Introduction

It’s all been said before. Mass media and automotive outlets have eschewed the virtues of the R35 Nissan GT-R. Every superlative has been assigned to the first supercar to arrive from the Land of the Rising Sun in quite a while. Fast. Wicked. Tenacious. Quick. Outlandish. It’s all been said before.

I’m not going to bore you with what the GT-R can do on the track. Let’s face it. Unless you’re pining for a heavy fine and points off your driving record, you’ll never discover the true potential of the GT-R. So the obvious questions beg to be answered: How good is the GT-R under “normal” driving conditions? As good as the GT-R is as a sports car, how civil is it? Well, let’s find out.

First Impressions

In 2008, I was one of the forunate few who got a few days behind the wheels of the first production year GT-R. Having spent some time behind the wheels of all previous generations of Nissan’s halo vehicle – the R32 GT-R, R33 GT-R, R33 GT-R V-Spec, R33 GT-R LM, R34 GT-R V-Spec – the R35 was pure joy.

The 2010 edition isn’t very different from the 2009 model, although launch control has been re-programmed by Nissan to prevent premature transmission failures. The Premium edition model we had was coated in “Super Silver” special metallic paint. Apparently, this is a special paint applied via a multi-step process that provides the ultimate in paint jobs among all color options. With the Premium edition only near-black metallic finish wheels, the car was quite the looker and attracted all sorts of attention from other drivers on the road.

Sure, attention is nice and all but the GT-R tends to attract quite a bit of “negative” as well. All means of cars, from an older M5 to a “fixed” up Honda Civic would rev their engines at stoplights and on the freeway. No thanks, folks. Frankly, the GT-R will blow the doors off your “fast” rides but that doesn’t mean we would be baited into a street race or another. Keep it on the track.

Right. More about the GT-R.

• Inside, the interior is fairly straightforward and simple; whereas the trend by many makes has been to overwhelm the driver with every button imaginable, the GT-R’s array of controls is much simpler
• The LCD screen in the center console unifies all entertainment, navigation and vehicle sensor interfaces into one, eliminating the need for multiple screens

• Speaking of vehicle sensors, the interface allows the driver to customize what he / she sees; considering the complexity and multitude of the systems involved in forward motion for the GT-R, this is a God send
• Although the navigation screen isn’t as sharp as that we found in the Hyundai Genesis sedan, it’s a great system and very easy to use
• Bluetooth pairing with a mobile phone was a snap
• The iPod interface works very well, displaying actual song information including artist, album, etc.; would you believe this isn’t the case in more expensive vehicles, like the Audi R8?
• The seats are supportive and offer plenty of adjustment; for me personally, however, I found the seating position a bit high for my 6′3″ frame; even though I was able to find a good seating position, head room left a bit to be desired
• Honestly, the rear seats are only good for stowing a briefcase or a duffel bag; we can’t see full grown adults finding it comfortable for more than a 15-minute somewhere

• The trunk, by comparison to past GT-Rs, is cavernous – the BNR32 GT-R had a decently-sized trunk but the BCNR33 and BNR34 GT-Rs really had a sorry excuse of a trunk
• It swallowed up two rolling carry on bags, 2 computer bags, a camera bag and other assorted items with ease
• We would NOT recommend putting any refrigerated or frozen grocery goods in the trunk for any extended period of time, as the gearbox and other mechanical goodies seems to generate an inordinate amount of heat that warmed the trunk to temps resembling a pizza oven… unless you wanted to warm up a pizza back there

• The GT-R is a BIG car and you can see its girth in clear detail when parked among other cars
• Visibility out the back is lacking and it would have been a nice touch if Nissan added a reverse / backup camera to make parking easier

Driving Impressions

As we stated before, the GT-R has been thoroughly vetted on the track so we won’t delve too much into its performance aspects.

• The GT-R is really easy to drive, with the steering providing very positive feedback
• Stoplight-to-stoplight drag races are disposed of with ease; even with the revised launch control system settings, the GT-R roars off the line with a level of impatience seen not more than once, maybe twice, in one’s motoring life
• Even when in the GT-R’s automatic shift mode, it still performs quite like the supercar that it is, aka SCARY QUICK and FAST!
• Frankly, unless you really want to get into some spirited driving, automatic mode seemed quite adequate for the majority of driving; for long distance highway driving, say, from Los Angeles to San Francisco and back, it’s perfect

• Sure, it has “comfort” mode available on the suspension setting, it really doesn’t feel any different than when set in “normal” mode; heck, we really couldn’t notice much difference between “comfort” and “R” mode
• Ride quality, as stiff as the suspension may be, was fairly comfortable; mind you, this isn’t a Lexus LS460, but it’s not bad at all
• Speaking of suspension, the GT-R has an endless amount of grip; even when we went way too hot into a corner, we didn’t hear a single chirp from the tires
• Braking was solid, courtesy of the huge Brembo rotors and multi-piston calipers
• Perhaps it’s related to the pizza oven trunk, but the center transmission / driveshaft tunnel also generates a fair amount of heat; this necessitated the air conditioning on full blast to cool things down for occupants
• Although the GT-R is fitted with massive tires and 20″ wheels, in-cabin noise level wasn’t bad at all; conversation at normal speaking levels was fine
• At speed – and we don’t condone speeding *wink* – the GT-R sounds like a Boeing 747 from the inside; not an overpowering noise, but just a hum of the engine and transmission
• We were able to achieve 21MPG on while cruising along on the freeway; more realistically, however, we achieved 16MPG on mixed driving

Conclusion

Some other reviews we read have said that the GT-R is too removed, too automated… almost soul-less. We say… RUBBISH. There isn’t a single car at the GT-R’s price point that comes even close to its performance. But value isn’t why you buy this car. You buy it because it’s so unique in the way it delivers the goods. About the closest thing to the GT-R is a Porsche. No, not a Boxster nor Cayman. We’re talking about a REAL Porsche. Namely, the 911 Turbo. That’s yet another supercar that could be driven day-in, day-out yet put to the pavement insane performance. It’s no wonder that Nissan used the 911 Turbo as the benchmark when developing the GT-R. Porsche purists might be crying foul at this point, but get over it. Really.

As we discovered during our rather 4 short days with the 2010 Nissan GT-R, there is much to love about the car. Road trips? Check. Grocery shopping? Check. A day at the track? Check. Commuting to work? Check. We don’t know of many cars that can say yes to so many things. So WE say yes. Yes, we absolutely LOVE the GT-R.

P.S. — If you’re serious about getting your hands on a GT-R and modifying it to deliver even MORE stunning performance, check out our R35 GT-R Aftermarket Buyers Guide!

Sourcebox

Nissan North America
P.O. Box 685003
Franklin TN 37068-5003
(800) NISSAN-1

Introduction

The Nissan 370Z really needs no introduction. Selected as our pick for our overall best car of 2009, the new Z represents a phenomenal package that any motoring enthusiast can appreciate. But wait. Could Nissan really take things to yet another level with variants of this FM platform? Would the successful formula that is the Z34 be diluted in any way by offering something for the left and right ends of the spectrum?

Nismo 370Z – The “Left End”

Simply put, the Nismo 370Z is the “normal” 370Z’s evil brother. One quick glance at the exterior accrutrements says this particular 370Z is something a little different…

• The extended front bumper and deep chin spoiler look very purposeful, perhaps intended to act as a splitter to increase downforce on the front end
• The rear is much more tasteful than the previous generation Nismo Z – the previous generation’s rear bumper looked like it was trying too hard to mimic the looks of race-prepped Zs found in Japan’s Super GT racing series
• The rear spoiler is aggressive without looking like a “shopping cart” wing; it does, however, hinder visibility out the rear
• The forged alloy wheels made by Ray’s Engineering are much more open in design that those found on the “regular,” perhaps emblematic of greater airflow and cooling of the brake system

Frankly, we believe this is the way the Z should come from the factory, Nismo or not. Sure, it has a strong “boy racer” influence in its looks, but you really shouldn’t drive a Z if you don’t understand concepts such as throttle-induced oversteer, opposite lock and trail braking. To not drive this car HARD is a complete and utter injustice.

The interior is a different story. You won’t find anything particularly special. You get a very basic stereo system and not much more. Even the seats are the same as those found in the regular Z, albeit covered in different fabric and “Nismo” sewn into the backrest for good measure. As we’ll discuss in a bit, the Nismo Z needs a different cockpit environment. The handling characteristics of this vehicle require better shoulder and thigh bolstering and firmer seat cushioning to deal with the stiff suspension settings – our rear ends felt as if it was bottoming out.

These niggles aside, the steering wheel position is excellent. Deep footwells also allow the drive to sit comfortable close to the steering wheel while still maintaining enough leg stretch.

Now that you’re inside, what’s next? Push the keyless start button and bring the VQ37VHR engine to a roar. Slipping into first gear is more notchy and mechanical than we’d like. It’s just not as buttery a transmission you’d find inside a Honda. You’re forced to muscle gear shifts a bit and during very spirited driving, missed gears shifts are definitely a possibility. You won’t, however, find any fault with the SynchroRev Match system. It makes any driver a rock start behind the wheel, the ECU automatically blipping the throttle between every downshift. Heel-and-toe downshifting is an art form that takes much practice to master, but the Nissan system eliminates any need for it. We could call it cheating, but it works so well we can’t say anything to detract from it.

The power output, on the other hand, is strong from idle to redline. The VQ simply does not quit in laying down power to the ground. The VQ in the Nismo has a slightly higher rated horsepower rating than the standard Z but this is offset by the added weight of the body kit. No matter. This car is fun to drive. Stoplight to stoplight drag races are disposed of with ease. Is it any wonder that the VQ38DETT found in the GT-R is based on this engine? Absolutely fabulous.

Handling is pure bliss on the Nismo Z. By combining the gummy Bridestone tires, a limited slip diff and properly stiff suspension settings, this rocket holds its line and then some on smooth roads. When the road turns a bit rough, however, you truly realize just how stiff the suspension is. With much more aggressive compression / rebound settings and a very stiff spring, the Nismo Z WILL toss you around when traveling over rough, urban streets. And as mentioned before, better seating accommodations would have come in very handy in this driving situation.

370Z Roadster – The “Right End”

Indeed, if the Nismo 370Z is the tattooed brother, then the Roadster is the pinstripe wearing sibling. The moniker alone implies this car is meant for grand touring. It’s for open top motoring in the country side, with the wind blowing through your hair with an unrushed destination in mind.

On the outside, there’s not a whole lot to distinguish the Roadster from the Coupe until you look at the back half of the car. The antenna mounted smack dab in the middle of the trunk is a dead giveaway that this car is a little different – we think this is a rather poor aesthetic choice. Indeed, looking at the posterior of the Roadster really reminds us how big and wide this car is. While we don’t notice the bulbous rear section on the Nismo and Coupe renditions of the Z – perhaps the lines being broken up by the rear spoilers present on both – the Roadster continued to remind of us of the song “Baby Got Back.”

The fabric convertible top opens and closes in about 25 seconds each way. The operation is a choreography in moving parts, the top and hard tonneau cover adjusting, opening and closing with a degree of precision. Although the action is very smooth – save for the big thunk of the tonneau cover closing or the top sealing itself over the same over when the top is up – we wished it would work a little faster.

Climb inside and you’ll find familiar territory – interior accroutrements are the same as those you find in the coupe.

• Seating position is fine save for the tallest of drivers; for my 6′3″ frame, the steering wheel was situated directly in front of my chest, mimicking the kind of steering position found in a touring race car
• With the top up, getting in and out of the car required a bit of contortionist-like moves; getting in required the head going in last, while the opposite was required when exiting the vehicle
• Speaking of the top, it left very little headroom for yours truly, although I suspect most “normal” sized individuals would have no headroom issues
• Legroom was still substantial thanks to the deep footwell design found in all Z34 models
• Our tester was equipped with the 7-speed automatic transmission with paddle shifters; somehow, the automatic seems more appropriate for this model and we’re guessing that it is probably the more popular option

Firing up the engine and flicking the paddles elicits nearly the same level of acceleration found in the Coupe. Throttle response is excellent, thanks to the throttle-by-wire system. Downshifts are fairly smooth courtesy of rev matching on the down cycle, but when engaging 1st from 2nd under aggressive driving, there is a noticeable amount of shudder and engine braking. We don’t see this as a problem for 99% of prospective Roadster buyers out there as we suspect they are more than happy to let the ECU figure out the downshifts in fully automatic mode. We just can’t see the same owners downshifting with aggressive abandon as they enter a 1st gear corner “hot” and punch it at the apex to generate maximum corner exit speed.

Unlike its sister car under the Infiniti brand – which we would describe as “noodly” over railroad tracks and uneven terrain -  the Roadster was firm and displayed none of the cowl shake and noise we’ve noticed in other open top variants. Taking the car to limits of adhesion presented no problems for the Roadster and we were impressed at how hard it would bite the pavement. Tail-out maneuvers were never a surprise, as it was very progressive and didn’t snap out the rear in unpredictable fashion.

Conclusion

With the addition of the Nismo and Roadster models, Nissan has created a powerful trio of sports car options. With a truly ready-to-race Nismo Z, the “civilized” Roadster and the do-everything-well Coupe variant, the 370Z line is a powerful offering like no other on the market today. We can’t think of a common platform line up from any other manufacturer that offers the same level of performance, value and ownership experience that the 370Z brings to the table. It’s truly worth your purchase consideration if you care for a car that inspires you as a driver.

Sourcebox

Nissan North America
P.O. Box 685003
Franklin TN 37068-5003
(800) NISSAN-1

The new Lexus CT 200h, however, is one hybrid we wouldn’t mind at all. It’s a combination of a number of different looks from different vehicles, mashed together to create a pretty decent looking package. The front fascia is definitely taken from that of the Lexus IS-F, a true barn burner in every respect. The side profile and beltline remind us of the Toyota Matrix, a decent little car, and the rear reminds us of a combination the RX SUV series with a bit of the Subaru WRX thrown in for good measure.

Sourcebox

Lexus, a Division of Toyota Motor Sales, U.S.A
P.O. Box 2991-Mail Drop L201
Torrance, CA 90509-2991
1-800-255-3987

Hit the page jump for the full press release on this new Lexus.

NEW YORK – March 22, 2010 – Lexus announced today that the all-new CT 200h premium compact hybrid will go on sale in the U.S. in early 2011 as the first dedicated hybrid vehicle in the premium compact segment.

The sporty five-door will be on display March 31 through April 11 at the 2010 New York International Auto Show. The new CT 200h debuted at the 2010 Geneva Auto Show in early March and will join the HS 250h as Lexus’ second dedicated hybrid.

“The CT 200h is expected to lead the class in fuel economy and deliver low emissions, but the CT 200h isn’t just about being a hybrid, it’s about having fun,” said Mark Templin, Lexus division group vice president and general manager. “The stylish CT 200h has an attitude and driving dynamic unlike any other Lexus hybrid. It will excite eco-conscious, young consumers and symbolize urban, luxury living.”

To reach this energetic and technology-savvy buyer, Lexus is taking a new approach to marketing the CT 200h. As part of an integrated launch in the U.S., Lexus will release a breakthrough interactive short film that offers a new take on the test drive by providing the viewer a fully immersive way to experience the new Lexus CT 200h.

Hybrid Powertrain

The CT 200h is powered by a 1.8L Atkinson cycle four-cylinder gas engine with Variable Valve Timing with intelligence (VVT-i) and Lexus Hybrid Drive technology.

The CT 200h’s Lexus Hybrid Drive technology features two motor generators. Each performs specific functions and can operate as both a motor and generator. The engine-driven generator can charge the battery pack or provide additional power to the drive motor as needed. The drive motor is driven by electrical power from the hybrid battery pack or generator and provides motive force for the front wheels. The hybrid battery pack is located under the rear cargo area within the wheelbase for optimized balance.

The electric motor, generator and power split device are all housed in one highly compact casing the size of a conventional gearbox, with drive to the front wheels provided by Lexus Hybrid Drive’s quiet and smooth shift-by-wire, electronically controlled continuously variable transmission (E-CVT).

The CT 200h will also be equipped with four drive-modes: Normal, Eco, Sport and EV. Normal mode has an essentially linear throttle response that gives naturally progressive power while the Power Control Unit (PCU) limits drive voltage to a maximum of 500 volts. The Eco mode adjusts air conditioning settings and the throttle for the best possible fuel economy. For an enhanced fun-to-drive experience, Sport mode, a first for the Lexus hybrid line-up, can be selected. Sport mode provides more direct Electric Power Steering (EPS) settings and throttle while the PCU boosts drive voltage to a maximum output of 650 volts. Vehicle Stability Control (VSC) and Traction Control (TRAC) are less intrusive when Sport mode is selected, allowing for more lively driving. In EV mode, under certain circumstances, the vehicle can be driven up to one mile using only the electric motors.

The sporty premium compact hybrid will also feature an ECO driving indicator that illuminates when the vehicle is being operated in an environmentally sensitive manner.

Active and Passive Safety

Like all Lexus vehicles, CT 200h will be equipped with many standard active safety features including an anti-lock brake system (ABS) with electronic brake-force distribution (EBD), Brake Assist (BA), TRAC and VSC.

The four-channel, four-sensor ABS helps reduce stopping time and improves control while braking. EBD monitors all four wheels during braking and varies brake pressure to each wheel based on driving conditions and available traction.

During hard braking the BA system helps boost braking force when the driver does not apply enough pressure to the brake pedal. BA intervenes when the system senses that the driver’s action indicates an emergency-stopping situation and allows the driver to benefit from more of the vehicle’s full braking power.
TRAC helps optimize traction by working with the Electronic Throttle Control System (ETCS), ABS and VSC to help prevent the drive wheels from spinning while accelerating under slippery conditions.

The VSC system is designed to help identify when the tires experience lateral slippage during cornering, or turning on slippery road surfaces. VSC responds by applying the brakes and reducing the throttle to help keep the vehicle on track. VSC works in concert with ABS and TRAC systems on slippery or dry road surfaces.

The Pre-Collision System (PCS) with Dynamic Radar Cruise Control will be available as an option on CT 200h. Dynamic Radar Cruise Control uses millimeter-wave radar to measure and help maintain a pre-set distance from a vehicle traveling ahead. PCS is equipped with a front-mounted radar sensor that can detect certain obstacles in front of the car. The PCS computer helps determine whether a frontal collision is unavoidable using information from the radar sensor, vehicle speed, steering angle and yaw-rate inputs. In such a situation, PCS alerts the driver with audible and visual warnings, and pre-initializes BA so that increased braking will be applied the instant the driver depresses the pedal. In addition, PCS will preemptively retract front seat belts.

The CT 200h will incorporate a standard eight airbag Supplemental Restraint System (SRS) with dual-stage airbags and knee airbags for driver and front passenger, side curtain airbags, and front seat-mounted side airbags to help protect passengers in certain types of severe frontal or side collisions.

Chassis/Body/Suspension

Lexus engineers developed the five-passenger CT 200h for excellent handling and a comfortable ride. Its fun-to-drive experience is aided by the lowest possible center of gravity for the car and the concentration of mass as close to the center as possible. Engineers positioned the seats as low and as close together in the chassis as possible without sacrificing comfort. They also created a low ride height and driver’s hip point to further enhance driving control and enjoyment.

For superior driving dynamics, particular attention has been paid to structural rigidity through the optimization of weld points, and the reinforcement of the wheel mounts, steering gearbox mount, steering column assembly, and the suspension members. To help minimize unnecessary engine movement and achieve a precise steering feel, the front engine mounts have unique lateral stabilizers.

The CT 200h will offer a comfortable ride and have a more direct steering feel with the help of a feature unique in the premium compact segment, a front and rear body-damping system. This system, a first to the Lexus line-up, absorbs and minimizes undesirable body vibrations.

A custom suspension design combining a MacPherson strut front system with a unique, double wishbone architecture to the rear helps the CT 200h offer excellent handling. Numerous elements of the MacPherson strut front suspension system were developed exclusively for the CT 200h by Lexus engineers. The rear suspension features a lightweight trailing arm and positions the coil spring and shock absorber separately to minimize system intrusion into the cargo floor.

Exterior Design

CT 200h, with visible links to the LF-Ch compact hybrid concept that debuted at the 2009 Frankfurt Auto Show, was designed to be a fun-to-drive luxury vehicle that achieves high fuel efficiency. The overall design combines sportiness, and elegance. The low center of gravity design combines short front and rear overhangs with a lowered edge of the rear roof allowing the CT 200h to cut through the wind. The grille and headlamps with standard LED daytime running lamps illustrate airflow with their three-dimensional arrowhead-shaped design cues, and strongly emphasize the unique, dynamic face of the CT 200h. Like all Lexus hybrids, the CT 200h has a blue “L” logo in the center of its grille.

The CT 200h is further distinguished by its long, aerodynamic roofline and unique Lexus slingshot window graphic. Its elegant silhouette is marked by a steeply raked windshield and flowing roofline. In the rear, the trailing edge of the roof overhangs the wide, wraparound window to create a seamlessly integrated spoiler housing a high-mount stop light. A pronounced step in the rear bumper flows from the muscular rear wheel arch shoulders, and is anchored by a sweeping taillamp design that incorporates a Lexus-unique L-shaped motif, first introduced in the LS flagship luxury sedan. In addition, the hood and rear hatch door are made of aluminum to minimize weight.

Interior Design

The CT 200h interior focuses on the driver, and is based on clearly divided display and operational zones. This layout positions functional equipment such as Remote Touch, the shift lever and steering wheel mounted audio controls close at hand, allowing the driver to operate them without having to change posture or divert attention from the road. The instrument panel, center cluster and console all make up what Lexus designers call advanced Human-Machine Interface (HMI). Based on Lexus L-Finesse design philosophy, the interior exudes a sporty yet spacious environment. The driver-centered cabin then combines these sporty touches with refined interior components that have been carefully designed to express the true form and fit of the material. The cabin is trimmed with metal and a new synthetic material called NuLuxe™ that is soft to the touch like leather. Leather-trimmed seating will be available as an option.

A sporty, wide-grip steering wheel gives the driver command of the road while three large, high-visibility dials, speedometer, tachometer/hybrid meter and fuel gauge, in the instrument panel (IP), provide the driver with pertinent information. In Normal or Eco modes, the IP features a blue background. When the Sport mode is selected, a tachometer replaces the hybrid meter on the IP and the IP back lighting turns red. The drive mode switch and center console are also illuminated in red adding to the cabin’s sporty atmosphere.

Luxury/Comfort/Convenience

Standard comfort and convenience features will include fold-flat rear seats, SmartAccess key system, tilt and telescopic steering wheel column, steering wheel audio controls, front sport seats, an eight-way power and memory driver’s seat and Safety Connect™ (includes complimentary one-year trial subscription).

A six-speaker Lexus Premium audio system with a CD player, auxiliary and USB inputs, integrated iPod® control, Bluetooth® audio wireless connectivity, and an integrated XM® Radio receiver will also be standard.

An optional moonroof will also be available. For added convenience the optional hard disc drive (HDD) Lexus Navigation system features a back-up camera, voice command casual language-based voice recognition system, Bluetooth phonebook download and Lexus’ exclusive Remote Touch controller with user-adjustable haptic feedback. Vehicles equipped with navigation will also have Lexus Enform™ with Safety Connect (includes complimentary one-year trial subscription), XM® Radio with NavTraffic, NavWeather, and Sports & Stocks. All XM services will include a complimentary 90-day trial subscription.

To be frank, I would buy a Lexus / Totoya regardless of recent noise about throttle / brake cables. Perhaps it’s even more timely that Lexus launch a new vehicle to offset some of the media hype.

The Lexus IS series is an attractive one, a true competitor to the Audi A4 and BMW 3-series line ups. To further raise the bar, Lexus announced the introduction of the IS 350C F-Sport Special Edition. What is F-Sport? It’s an in-house performance-oriented aftermarket brand creating a distinct identity for those models that go a step beyond showroom stock – think “LF-A,” “IS-F” and so forth. With an MSRP of $57,500, the 350C F-Sport certainly isn’t your entry level convertible. So what do you get for the extra cash outlay?

• Exclusive color offering – Tungsten Pearl or Obsidian (basically, metallic gray and black)
• 19-inch forged wheels with exclusive design, shod with Michelin Pilot Sport tires (a step below our favorite tires, the Michelin Pilot Sport PS2, but great UHP rubber nevertheless)
• Front and rear brake upgrade for “firmer pedal feel and enhanced fade resistance,” i.e. more aggressive pad material
• Unique F-Sport front grill
• Lowering springs with specially valved Bilstein dampers – we’re translating this into faster rebound stroke
• Firmer sway bars, front and rear
• Floor mat and shift knob with F-Sport logo

With only 100 units available across the US, this is a small production run that will most likely sell out very quickly. So if you want a piece of this factory tuned convertible, head out to your local Lexus dealer for more information.

Sourcebox

Lexus, a Division of Toyota Motor Sales, U.S.A
P.O. Box 2991-Mail Drop L201
Torrance, CA 90509-2991
1-800-255-3987

Audi has been producing really great vehicles as of late and diesel is gaining more traction in the US market. Buyers are finally realizing that today’s diesel-powered cars are not like those of old. Gone are black plumes of soot coming out of diesel vehicles, now effectively eliminated by urea injection within the exhaust path. So what do you get when you combine the sport Audi A3 and a TDI diesel engine? The 2010 Green Car of the Year award, of course.

Announced at the LA Auto Show, Green Car Journal / GreenCar.com presented the honors to Audi of America President Johan de Nysschen. With an EPA-estimated 42mpg highway fuel economy figure, this is proof yet again that a fun, enjoyable driving experience and fuel efficiency aren’t mutually exclusive.

Congratulations to Audi!

From Suzuki.com – Are you a new car buyer looking for a sporty mid-sized sedan? Are the Acura TSX and Audi A4 on your list? If so, how about a free $100, or maybe a car that you overlooked? From now until January 31st, 2010, if you purchase a 2010 Acura TSX or Audi A4 within ten days of test driving the Suzuki Kizashi, and submit proper documentation within 30 days of purchase, Suzuki will give you $100. This is a great offer in my opinion, a total win-win situation. Have you taken the Kizashi Test-Drive Challenge? If so, we’d love to hear your experience!

We’re so confident you’ll love the Suzuki Kizashi, we’ll give you $100 if you test drive it and still buy an Acura TSX® or Audi A4®.

“The car ran to 60 MPH in 7.8 seconds, and the 1/4 mile in 16 seconds at 88 MPH. This puts it in the same league as the Acura TSX.”
— Road & Track

“Kizashi is easily the most athletic car in its class, and even a few rungs up … We tested the Kizashi against even some cars a few classes up like VW Passat, Acura TSX and Audi A4.”
— Left Lane News

Suzuki is confident that the Kizashi provides a compelling alternative to pricey premium sports sedans. So confident, in fact that we will pay $100 for any qualified buyer of a new 2010 Audi A4 2.0T or 2010 Acura TSX 2.4 if they first test-drive a Kizashi and still decide to purchase the more expensive premium branded sedan.

Through January 31, 2010, simply download the program form from below and take to any Suzuki Dealer and complete the Suzuki Kizashi test drive, purchase a 2010 Acura TSX or Audi A4 within ten days of test driving the Suzuki Kizashi, and submit copies of the proper documentation to the address found on the program form within 30 days of purchase.

The 2009 edition of the Los Angeles Auto Show kicked off today with a slew of new vehicle launches for the world and North American markets. With the auto industry experiencing a virtual implosion this year, 2010 is shaping up to be a critical year for many makes. Speaking of which, a few brands weren’t in attendance this year, including Nissan, Infiniti (Nissan’s sister brand) and Ferrari. You can bet that they will be at the North American International Auto Show in Detroit next month.

Here are some of the highlights:

MINI Coupe Concept

MINI Coupe Concept (North American debut) – The MINI has always looked a bit stubby and, frankly, a bit too feminine for certainly our tastes. This concept, however, turns things upside down with a sleek roofline that is definitely more appealing for the XY-chromosome set.

Cadillac CTS Coupe

Cadillac CTS Coupe (world debut) – Caddy takes their performance-oriented sports luxury sedan, chops off two doors and presents a sleek alternative to the 4-door. With that being said, however, we feel GM needs to take this car back to the drawing board as the design execution leaves much to be desired.

Mercedes-Benz SLS AMG

Mercedes-Benz SLS AMG (North American debut) – An homage to the original SL gullwing Merc, the new SLS AMG is an “affordable” supercar from the German make. They went at this car without McLaren’s involvement. Can’t attest to how it drives, but it looks oh-so-good.

Lexus LF-A

Lexus LF-A (North American debut) – After what seemed like decades, the LF-A is finally a reality. It looks great on paper and they seemed to have gotten ALMOST everything right. The gripe? A pricetag somewhere between $300,000 and $400,000. Toyota can claim the engine was derived from F1, albeit they never won a single race after spending reported billions. For our money, we would take an Audi R8, a Porsche GT3 RS and a couple of Ducatis. Even after that, you would still have money left over for some other goodies for the same price as the LF-A. Or just buy a Nissan GT-R and buy a decent house with the rest of the money.

Dodge Viper SRT10

Dodge Viper SRT10 (world debut) – Wait, hasn’t this car been out in the market for, like, ever? We’ve heard numerous rumors that Chrysler was trying to spin off the Viper and dump it on an unsuspecting buyer. So why introduce a “new” Viper at this stage in the game?

The LA Auto Show opens to the public on December 4 and remains open through December 13, 2009. For more information, please check out www.laautoshow.com.