The Chicago auto show is here, and one of the first reveals is the new Hyundai Elantra Coupe, as well as the GT hatchback.  While the GT Hatchback isn’t exactly new (more on that in a minute), the Elantra Coupe is.

Designed to compete with the Civic Coupe and the Kia Forte Koup, the Elantra 2-door takes Hyundai’s “fluidic sculpture” into a sportier package.  It’s a good looking car in my eyes, with a traditional coupe roofline and an abbreviated, swoopy tail.

With how well US sales of the new Elantra have gone (have you noticed they’re everywhere?) it makes sense that Hyundai would expand the lineup with some additional models – and a coupe and hatchback are probably a good place to start, considering corporate sister Kia’s Forte has all three as well.

The interior is largely the same as the normal Elantra too.  Power comes from the 1.8L I4 shared with the sedan, with 148 horsepower mated to a 6-speed manual or automatic transmission.  With the 6-speed manual it will deliver 29 city and 40 highway MPG (a Civic with a 5-speed does 28/36, for reference) and 28/39 with the automatic.

The Coupe uses the same MacStrut/Torsion beam setup as the sedan, but tuned for better handling, with the SE model receiving 215/45/17 tires and an even stiffer setup.  The Coupe will be in dealers this spring.

The Elantra GT is basically an Americanized version of the European i30 hatchback.  Again, a somewhat conventional car – you don’t become profitable by selling rotary powered pickup trucks – but the key point with the GT is it’s weight.  At 2,784lbs for an automatic, it’s 175lbs lighter than a Focus, 151 lighter than a Mazda3, and 222 lighter than a Golf, thanks to the use of 57% high tensile strength steel in the chassis.  The GT uses Macpherson struts up front and a torsion beam in the rear; it’s tuned for better handling in the GT than the sedan, with stiffer springs and dampers, lower ride height, and a thicker rear anti-roll bar.  It also has a three-position driver selectable steering setup.

It too comes with the 1.8L DOHC I4, rated at 148bhp and 131 torque with a 6-speed manual or automatic.  The GT should deliver 28 city and 39 highway regardless of transmission choice, noticeably better than most competitors except the Focus and the new Mazda3 SkyActiv. Being a hatchback it’s got a pretty useful 23 and 51 ft³ of cargo room with the seats up and down, respectively.

Both of the new Elantras will be available with the kind of goodies buyers have come to expect in this segment now.  That means things like a 7″ touchscreen navigation system and rearview camera, dual zone climate, panoramic sunroof- and of course a stereo with all the modern hookups (Sirius Satellite, USB/Aux, Bluetooth etc.)  You can also get heated seats and cupholders, automatic headlights, and steering wheel hand controls.  The Elantra GT will be available this summer.

These two Elantra models follow the Veloster Turbo and updated Genesis Coupe as part of Hyundai’s plan to introduce 7 new models in 11 months.

The M Performance line is intended to fit in between regular production BMW’s, and the full-fat M models (M3, M5, 1M Coupe, etc).  Sort of like S-Line Audis, R-Design Volvos, and AMG Package Benzes, but with a catch: all four M Performance models that are coming to the Geneva Show in March are powered by diesels.

Go cry in your beer if you want, but I’m not joking about the “Monster diesel” part.  Case in point: BMW’s 4.4L twin-turbo V8 as seen in the 550i, 650, 750i, etc makes a healthy 400 horsepower and 440lb-ft of torque.  This new 3.0L I6 diesel going into these models makes 381bhp and 546lb-ft of torque.  Yes, five hundred forty six, or 740nM if you prefer that scale.  That’s enough torque to alter the earth’s axis, according to my highly scientific calculations.  The motor uses piezoelectric direct injection and common-rail fuel delivery at an operating pressure of 2,200 bar (32,340psi), and the engine revs out to a surprisingly high 5,400rpm.  It also has stop/start tech to save fuel.

The big difference with the regular 3.0L diesels is the presence of an extra turbo – that’s right, the 50d engine is a triple-turbo setup.  Two small ones, one big one, all providing boost by 2,000rpm.  All four models will come equipped with the ZF 8-speed automatic transmission and four-wheel drive.

Of the four models (M550d, M550d Touring, X5 50d and X6 50d), the M550d will be the fastest, posting a 4.7 second 0-60 run and average 37.3mpg US (or 44.8mpg Imperial.)  That’s outrageously fast – the giant F10 5-series with a diesel is faster than the iconic E46 M3 to sixty.  Then again, it’s got another 50 horsepower and almost twice the torque, so not so suprising.

Other changes include M Performance specific suspension and steering tuning, bodywork, 19″ alloys on the 5-series (20′s on the X5 and X6) and sports seats.  The quintuplets (that’d be 12 turbos, then) are debuting at Geneva and go on sale in Europe in April.  The pricing is pretty high, though: the cheapest (M550d) will retail for €80,800, and the X6 M50d will €85,800.  Price in the US?  Nope, not for sale – something else to cry in your beer over.  Now all they need to do is shove this engine into the 3-series.  It’s good to see a definitive answer to the “Triple Turbo” question, finally!

The Boxster’s been around for 15 years now.  It’s funny that it still feels new, but I suppose a Porsche with the engine in the right place is still a fresh concept – relatively speaking.  Porsche unveiled the third generation of the mid-engined sportscar today ahead of it’s debut at Geneva, and in typical Porsche fashion they’ve made everything slightly better.

While the new Boxster looks similar to the old one – why mess with a good recipe? – the chassis is all new.  Like the 991, the new Boxster has a longer wheelbase, wider track width, and shorter overhangs.  The biggest change is a switch to an aluminum body – so even though it’s larger than the outgoing model, it’s lighter as well.  The aim was to make it handle better, go faster, and be more efficient – considering the high standards the current model sets, that’s no easy task.

Like before, it will be available in Boxster and Boxster S models.  While the previous base model was a 2.9L, the new one goes back to a 2.7L with the addition of direct injection, making ten more horsepower (265) than the old one.  The S still has a 3.4L flat six, now with 315bhp (up 5 horsepower).  Both come standard with a 6-speed manual, and a 7-speed PDK twin-clutch is an option.  The Boxster will acheive 30.6 combined MPG, and the S is hardly worse at 29.4 – quite good for sports cars.

With the PDK, the Boxster will do 0-60 in 5.4 seconds, or 4.7 for the Boxster S.  Like other Porsches, a Sport Chrono package will be available with some high-tech goodies: dynamic transmissions mounts (first seen in the GT3) and a torque-vectoring diff are both mentioned in the press release, and there’s probably more to it than that.

The new Boxster will surely be a corner-carver, but the changed dimensions mean it’ll be more liveable: track width and wheelbase are basically what define the space of the cabin.  The convertible top is now fully electric (as is the power steering, worryingly) and no longer has the hard tonneau cover.  Like the rest of the lineup, the Boxster is also switching from the old vertical style dashboard to a slanted one like the Carrera GT’s.

Styling-wise, the Boxster is instantly recognizable, even if it’s all new.  The biggest eye-catcher for me are the gigantic air intakes on the side.  The treatment of the tail lights is really neat: the integrated spoiler stretches out through them, fading out as it reaches the edge of the car, giving them some texture.  Of course, there are LED running lights and the Boxster’s characteristic “butt” is still there.  It’s great looking right off the bat – one wonders why they couldn’t have made the Panamera look this good!

The new Boxster will debut at the Geneva show in March, with European sales this spring and US sales this summer.  The Boxster will be priced from $49,500 and the S from $60,900 plus $950 destination when it arrives.

Next year, the Corvette will be eligible for AARP membership.  America’s sports car will be turning 60 years old, and the boys at Chevy have a surprise planned for the anniversary: the 427 Convertible.  Thankfully it’s more than just a stripes and stickers package, (I’m looking at you, 40th Anniversary Corvette!) what with the LS7 under the hood.

The 427 Convertible will be the first time that the Z06′s LS7 (7.0L) V8 will be available in a drop-top Corvette.  Previously, the top dog convertible was the Grand Sport, which featured the LS3 6.2L V8 with goodies like dry-sump lubrication and launch control.  With 427ci of displacement, there’s now a healthy 505bhp and 470lb-ft torque, making it the most powerful convertible ‘Vette they’ve made yet.  A 6-speed manual transmission is the only choice, and the 427 will have the beefier driveshaft and rear axle from the Z06 as well.

Other performance goodies include dry-sump lubrication, GM’s Magnaride adaptive damping system, lightweight staggered 19″/20″ alloys with sticky Michelin Pilot Sport PS2′s, and carbon fiber hood, front fenders, and floor panels for weight reduction.  All told, the 427 Convertible weighs in at 3,355lbs – which works out to a power to weight ratio of 6.64 pounds per horsepower.  GM is not one to leave an accomplishment unnoticed, so they’ve listed some power to weight comparisons: the Porsche 911 Turbo S Cabrio is 6.9, the Audi R8 V10 Spyder is 7.58, the Aston DBS Volante is 7.82, and the Ferrari California is a positively pokey 8.31.  The light weight and massive power means the 427 will be seriously rapid: 3.8 seconds to 60mph, an 11.8 second quarter mile, and a top speed above 190mph.

There will also be a 60th Anniversary model of the normal production Corvettes.  It’s basically a color-and-wheel package, with an Arctic White exterior and Blue Diamond leather interior with suede accents.  Convertibles will have a blue top.  Other little stuff, too: a ZR1-style rear spoiler, badging, grey calipers, and a bunch of “60th” badges and stitching in the seats round out the goodies.

The 427 Convertible will be available this summer, with the first model being auctioned off at Barrett-Jackson in late January.  2013 is the last year of the C6-model Corvette, so one could say it’s going out with a bang.

…oh, sorry, got caught up in Auto Show mode there.  I’m just glad we don’t have to deal with teaser images of a small SUV any more.  Look, I love auto show season.  Even after years of this, it still gets my blood going – who doesn’t like seeing new stuff for the first time?  But not everything that comes out at the auto shows are worth an entire article.  Thus, Car Throttle News Bites: Detroit Auto Show Edition.  If you missed the earlier coverage, you can find it under the Detroit 2012 Category.

Speaking of that Buick Encore, did you hear?  The Buick Encore is here!  Let’s get an Encore!  Buick’s small crossover debuted yesterday to the thunderous applause of… Alright, I’m stretching this.  The Encore is a tiny SUV, riding atop a stretched version of GM’s Gamma II architecture, so think Chevy Sonic or Opel Corsa.  Tiny?  Quite tiny.  A Sonic has a 99.4″ wheelbase and a 159″ overall length – the Encore is 100.6″ and 168.5.”  It’s pitched against other small luxury SUV’s like the BMW X1 and Audi Q3.  Thanks to the transverse front-drive layout, it’s got more interior space than both.  Power comes from the same 1.4L Turbo EcoTec four-cylinder that powers the Cruze and Sonic, with 140 horsepower and 148lb-ft, hitched to a 6-speed auto.  It will come standard with front-drive, but AWD will be an option.  That’s great, but can we have an Insignia VXR shipped over here as a Grand National for Buick’s real “product renaissance” please?

Acura is another brand that’s trying to desperately re-invent themselves.  I’d say the sexy, high-tech NSX Concept is a great start, but they brought two other new products with them.  The new RDX (pictured above) is the second generation of the CR-V based luxury ute, and while the styling is familiar, under the hood is new.  Two things that have never really mixed: Hondas and turbos.  The old RDX was the only factory-turbo Honda in production, and despite decent power density (240bhp and 260lb-ft from 2.3L) it was a reliability concern – and a gas hog, at 19/24 for EPA numbers.  The turbo K-series is dropped in favor of a more conventional 3.5L J-series SOHC V6, which pulls off a triple crown of more power (273bhp), more cylinders (6), and better fuel economy (20/28).  It also gets a sixth gear in the box.  Although the looks are familiar, the new RDX is based on the fourth-generation CR-V now.  I guess my dream of a 2.3 Turbo Acura TSX isn’t going to happen.

Speaking of the TSX, this is it’s likely replacement.  It’s the ILX concept (can Acura go back to actual names now?  I know Integra is taken, but damn!), and it’s a preview of a new entry-level Acura.  Based on the current-generation Civic, this will leave a wider gap between the bottom Acura (TSX) and middle (TL) than before, when there was some overlap.  The ILX thankfully doesn’t look much like either the current Civic or the overstyled Acura TL; it’s actually an attractive design.  Word is the ILX will come with 3 powertrains.  First is a direct-injection 2.0L I4 with an automatic for base models.  The performance model (probably Type-S) will get the 2.4L VTEC 4-cylinder from the Civic Si/TSX, with a 6-speed manual.  And the ILX will be Acura’s first hybrid offering – with the 1.5L/IMA/CVT combo from the Civic Hybrid.  Can you believe Honda – the pioneer of Hybrid tech – has never made a hybrid Acura?

Honda presented the 2013 Accord Coupe Concept, which is an accurate preview of what the all-new 2013 Accord will look like.  Answer: somewhat disappointing, especially next to the new Fusion.  Still, crazy styling has never been the Accord’s forte, and that won’t change.  Like the current Civic, it looks more like an evolution of the outgoing model than something entirely new.  No weird rocket turbines under the hood either.  The base engine is a revised version of the 2.4L K-series, now with direct injection and a CVT (sigh), rated at 181bhp and 177lb-ft.  The 3.5L V6 remains, with 6 speed manual or autos.  Honda says the V6 makes more power (not how much), the auto gearbox gets another ratio, and V6/Autos will get cylinder shutdown.  At least you can still get a torque-steering V6/6spd coupe.  Bigger news is the Accord Plug-In Hybrid.  It uses a 2.0L Atkinson I4 combined with a 6 KwH lithium ion battery and a 120 Kw electric motor, putting power through a CVT.  This is Honda’s first parallel hybrid: that is, it can move on electric, gas, or combined power.  (Previous Honda hybrids just had the electric motor assisting the gas, basically).  They claim 10-15 miles on all electric power up to 62mph, and some quick recharge times: 4 hours on 120 volts, or 1.5 hours on 240 volts.  It’s no new S2000, but Honda’s gotta keep up with the Joneses.

With the new Fusion comes a new Lincoln version, called the MKZ.  Lincoln showed the next-generation MKZ concept today at Detroit, as an attempt to revive any kind of interest in the moribund Lincoln brand.  Compared to the Cadillac ATS (the MKZ’s likely competitor), it’s a bit of a weak showing – but at least the styling is noticeable now.  As to whether it’s in a good way, I’ll leave that up to you – but I think they should be doing something besides “make the baleen grille bigger” if they want to attract buyers.  Good stuff?  the Genesis-esque swell of the front end, stretched green house (terminating nearly at the end of the decklid), the panoramic glass roof, those pronounced “shoulders”, and the clean rear end.  The MKZ concept is an inch wider and 5″ shorter in wheelbase than the current version – giving it a squat stance that would look really nice without all that chrome.  The interior has the latest high-tech Ford stuff: a 10.1″ TFT display in the cluster, an 8″ touch screen in the dash, a push-button transmission(!), and poplar wood and satin metal trim with two-tone leather.  No word on powertrain – it’s “based on a new midsized sedan platform,” so it’s a Fusion, and FWD or AWD will be available.

In their continued attempts to scare off the enthusiasts that continually shout the brand’s merits to anyone who will (or won’t) listen, Volkswagen is introducing a Jetta Hybrid.  If you’re wondering “Why would they do that, they have a Jetta diesel?” then you’re not alone.  The gas-electric version of the milquetoast new Jetta is powered by a 150bhp 1.4 TSI engine, combined with a 20 Kw electric motor fed by a 1.1 KwH battery.  It uses a 7-speed twin clutch ‘box with decoupling, which allows the Hybrid to run on gas, electric, or both.  By the numbers: 170 combined horsepower, 1.3 miles on pure electric power up to 44mph, 220lbs heavier than a normal Jetta, 0-60 in around 9 seconds, and 45mpg (US) average fuel economy.  Sounds like a more complicated Prius; I’ll pass.  Why wouldn’t you just get the diesel?

Slightly goofier (and a lot cuter) is the E-Bugster concept.  Just the name is adorable.  The E-Bugster is a new Beetle with a chopped roof, A-pillars, blanked out rear windows, and an electric drivetrain.  Called E-Blue Motion, it’s a 114bhp (85kW) electric motor up front, and a lithium-ion battery in the back.  It’ll take 120 or 240v charges, can do 100 miles on a full charge, and if they make it, will be filling up parking lots at a Whole Foods near you soon.

Audi brought a concept and some news to Detroit. The concept is called the Q3 Vail.  The Vail is named after the ski resort by the same name in Colorado – so this Q3 is a winter-sports themed concept version of the production Q3 compact SUV.  The biggest difference between it and the normal Q3 is under the hood:  the 2.5L turbo I5 from the RS3 takes the place of the normal 4 cylinders, putting out 314bhp and 295lb-ft through a 7-speed twin clutch and AWD.  There are some other neat add-ons: what looks like an Audi-designed coffee mug in the cupholder, some flashlights mounted in a charging station in the back, and roof racks with wide-angle lighting up top.  I could dig an RS3-powered SUV; it would be pretty great for bombing around a ski town!

News?  Well, Audi will be bringing the A4 Allroad (pictured) to America next year.  The Allroad is an off-roady version of Audi’s regular wagons; the last one they sold here was the A6 Allroad in 2005.  The Allroad will be replacing the Avant in the US lineup, which brings light to an alarming trend:  manufacturers are slowly replacing their wagons with pseudo-off-roaders, even wagon stalwarts.  Audi won’t sell the Avant here, Subaru replaced the Legacy Wagon with the Outback, and we aren’t getting Volvo wagons much longer- the V60 doesn’t come here (though the dealer would be happy to sell you an XC60) and the regular V70 and V50 won’t be around soon.  Still, the Allroad is a pretty cool wagon – it will come standard with Quattro, a 2.0T, and an 8-speed automatic.

The other Audi news?  The brand will sell a version of the A8 large sedan in the US next year with the oddly-named 3.0T V6, which is most definitely supercharged.  This same engine is already under the hood of other cars in the US (S4, A6, Porsche Cayenne/Panamera Hybrid), and it will be sold in high-output form in the A8: 333bhp and 325lb-ft.  The A8 3.0T is the first six-cylinder A8 Audi will sell in the US, but with Mercedes and BMW both selling six cylinder versions of their largest sedans again (740i, S400) it makes some sense.

Hyundai’s stand featured two performance cars: the new turbo version of the Veloster (above) and the updated Genesis Coupe.  The nifty Veloster hatchback/coupe/thing has been met with a pretty resounding “meh” by the press, mainly for being about 25% as fun to drive as it is to look at.  Hyundai is looking to rectify that with the Veloster Turbo, aiming directly at fun-to-drive stuff like the Golf GTI and Mini Cooper S.  On paper, there’s a lot of promise – but the same was said about the regular Veloster.  Hardware?  The Turbo retains a 1.6L engine, which is boosted to high hell.  Direct injection, twin-scroll turbocharging, and a free flowing exhaust add up to 201bhp@6,000rpm, and 195lb-ft from 1,750-4,500rpm.  The Turbo will be available with a 6-speed manual or automatic, and Hyundai says the 3-pedal will do 27/38 for fuel economy numbers – handily beating the Si, GTI, and Cooper S.  There’s a more aggressive front bumper and foglights, turn signals in the mirror, and special wheels to differentiate it from the normal Veloster.

We’ve talked about the updated Genesis Coupe before, but Detroit saw the official debut of the facelifted, more powerful 2013 model.  The biggest outside change is the new front clip, bringing it more in line with the styling of the rest of Hyundai’s current range.  There are also LED taillights.  The bigger changes are under the hood: the 2.0L Turbo base model jumps from 210 to 275 horsepower, and 223 to 275lb-ft torque.  The 3.8L V6 now has direct injection, and is rated at 348 horsepower and 295 lb-ft torque now.  Both models have standard 6-speed manual transmissions, with a new 8-speed automatic optional.  Hyundai says the new 3.8L Genesis Coupe will hit 60 in the low 5′s – right quick.  Other changes include interior refinements, recalibrated suspension, and a shorter steering rack ratio.

Photo via carscoop.blogspot.com

Chrysler brought a few other things to Detroit in addition to the new Dodge Dart.  That bizarre looking thing above is the Chrysler 700C concept, based on the underpinnings of the current Town & Country minivan.  It’s supposed to show the future of the minivan – assuming that the minivan actually has a future seems pretty bold, but it’s a pretty well-styled concept.

The Chrysler 200 might just be a rehashed Sebring with a nose job and new interior, but at least Chrysler’s trying to drum up some interest.  This is the Chrysler 200 Super S by Mopar, a concept showing off some of the factory accessories for the 300′s little brother.  It’s basically a body kit with some black satin trim, coilover suspension (on a 200?), and intake and exhaust mods.  If it’s got some Dre Beats speakers, Eminem would probably approve.

They also brought two concept Chargers to Detroit.  Pictured right is the Redline, which will be a three-stage upgrade package for the large sedan from Mopar.  (I guess since Saturn’s dead they don’t mind the stolen name?)  Stage 1 is cosmetic stuff and wheels, Stage 2 includes a strut tie bar, cat-back exhaust, and brake upgrades.  Stage 3 sounds like the most fun, with a non-street-legal Mopar 426(ci) Hemi crate motor.  This 7.0L V8 is a punched out version of the 6.4L SRT V8, with a hot cam and trick cylinder heads good for 590 horsepower.  Om nom nom.  The other is the Charger Beats, with – you guessed it – a “Beats by Dr. Dre” Stereo.  Fabulous.

And finally, by far the most exciting debut at Detroit – or at least, moreso than the Buick Encore – is this sick lawn tractor.  Called the Craftsman CTX, it’s the Sears brand “luxury” tractor, with amenities like cupholders, power steering, a push-button deck adjustment, and a blistering top speed of 8mph.  It’s appearance at NAIAS is just a publicity stunt by Craftsman, but an amusing one.  That is, except to GM bigwig Bob Lutz, who was not amused – he said “It’s an automobile show, stupid, not motorcycles or garden implements.  What’s next? Plumbing and bathroom fixtures? A Toto-toilet stand? An Art Van furniture stand?”  (Reuters).  Geez Bob, chill out.  Rumors that the CTX would have an optional LS9 V8 from the ZR-1 Corvette were apparently unfounded.  Hopefully Craftsman will realize soon the ultimate tractor luxury is burnouts.

Japan introduces two competing sports car concepts at Detroit.  What is it, 1989 again?  The Lexus LF-LC and the Acura NSX are both fighting for the spotlight at Cobo hall.  But really, a new NSX?  Can this be for real?

The original NSX is still a high-water mark in sports car development.  For a company as conservative and reactive as Honda, it’s really still shocking that they developed and made it, much less that they kept a loss-leader like the NSX in production for 15 years.  The NSX showed the world a lot of things about sports car.  It was the world’s first exposure to VTEC, or variable valve timing, something we now take almost entirely for granted.  Back then, the high-cam wail of the NSX was totally foreign, an exotic wave of the future.  The NSX set the standard for sports cars in a number of ways, some which sent Ferrari back to the drawing board – after the mediocre “Testarossa Jr.” 348ts, we got the F355.  Things like aluminum construction, a driving position designed around a human being, and driveability and reliability that were no different than a mainstream Honda – Ferrari couldn’t deal with the real-world no pretense nature of the NSX.  It was a car built to be fantastic, not built to be a Ferrari.  Gordan Murray cited the NSX as his inspiration for the Mclaren F1′s ride and handling characteristics.  Praise doesn’t come much higher.

And the driving experience – well, the NSX has input on the chassis setup from a guy named Ayrton Senna.  And Japanese F1 driver Satoru Nakajima, and another guy named Bobby Rahal.  While other sports car entertained with their wayward handling – the 911′s tendency to kill you when you let off the gas, the Corvette’s to kill you when you got on it, and the Esprit/Ferrari’s to kill you if you sat in them – the NSX offered neutral handling, predictable responses, and immense performance.  That’s why people today are drooling over the 22-year-old NSX, but not many people remember the 348.  It reset the expectations, and it was so good people kept buying them for 15 years with just the most minor of revisions.  But then it stopped.  2005 rolled around, the last NSX went through the doors, the end.  Sure, there was the Advanced Sports Car Concept at the 2007 Detroit show, with it’s front-mounted V10 and AWD, which eventually turned into the HSV-010 GT race car.  But no road car.

This new concept NSX is promising, though.  Not without reservations – we’ll get to that – but it’s a sign of the resurgence that Honda’s been talking up.  It might not be simply a modern-looking NSX; it’s different in a lot of ways, but it might be the paradigm-shifting culture shock that it’s dad was.

For starters, it sure looks like an NSX.  We’ve actually seen this before:  the pictures of the prototype NSX Roadster that Tony Stark (Robert Downey Jr.) is driving on the set of the new Iron Man movie are remarkably close to the coupe presented here.  It doesn’t have the elegance of the original, but nothing else does.  The front end is all knife-edged and multi faceted and angry like most modern Acuras, but the rest of it has an organic, flowing shape to it.  Good looking car.

The most interesting thing is what’s under the skin.  While the original NSX relied on a naturally-aspirated V6, a manual, and RWD there’s a lot more going on here.  The rear wheels are powered by a “next-generation VTEC V-6 engine with direct injection” – through a dual-clutch automated manual, with a built-in electric motor.  But wait, there’s more – each front wheel has it’s own electric motor as well.  Honda calls this setup Sports Hybrid SH-AWD, and it’s pretty clever.  The individual front electric motors can provide positive or negative torque to each wheel to correct mid-corner handling – giving the same effect as an e-diff but with electric motors.

The idea is provide supercar performance (and admittedly, the thing will probably be a rocket with a high-tech V6 and three electric motors and through the road AWD) with a nod towards environmental responsibility.  And Honda’s a company that knows a thing or two about the green angle, so I tend to believe them.  As an automotive purist who’s a fan of the “that’s unnecessary, remove it” mentality, this isn’t an NSX.  An NSX is a simple, lightweight, mid engined aluminum sports car.  This new concept makes an R8 V10 seem simple by comparison.

But looking at what the original NSX represented – the car that reset the supercar convention – then this could be a fitting replacement.  It could be the sports car that shows the rest of them you can pull 3-second 0-60 times and get good gas mileage with minimal emissions.  Honda is, and always has been above all else, an engineering company.  I’d say this is a trick piece of engineering.  The company says the new NSX should go into production within the next three years, developed by Honda America R&D and built in Ohio.  Stay tuned – this could be interesting.  Gallery with press photos below!

Photos by Kanishka Sonnadara

The US car market is waking up from it’s slumber.  Finally.  Cars are making a resurgence as people realize they don’t need that giant SUV/pickup truck in today’s economic conditions.  This means that makers are pouring more money into developing cars in an increasingly competitive market, and that’s great news.  The two biggest domestic manufacturers are releasing brand-spanking-new versions of their bread-and-butter midsize sedans: the Chevrolet Malibu and now, the Ford Fusion.  Judging by pictures, specs, and a variety of other things: Ford has knocked the ball so far out of park that GM didn’t see which way it went.  What?  Why?  Follow along and find out – and also why you should care.

The 2013 Fusion is new from the sidewalls to the rain gutters.  While the previous Fusion was a nice product, it’s 1st-generation Mazda6 underpinnings were beginning to show their age, and even with a mild facelift it was never a looker.  The new Fusion changes that in dramatic fashion.  This is a damn good looking car, incorporating Ford’s new design language with some touches of Euro Ford and Aston Martin.  Ian Callum would certainly recognize that front grille, while there’s a touch of newer Mazda 6 to the side windows, and obvious Mondeo from the back.

If it looks like a Mondeo, that’s because it is – this is what the Mondeo will look like for the rest of the world.  I’m no Robert Cumberford, but I feel safe in saying that the new Fusion is a car which could sell entirely on it’s stylistic merits.  Future headlines: “Midsize Ford Sedan Makes New 3-Series Look Ungainly In Comparison!”  Quite seriously.  But the Fusion will not have to sell on it’s artistic merits alone, because it will hit the market with one of the widest range of powertrains in this class – designed to appeal to everyone.

The Fusion will be offered with a total of 5 different powertrain options, 2 drivetrains, and a variety of transmissions.  The only carry-over from the previous Fusion is the base model engine: a 2.5L DOHC I4 with 170 horsepower and 170lb-ft, with manual or automatic transmissions.  Those seeking fuel economy without hybrid weight and complexity will jump for the 1.6L EcoBoost I4, turbocharged to a healthy 179bhp and 172lb-ft.  This engine will return 37mpg on the highway, and comes with a 6-speed automatic with start/stop capabilities (a first for an automatic Ford.)  If you want to go fast, there’s a 2.0L EcoBoost (shared with Edge, Explorer, Focus ST, etc) that puts out 237bhp and 250lb-ft.  That comes standard with AWD and a 6-speed automatic.

The popular Fusion Hybrid gets a significant powertrain overhaul for the new model.  The Atkinson Cycle gasoline engine is downsized from 2.5L to 2.0L, and the battery pack has been changed from nickel-metal hydride to a new Lithium-Ion setup.  This is smaller and lighter, which now permits the hybrid to have a fold-down rear seat.  The 2.0L and electric motor drive through a CVT, putting 180 horsepower and 130lb-ft to the front wheels.  The Hybrid can now do 62mph (100km/h) on all-electric power, up from 47mph.  It is expected to return some pretty staggering numbers – 44mpg city and 47mpg highway – 4/5 mpg better than the Camry Hybrid, and 12/4 mpg better than the Sonata/Optima Hybrid.  Highest of the high tech is the Fusion Energi, which is the first Plug-In Hybrid in the mainstream midsize segment.  Obviously based on the Hybrid, Ford says the Energi will deliver MPGe (equivalent) numbers 8 better than the Volt, and 13 better than the Prius Plug-In.

Suspension on the new Fusion is relatively predictable.  The front is held up with MacPherson struts, the rear by a new multilink independent setup, and both ends have anti-sway bars.  The power steering is electronic, and engineers say they strove to reduce road noise while providing a dynamic driver experience.  Yes to the 2.0L EcoBoost, probably no to the 2.5L and Hybrid/Energi models, but these are mainstream sedans.

Beyond the wide array of powertrains, the Fusion will offer all the niceties that used to be the exclusive trappings of top-end luxury cars.  The interior looks like a mixture of Euro-Ford and Swedish design, with some leftover hints of Volvo – like the floating spars on the center console that create an empty space in front of the shifter.  It’s not as exciting to look at as some of GM’s latest interiors, but it looks quite comfortable – and of course it’s got the gadgets.

The latest safety stuff is all here: Lane Keeping System, Adaptive Cruise Control, Active Park Assist and Blind Spot Warning systems that will beep and boop incessantly at you.  Voice activated controls are available through Sync, and available MyFordTouch is sure to annoy Consumer Reports and old people on this one as well – letting you control various things through voice, a touch screen, or normal buttons.  Ford has worked on making the interior more inviting – a sore spot of the old Fusion – with things like tighter panel gaps and more soft-touch surfaces.

Beyond stuffing the 3.5L EcoBoost twin-turbo V6 in here (Fusion SVT, anyone?) it’s hard to see any way to improve the new Fusion.  The new model goes into production in Ford’s  plants in Hermosillo, Mexico and Flat Rock, Michigan with sales starting “later this year.”  Family sedan market: you’ve been put on notice.

Thanks to Kanishka Sonnadara for the live photos.

One of the most anticipated debuts at Detroit is the Cadillac ATS.  We’ve been hearing rumors and catching slow leaks of information about GM’s first credible 3-series challenger for ages now, and today GM released pictures of the whole thing.  On paper, it’s a match for Bavaria’s best – but that’s not the first time we’ve heard that.  Does the ATS have what it takes?

The ATS is part of GM’s plan to flesh out the Cadillac brand as a more direct competitor.  The XTS fits above the CTS as a relaxed luxury car, and the ATS below it as a sportier small sedan.  All three of them are remarkably similar-looking, with the ATS resembling the XTS more than the mid-sized brother.  Headlights that pull back to a point along the hood give it something of a Japanese appearance from the front, but the overall design is quite clean and sparse – especially next to it’s heavily adorned CTS sibling.

The ATS has more than good looks though-  all the good stuff resides under the attractive skin.  Cadillacs of years gone by would brag about their climate control systems, gold trim packages, and old-people-friendly buttons.  With the ATS, they’re more interested in telling us about how the chasssis was developed on the Nürburgring.  The ATS boasts a 50/50 weight distribution front-to-rear, and at 3,400lbs (presumably for a 4cyl model) it’s among the lightest in it’s competitive class.  The front suspension is double-pivot MacPherson struts with a direct acting swaybar, while the rear is 5-link independent (Cadillac’s first 5-link setup), with the front mostly constructed of aluminum.

An FE3 performance package is optional, and from the specs it sounds like it’s worth getting.  It includes a limited-slip rear differential, Magnetic Ride Control shocks, and a quicker steering rack gear (15.3 instead of 16.8).  Upper-end cars get Brembo brakes standard, with a 12.6″ rotor and fixed caliper in the front.  Standard brakes are 11.8″ sliding-caliper front, and both get 12.4″ sliding-caliper rear brakes.  Weight reduction techniques were built in from the start of the ATS project, rather than applied afterwards: perhaps this is why the ATS is the first GM car in recent memory that doesn’t have a weight problem.  Things like an aluminum hood, magnesium motor mounts, and natural-fiber door panels show the focus on light weight – something it seems GM is just now understanding.

There will be three engine choices for the US Market:  two four cylinders (2.5L N/A, 2.0L Turbo) and a V6 with power ranging from 200-318bhp.  The chart below has the basic engine specifications.

The 2.5L I4 is probably not going to be a strong seller; it’s up against low-output turbo four’s from Audi (A4 2.0T), BMW (328i 2.0L) and Mercedes (C250 1.8L) that all make more torque.  Only requiring 87 octane and less maintenance/reliability issues is a plus, but stuffing a Malibu engine in as the base probably won’t bring a lot of sales.  The 2.0L (LNF) Turbo surely will.  This is the same motor that powers the Buick Regal GS, just facing the other way and driving the rear wheels – lots of low end torque, plenty of high-end wail, and lots of headroom for aftermarket tweaking.  The V6 is the latest revision of GM’s High-Feature DI V6, featuring integrated exhaust manifolds and other lightweight technology, and with 318bhp it’s got more punch than everything in it’s class – except for the Infiniti G37, the perennial badass of sports sedans.

There will be two transmission options, both sporting 6 gears.  The Tremec TR3160 is a fully synchronized manual with a single overdrive ratio – unusual for GM’s 6-speed manuals, where 4 is normally the direct drive, and 5/6 are both overdrives.  That’s how the Corvette avoids a gas guzzler tax.  The automatic is a Hydra-Matic 6L45 with a conventional torque converter.  2.5L and 3.6L ATS’s carry a 3.27:1 final drive in manual or auto, while the 2.0T gets a shorter 3.45:1 for better acceleration.

What else?  Well, standard ATS models will be rear-wheel-drive, but AWD will be an option as well.  No word on what engines/transmissions the AWD will be available with (yet), but if it’s a six-speed with the 2.0T, Audi might engage in fits of conniption.  The ATS is a remarkable facsimile of the new F30 3-series in it’s general dimensions: a 109.3″ wheelbase (F30: 110.6″), 182.8″ long (to 182″), 71.1″ wide (to 71.3″, this is getting spooky), and 55.9″ high (to 56.3″).  Thus more firmly enforcing the idea that the CTS has been a 5-series competitor all along; much bigger than a 3.  17″ wheels will be standard, with 18′s optional or standard on upper-end models.

The interior continues GM’s home-run streak of attractive places to sit.  Just the various permutations available (you can see all of them in the gallery at the bottom of this post) are impressive – with the first CTS, you could have an ugly black plastic dash and a few colors of fake leather. With the ATS, GM seems to realize (like BMW and the others have) that various buyers find various interiors appealing, even if it’s in the same car.  That’s how you get the sporty red/black/carbon fiber (above) and the sedate brown/tan/wood (below.)  The ATS incorporates Cadillac’s new CUE system (Cadillac User Interface), which is a delightful shift away from the “more complicated = better luxury car” theory that ze Germans subscribe to.  It’s got an 8″ touch screen, can pair with up to 10 Bluetooth Mobile devices, and is said to be a model of simplicity and clarity.  Bravo.  It’s configurable from “grandpa will love this” to “I’m a sysadmin and only run Linux.”

In addition to this system, there are other expected luxury touches.  Audiophiles can input music via Bluetooth, USB, or a standard Auxiliary port – as well as an SD Card port.  Satellite radio, keyless entry and push-to-start, OnStar, a full-color heads up display (fighter jet!), and a reconfigurable 5.7″ display in the cluster mix old-school luxury and new tech.  There’s an optional Bose stereo, too.  On the safety front, the ATS is well equipped, including auto-braking, adaptive cruise, lane departure warning, blind spot alerts, adaptive lighting, a color rear-view camera, and even a hill holder for manual models.

The only remaining questions are: what will be under the hood of the inevitable ATS-V model?  You know GM won’t leave the M3 unanswered.  And on paper, does the ATS have what it takes to go head to head with the new F30 3-series?  Sure, they don’t have the model spread yet – the 3-series will spawn a number of bodies, including a coupe/wagon/hatchback, but in the US the meat is obviously the sedan.  Vote in the poll below!

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The Detroit Auto Show actually starts Monday.  But in this business, all the news arrives before its due date.  That’s the case with the Dodge Dart, which they’ve been teasing for a little while now.  We’ve had some preview posts on the Dart before, which you can find here and a snarky editorial on the Dart’s EPA-pleasing 9-speed gearbox here.

The full press release on the Dart will likely drop Monday (or before), but they’ve released a batch of images showing the R/T (Red) and Limited (White.)  Finally seeing the whole car for the first time, I’m pleasantly surprised.  Mainly because they’ve ditched the goofy pseudo-SUV look of the Caliber, which never really worked, but it’s a decent looking little car on it’s own.  The Dart is based on the Alfa Romeo Guilietta (as mentioned in the preview post), and with the whole thing in view you can see a decent amount of the euro hatch in the car’s lines.  If you don’t remember what the Guilietta looks like, here’s a high res gallery for reference.

The Dart has a surprisingly low belt line for a modern car, especially the side windows that dip down towards the front to create maximum glass surface area.  The front end drops dramatically towards the nose, something we couldn’t really see in the preview pictures.  To me, it looks good from some angles (like the one below) and awkward from others -- like directly side-on.  The “race track” LED tail lights are adapted from the new Charger surprisingly well; I was thinking they would look out of proportion on the much smaller Dart, but they work -- giving the rear end a bit of Fisker/Aston Martin if you squint.

The interior is a pleasant surprise.  Chrysler have been known for distinctly low-rent interiors in their compact cars since the beginning of time, but in these press photos it looks… really rather nice.  Also, I’m pleased to see a manual transmission in the press photos- even if it’s got 3 less gears than that new one. The red accents all over the place (R/T model) seem a bit brash, but it brings some light into an otherwise totally black/grey interior.

The large center-mounted touch screen takes up a lot of dash real estate, but with the focus on compact cars shifting ever more towards technology and creature comforts these days, I doubt that will be a bad thing to any potential buyers.

Update:  Most of the hard specs on the Dart have rolled in with it’s official debut today, if you’re curious.  This is a fairly large car, despite it’s Alfa underpinnings -- The 106.4″ wheelbase is surprisingly roomy, with an OAL of 189.3″.  It’s 72″ wide, and 57.7″ tall.  To put it into perspective, compared to the current 3rd-generation Focus Hatchback, the Dart has a 2″ longer wheelbase, 12″ longer overall length, with about the same width and height.

There will be three four cylinder engines, and three tranmissions. The base engine is a 2.0L “Tigershark” I4, the only one of the three that doesn’t employ Fiat’s MultiAir technology.  It makes 160 bhp@6,400rpm, and 145lb-ft@4,800rpm.  This one will be available with a 6-speed manual or conventional automatic.  Upper level models (probably standard on the R/T, optional in the Limited, although no info on the engine to trim level relationship is out yet) will get a revised version of Mopar’s 2.4L I4, now with Fiat’s MultiAir.  This is the most powerful, making 184bhp@6,250rpm and 171lb-ft@4,800rpm -- again, available with the 6-speed manual or automatic.  The most interesting is the 1.4L MultiAir Turbo, presumably “borrowed” from the Fiat 500 Abarth.  This tiny motor is turbocharged and intercooled, matching the 2.0L for power (160bhp@5,500rpm) and beating both engines for torque (184lb-ft from 2,550-4,000rpm), with a wider torque spread than either.  This too can be had with a six-speed manual transmission, or interestingly a 6-speed DDCT (Dual Dry Clutch Transmission) like VW’s DSG.  I would expect the 1.4L Turbo to be the most efficient, and near the 2.4L for overall performance.  The crazy ZF 9-speed auto will come along at a later date.

For tech, the Dart does not disappoint.  In fact, of all the makers to challenge the Focus for sheer toys, who would expect Dodge?  But hell, it’s all there.  There’s an optional 7″ TFT gauge cluster that can be configured any number of ways: digital and analogue gauges, turn-by-turn display for the navigation, fuel economy data, and audio/phone/compass/temp readouts.  Then there’s the optional 8.4″ color screen in the center dash, ringed by the lit red groovy tube (I’m trademarking that name.)  That does Radio, Navigation, iPod control, climate controls, voice-activated blue tooth, SiriusXM Travel Link, weather updates and points of interest.  More toys?  Sure!  You can also get a heated steering wheel(!), a 506w stereo, a storage compartment in the passenger seat, keyless entry/ignition, HID headlights, Dual-Zone Climate, a rear view camera, heated seats, etc etc.

The Dart will be available in 5 trim levels, from poverty (relative these days) to posh.  From base to top: SE, SXT, Rallye, Limited and R/T.  There will be 12 color choices and 14 different interior combinations, plus a bunch of accessories from Mopar.  Production of the Dart will begin Q2 of this year at Chrysler’s Belvidere Ill. plant, with a base price of $15,995.

An attractive, high tech, feature-laden and desirable Chrysler Compact?  Be still, my beating heart.

Up until this point, Audi’s A1 has been interesting, but not exciting.  The small avante-garde hatch, based on the VW Polo chassis, has enjoyed brisk sales in it’s home country thanks to clever packaging and an appealing price.  But with engines topping out at a 185bhp 1.4 TFSI (like the one in the Skoda Fabia VRs our man Adnan test drove) and front-drive only, it’s not really a hot hatch.  More like a warm hatch.

Well, Audi finally saw fit to fix that.  Meet the A1 Quattro, all 256bhp and 4 driven wheels of it.  This will be a limited-production model, but it lifts the A1′s performance from “meh” to “Oh hi there, you’re pretty.  I didn’t catch your name!  You have plans later?”

Under the hood, the 1.4L engine is binned in favor of VW’s ubiquitous 2.0L TFSI in Scirrocco/Golf R trim.  This turbo four is intercooled and features variable cam timing, to the effect of 256bhp at 6,000rpm, and 258lb-ft from 2,500-4,500rpm.  Thankfully they didn’t try to harness the additional 70-odd horsepower with front-wheel-drive, as the A1 Quattro has a Haldex system distributing power to all four wheels.  Even better?  You have your choice of a 6-speed manual transmission, or a different car.

The stubby little pseudo-rally car will hit 100km/h in 5.7 seconds on it’s way to 155mph, while averaging 8.5L/100km (or 27.7mpg in US terms.)  In addition to the bigger engine and Quattro setup (this being the only A1 with 4WD), the Quattro also gets a particularly bold exterior treatment.  It will only be available in Glacier White, with a contrasting Gloss Black roof.

The unique wheels are 18×8″ with 225/35/18 performance tires, the fronts covering larger 12.3″ ventilated discs.  Other special treatment outside includes red highlights in the headlights, Quattro badges, a two color wing, tinted windows and tail lights, and a diffuser-style rear bumper with twin polished exhaust tips poking through it.  Pretty evil looking, no?

The inside gets the menacing red treatment as well.  The tachometer is red, staring at the driver like the angry eye of Sauron behind the leather-wrapped flat bottom steering wheel.  There’s red stitching everywhere, and a pair of S-Sport seats with larger bolsters hold the driver in place.  An aluminum shift knob matches the aluminum trim elsewhere in the cabin.  As a top of the range, limited-edition model the A1 comes standard with all sorts of goodies to make it a nice place to be.  SatNav, adaptive Xenon headlights, LED interior lighting, auto headlights and wipers, auto climate, rear parking sensors, and a 14-speaker 456w Bose system that will probably sound pretty good in the A1′s tiny cabin.

Audi’s only building 333 (half evil?) A1 Quattros, which will be available early next year.  The only questions are: how much will it cost, why can’t we have one in the US, and why didn’t they call it the S1?  High-res gallery below.