how about something along the lines of the sleek Chevrolet Nomad concept? That would be pretty cool, too.
Click the link below for high-resolution Solstice coupe images, as well as Pontiac's other New York arrivals.

2009 Mercedes-Benz M-class

The current-generation Mercedes-Benz M-class has been on sale for three years, so a face-lift was in order. Its arrival coincides with the introduction of the ML's new, Bluetec powertrain, which finally provides diesel performance that's clean enough to be sold in all fifty states, even emissions-finicky California. (Bluetec also hits the R-class minivan and the GL-class large SUV this fall.)
The ML's face-lift itself is the usual fare: a new, three-louver, bigger grille; a larger three-pointed star; new side mirrors; new roof rails; and bolder headlights and taillights. (Like all automakers, Mercedes is maximizing LED and projector-beam lighting technology to create new and interesting shapes for its headlights and taillights. During a sneak preview of the new ML last December at a styling studio in Stuttgart, Germany, Mercedes operatives dimmed the room lights so that we could see the new headlights in action on the face-lifted ML, CLS four-door coupe, and SLroadster.)
Inside, the ML is available with richer materials, including full leather stitching for the dash. There's a new steering wheel, a new seat design, and, more important, the latest generation of Mercedes-Benz's telematics system, including the logical Comand interface that debuted on the S-class. Hurray for that. The usual array of revised wheels will be offered, and the PreSafe accident-anticipation-and-avoidance system is now standard.
Naturally, the ML's face-lift extends not only to its V-6 and V-8 gasoline models and the ML320 Bluetec but also to the ML63 AMG. Next year, look for an ML equipped with the two-mode hybrid powertrain that GM developed with assistance from Mercedes and BMW.

2009 Hyundai Genesis Coupe

After appearing in lightly disguised "concept" form at last fall's L.A. auto show, Hyundai's Genesis coupe now presents itself in showroom-ready trim. Riding on a cut-down version of the Genesis sedan's rear-wheel-drive platform, the coupe has a wheelbase that is 4.6 inches shorter, and its overall length is trimmed by 13.6 inches.
The sedan's V-8 engine is nowhere to be seen, but the coupe will get the four-door's 3.8-liter V-6, here bumped up to 310 hp, as well as a 2.0-liter turbocharged four good for 223 hp and 217 lb-ft of torque. A six-speed manual gearbox is standard with either engine, and optional automatics will sport five gears (four-cylinder) or six (V-6). A four-wheel independent suspension is standard, as are stability control and antilock brakes. An optional Brembo brake package boasts larger discs and monoblock, four-piston calipers. A limited-slip differential is also available.
The Genesis coupe will be Hyundai's first serious performance car, and the factory promises a 0-to-60-mph time of "under six seconds" for the V-6 (no word on the turbo four) and top speeds of 149 mph (V-6) and 137 mph (four-cylinder).
The car's closest current competitors may be the Infiniti G37 and the Ford Mustang, but the Genesis coupe could also be seen as the second coming of the Nissan 240SX. Widely ignored while it was still in production, the 240SX has achieved fame in the decade since its cancellation as a favorite steed for drifting competitions and for drift fans who want to share in the tail-out good times. A price starting in the low $20,000s should put the Genesis coupe within reach of that market, but whether it will pick up that tire-smoking thread is something we won't know until next spring, when the car goes on sale as a 2010 model.

The Volvo XC60 is making its North American debut at the 2008 New York show.
We got our first glimpse of the XC60 in concept guise at the 2007 Detroit show just over a year ago. The S40-based utility will make its production debut in Geneva next month.
The 2009 XC60 will be the brand's first foray into the increasingly crowded small premium crossover segment - it will join other alphanumeric utes like the BMW X3, Acura RDX, Land Rover LR2, and the upcoming Mercedes-Benz GLK. Volvo hopes to appeal to current customers with the XC60 and sees it as the next step up for C30 buyers.
U.S.-bound XC60s will get motivation from Volvo's turbocharged inline-six T6 engine, which produces 281 hp. All-wheel drive will be standard.
The expected host of Volvo safety features is joined on the XC60 by a system called City Safe. When driving at low speeds the car will automatically apply the brakes if it senses an imminent collision. Volvo claims this is the first vehicle to offer such anti-rear-ending technology as standard. President and CEO Fredrik Arp even went as far as saying that this is "the safest Volvo ever."
The styling is a toned-down version of what we saw on the concept with a profile that Volvo describes as coupe-like (a la BMW's X6). The interior has the same Swedish cleanliness we're used to.
The XC60 should arrive in the U.S. in early 2009 and we'll give you more details once Volvo officially announces the vehicle in Geneva.
Click the links below for high-resolution XC60 images, as well as coverage of the 2007 concept.

2009 Acura TSX

Acura has released more official information on the all-new, 2009 Acura {{{TSX}}}, which debuts next month at the New York auto show and goes on sale at the end of April. The 2009 TSX does not change radically from the old; it's still a front-wheel-drive, compact sedan powered by a normally aspirated four-cylinder engine. Turbo fans who hoped Acura would install the turbocharged four-cylinder engine from its small crossover, the RDX, in the 2009 Acura TSX sedan will be disappointed. The engine's intercooler would not fit under the TSX's streamlined hood, and it would have added weight, complexity, and cost to the car.
Instead, Acura appears to have concentrated on refining what was already a very successful formula. Acura says that the 2.4-liter four-cylinder engine will provide better midrange performance, especially when blasting out of corners, thanks to a higher compression ratio, revised valve timing, and tweaks to intake and exhaust. Power is up to 201 hp, and torque is 172 lb-ft (with manual transmission). Fuel economy is expected to be 21/30/24 mpg (city/highway/combined, with the five-speed automatic transmission; ratings fall slightly with the 6-speed manual transmission).
The real TSX powertrain story is yet to come: within a year, Acura will become the first Japanese automaker to offer a diesel engine in the United States, when it introduces the European-market Honda Accord's 2.2-liter four-cylinder diesel. This engine will meet 50-state emissions standards without the use of urea-injection, Acura insiders claim, through an advanced catalyst. The engine makes 148 hp and (more importantly) 258 lb-ft of torque in the Accord.
The 2009 Acura TSX is still a tidily proportioned car, but it's some 3 inches wider than its predecessor, with a 2.6-inch-wider track and a 1.3-inch-longer wheelbase. Overall length is up marginally, 2.4 inches. Acura claims that the wider track and new dual-mode suspension dampers make for better handling.
In terms of styling, the TSX has the same muscular, angular lines that we've seen in other Acura products, most recently in the face-lifted RL that debuted at the Chicago auto show. The prow-style grille, specifically, adheres to the new Acura family look.
Inside the 2009 Acura TSX, you'll find evidence of Acura's desire to provide TSX buyers, 50% of whom historically have been women, with the opportunity to have all the same goodies you can get in Acura's other products. Bluetooth, a USB port, and a 7-speaker CD stereo are standard. The optional technology package includes a navigation system with traffic and weather reports and traffic re-routing. And, of course, the Panasonic-engineered, ten-speaker surround sound ELS stereo system that debuted several years ago in the TL is also part of the technology package.
Acura has not yet announced pricing for the 2009 Acura TSX, but we would expect them to roughly mirror those of the outgoing car and to range from about $29,000 to the mid-$30,000s.

2009 John Cooper Works Minis - North American Debut

The Mini John Cooper Works is making its North American debut at the 2008 New York show.
For those disappointed by the Mini's recent weight gain, both in three-door and Clubman guise, there's hope with a new performance variant. The new John Cooper Works cars bring even more torque and improved handling to the British-Bavarian table.
Starting with the 1.6-liter turbocharged four-cylinder found in the Cooper S, JCW Minis get a modified engine that is very similar to that of the John Cooper Works Challenge series cars. Boost gets a considerable, well, boost, from 13 psi in the Cooper S to nearly 19 psi. Engine internals are beefed up to handle the increased heat and output. The four-banger's breathing is aided by a reworked air filter, turbo, and exhaust, which also gives the JCWs a unique sound. All of these changes add up to 207 hp at 6000 rpm and 192 lb-ft of torque between 1850 and 5600 rpm. If that weren't enough, boost is turned all the way up between 2000 and 5300 rpm bringing torque to 207 lb-ft. A modified 6-speed manual handles the excess(ive?) torque.
Putting all of that twist to the road will be the job of a tweaked chassis. A sport button changes the electric-assisted steering to a more, you guessed it, sporty program with higher steering torque, and also changes the sensitivity of the accelerator pedal. A sport suspension comes standard and can be augmented with optional harder dampers and stronger stabilizers front and rear. There is also an available John Cooper Works chassis that lowers the car by 10 millimeters and replaces the dampers with still harder ones while the stabilizers are an even larger diameter. Regardless of the suspension option, there's less unsprung weight to contend with thanks to lighter rims and brakes - the unique 17-inch alloy wheels weigh less than 22 lbs each.
All of these changes will allow the traditional three-door Mini to scoot to 62 mph in 6.5 seconds, while the slightly larger Clubman does the job in 6.8. Either body style will be able to reach 148 mph and the Mini's already-huge speedometer will display 160 mph on the Cooper Works cars.
Other interior upgrades that may not portend the JCW cars' increased sporting potential include an anthracite headliner and gloss piano black trim. And since no Mini is complete without a slew of dress-up bits, the full line of Mini options and accessories will be available on the cars, along with John Cooper Works performance and appearance parts.
The Mini John Cooper Works and John Cooper Works Clubman will be the first JCW models built for customers at Mini's Oxford factory. Prior to Mini's purchase of the John Cooper Works brand, JCW kits were offered as a dealer-installed option.
The factory-built cars will make their debut at this year's Geneva show. U.S pricing hasn't been announced, but expect a premium of a at least a few thousand dollars over the Cooper S.

2010 Pontiac G8 Sport Truck

More than twenty years after the death of Chevrolet's famous El Camino, General Motors is giving Americans another chance to own a new car-based pickup. But like Pontiac's defunct GTO, this icon returns with a bit of an Australian accent.
And it won't get the El Camino badge.
Previewed at the 2008 New York auto show, the 2010 Pontiac G8 sport truck is essentially a lengthened G8 sedan - sans a back seat and trunk. Instead, GM's performance division worked a truck bed onto the G8's body, which first originated in Australia as the Holden Commodore. And like the G8's Holden cousin, the sport truck has already been an overseas hit as the Holden Ute.
Powered by the same 6.0-liter V-8 engine in the G8 GT, the sport truck (a temporary label for the vehicle, consumers can choose the Pontiac's final name at http://zerocars.blogspot.com/) will put out 361 hp and 385 lb-ft of torque. Mated to a six-speed automatic transmission, Pontiac says the G8 sport truck can blast from 0 to 60 mph in 5.4 seconds, just a hair behind the G8 GT sedan.
Covering the 74-inch cargo bed with an available tonneau cover should help improve track times, but for those wanting a true American "Ute" work-car, the cargo bed will hold a little more than one-half ton and the Pontiac can tow up to 3500 pounds. To handle extra weight, GM stretched the G8's wheelbase by four inches, adjusted the rear suspension, and reinforced the G8's key structure areas with 60 new components.
However, there aren't many new components inside the G8 sport truck's cabin. Drivers will notice the same dashboard, controls, and options that adorn the G8 sedan, as well as 8.5 sq-ft of additional storage space behind the front seats.
We expect the sport truck could get Pontiac's G8 GXP treatment - a 402-hp, 6.2-liter V-8 engine - as early as the 2011 model year. This, of course, provided it doesn't speed to the fate of its forefather El Camino.
The 2010 sport-truck-to-be-named-later will arrive in showrooms in late 2009.
Click the links below for high-resolution G8 sport truck wallpaper images, as well as coverage of the G8 GXP.

2009 Nissan Maxima

Nissan plans to bring the 2009 Maxima back to its Four-Door Sports Car roots. The goal for the new Maxima was to create "the best performing front engine, front-wheel drive car in the world."
To achieve greater performance, the Maxima now produces an estimated 290 hp, 261 lb-ft of torque from its 3.5-liter V-6. The VQ engine boosts its output by 35 hp and 9 lb-ft compared to the 2008 Maxima. That power is put to the front wheels via a revised CVT transmission which features paddle shifters and a drive sport mode. Nissan's engineers have specifically focused on eliminating torque steer from the Maxima.
Individuals looking to squeeze the maximum amount of performance out of the Maxima would be wise to opt for the 19-inch rims and performance tires in place of the standard 245/45R18 all-season rubber. The four-wheel vented rotors employ ABS, electronic brake force distribution, and brake assist to keep occupants safe during panic stops.
Maxima's exterior is much more exciting than the outgoing car. The Maxima now evokes sporty pretentions as well as a touch of luxury. Bulges on the hood and fenders separate Maxima from other sedans in the class. A 1.9-inch shorter wheelbase combines with a wider track (1.4-inches front and 1.2-inches rear) to make driving a bit more exciting. We're most intrigued by the Maxima's "shoulders." Such a design element looks good on a rear-wheel-drive car, but it makes little sense on a car that is only offered in front-wheel drive.
Inside, the Maxima is more luxurious and offers the usual assortment of electronics. Everything from Bluetooth to iPod connectivity to a navigation system with XM traffic is available. Drivers will notice the shifter is now closer to the driver's seat and the steering wheel has been redesigned.
Click the link below for high-resolution Maxima images.

2009 Pontiac G8 GXP

Pontiac's growing GXP lineup has just gained a flagship. The enthusiast division will show a higher-performing G8 at the 2008 New York auto show.
The baddest Holden-turned-Pontiac gets GM's 6.2-liter LS3 small-block V-8, producing 402 hp and 402 lb-ft of torque - 41 hp and 17 lb-ft more than the L76-powered G8 GT. Pontiac predicts a 0-to-60-mph time of 4.7 seconds, with the quarter mile taking 13.0 seconds at 108 mph.
The GXP comes with the six-speed automatic transmission found in the G8 GT but adds a three-pedal option with a Tremec TR6060 six-speed manual. A limited-slip differential is standard, as are Brembo brakes.
Exterior changes are subtle and include revised front and rear fascias. Nineteen-inch polished and machined aluminum wheels are tucked neatly under the G8's flared fenders. Inside, passengers will be greeted by bolstered GXP-embroidered seats.
Pricing hasn't been announced yet, but we expect the GXP to come in right around $35k. For those looking for less power and a similar reduction in weight, Pontiac is also showing a G8 sport truck in New York that will arrive for the 2010 model year.
Click the links below for high-resolution G8 GXP images as well as coverage of the G8 sport truck and Holden's Coupe 60 concept.

2009 Renault Megane Trophy

If there's one French recipe we love, it's this: take a mundane Renault economy car, fit it with wild bodywork, and shoehorn a powerful motor in lieu of a rear seat. That procedure worked wonders for cars like the 5 Turbo and Clio Renault Sport, and it looks as if the new 2009 Renault Megane Trophy, unveiled at this week's Paris motor show, will be no exception.
We'll give Renault some credit - we were expecting to see the new Megane, completely restyled and re-worked for 2009, but we weren't expecting to see this. And how could we not? With a track as wide as the Champs-Elysees and an extremely chopped roofline, the Megane Trophy has the visual gravitas of a true sports car - or at least its 5 Turbo ancestor.
It does, thankfully, carry some performance credentials to match. Behind the cockpit lies a Nissan-sourced 3.5-liter V-6, tuned to the key of some 360 hp. Renault claims that 30-hp boost comes courtesy of forced-air induction, which is ducted through a scoop mounted just above the windshield.
Incredibly, Renault says the Megane Trophy can turn similar lap times to a Porsche 911 GT3, but we may never see for ourselves. The Megane Trophy will be relegated to Renault's one-make Eurocup Megane Trophy series - and while that may make for some interesting spec-racing, we'd love to see one of these mix it up with a GT3 out at Le Mans.

2009 Ford Ka Tattoo, Digital Art, and Grand Prix Editions

Although the 'world debut' of the all-new 2009 Ford Ka was technically at the 2008 London show, that's not stopping Ford from celebrating the new subcompact at the Paris motor show. In fact, it managed to unveil three special-edition models, hoping to attract design-oriented shoppers.
If they're into technical details, perhaps they'll most enjoy the Ka Tattoo. Finished in a pearlescent white paint, designers have applied an unusual swirling design - supposedly reminiscent of body art - throughout the vehicle's exterior. It also manages to appear within, where it's embossed into the Ka's leather seating.
According to Ford, the Ka Digital Art brings a "vibrant street fashion" to the new subcompact. By that, we assume it means "neon green accents" - the color is liberally applied to the Ka's grille, and also with side and roof stripes. The hue continues inside, where it's found on both seat inserts and dashboard trim panels.
Our favorite of the three is perhaps the Ka Grand Prix (pictured), which gives the little Ka some racing flair. Externally, the Grand Prix is nearly identical to the Ka Digital, but uses white accents on a bright red body. Look closely; you may even see a checked flag motif on the hood stripe. Inside, the Grand Prix has red seats with white inserts, while the dashboard is given contrasting white accents.

2009 Smart ForTwo EV

Though it made its first auto show debut at the 2008 Paris motor show, the electrically-powered Smart ForTwo ED has already been revealed for quite some time now.
The unfortunate acronym implies the ForTwo abandons its three-cylinder in favor of an electric drive system. Aside from using a lithium-ion battery, we don't have a lot of specifications - for whatever reason, Smart saw fit to skimp on those details when writing its press release.
Instead, the release focuses on the ForTwo ED's inclusion in the "e-mobility Berlin" project, which attempts to create a viable infrastructure and market for electric vehicles in the German city. While utility company RWE is installing 500 charging stations throughout the city, Smart's lending 100 cars for testing - much like it did in London in 2005.
Ultimately, Smart hopes to produce the ForTwo ED in droves - but that time isn't yet. Daimler chairman Dieter Zetsche previously said he'd like for an electric smart to be available by 2010, but details - notably battery costs and purchase plans - have yet to be fully developed.