Review: 2010 Jaguar XFR is still the Papa Bear

When our man Lieberman drove the 2010 Jaguar XF Supercharged earlier this year, he came to the conclusion that of all the models in the XF range, the mid-grade Supercharged with its 470-horsepower V8 was the one to have, if you're buying. After all, at a relatively modest $68,000, it's a sexy sleeper with enough high-powered thrills to keep you happy while still being everyday-drivable and easily tamed. We wholeheartedly agree with our dear Jonny in this conclusion, and if we had never experienced this top-rung XFR, we'd be perfectly thrilled with our purchase.

But we have driven the XFR – once in France and now again in America – and asking us to overlook either experience when considering the XF range simply isn't going to happen. The R makes too much of an impression.

Yes, the Supercharged may be the "just right" Goldilocks model in the XF lineup, but the XFR is Papa Bear. That 'R' badge will cost you an extra $12,000, which is undoubtedly a hefty sum to pay when you consider that it only produces 40 more horsepower than the Supercharged. Thus, it's easy to write off the XFR as unnecessary or overzealous, but its sharper set of chops are able to handle so much more than lukewarm porridge. This car is a real honey, finances be damned!

Before you even begin to think about the 510 raging stallions under the hood, the XFR will impress with its top-notch styling. Jaguar has really come into its own again over the past few years, and its full range is one of the most attractive on the market. The XF design, introduced in 2008, is aging quite nicely, and the subtle tweaks given to the R further enhance the strong emphasis on sex appeal.

Sure, the XF Supercharged is more of a sleeper, but the XFR has a more powerful stance and looks the part of a high-caliber sport sedan. We're very fond of the large air intakes that flank either side of the front fascia, and who can resist drooling over the XFR-only air intakes on the hood lined with "supercharged" text. The other visual upgrades like handsome 20-inch wheels, bespoke side skirts and a sharp lip spoiler blend well with the XF's design, and if you had never seen the base car before, you'd think that all XFs looked this way. It's that natural, and not nearly as brash as a BMW M5 or Mercedes-Benz E63 AMG, both of which simply scream, "No, officer, I don't know how fast I was going."



A similar theme of elegance has graced the cabin, which is quite stunning, especially in our test car's London Tan and Graphite two-tone attire. The sport buckets up front are incredibly comfortable, and because they can be adjusted 18 different ways, they can be contoured to mold just about any driver's shape. Overall fit and finish is good, if predictable for an $80,000 chariot, and the simplistic, understated appearance of the dash and controls goes a long way in not over-complicating the cockpit. The XF's funny turnstyle gear selector and air vents that open and close when the car is turned on and off are a neat parlor trick and never fail to impress passengers, but we still can't help but wonder what sort of problems could arise down the road. Motors do malfunction, after all.

All XFRs come standard with dual-zone climate control, heated and cooled seats, a premium Bowers & Wilkins audio system with HD radio, satellite navigation and an in-dash six-disc CD changer, among other luxurious staples. The touch-screen interface is relatively intuitive to use, but the response time for changing between screens and functions takes longer than we'd like. The same goes for the CD mechanism and shuttling between satellite radio stations. It might seem like a nitpicky quaff, but we just can't help but feel annoyed when it takes a few minutes just to empty the changer. (We're journalists – we had to find something to complain about.)



One area where we have no complaint, however, is the powertrain. Jaguar's latest 5.0-liter V8 with direct injection and supercharged boost is, in a word, brilliant, especially when it's free to crank out all 510 horsepower and 461 pound-feet of torque in XFR guise. The overall acceleration feels more urgent than in the high-revving BMW M5, and the fat torque curve complimented by the faint whine of the supercharger makes you eager to stomp on the go-pedal. But while some cars with 500-plus horsepower can often be tedious to drive around town, this kitty can be easily tamed when slumming through heavy traffic. This isn't to say that the throttle is lazy at initial tip-in, though. The accelerator is easy to modulate, and if we're honest, we really enjoy the feeling of putting more weight down on our right foot when the tap really starts to open up.

Even in standard Drive mode, the six-speed automatic transmission swaps cogs quickly and is willing to immediately downshift when asked, but moving the shift knob over to Sport heightens the experience. In its more enthusiastic drive setting, the transmission is more willing to hold gears all the way up to redline, and if you opt to use the steering wheel-mounted paddles (and you most certainly should), you'll be pleasantly surprised with how quick the response time is from paddle tap to gear change. In most instances, it's dual-clutch quick, and that's deeply impressive.



Out on the open road, the XFR is extremely sure-footed and nimble for tight cornering. JaguarDrive Control, which monitors the steering, brake and throttle inputs, adjusts the dampening 100 times per second, allowing the R to remain composed at all times. Turn off the traction control, and the rear wheels can bite you back when pushed cavalierly, but it's all in good fun. You can really work the XFR harder than you'd think, and it doesn't whine or feel sloppy as you inch closer to its limits. The steering inspires even more driver confidence – it's neither numb nor heavy, but provides enough feedback to ensure that sudden inputs are properly managed without issue.

Serious track day enthusiasts will still probably prefer an M5, but there's no doubt that the Jaguar can most certainly keep pace. Our only want is for a more audible exhaust note, though the uncanny cabin quietness is mostly attributed to the design of lesser, naturally aspirated XF models that need to serve the purpose of a luxury car first and a driver's machine second.




In all, the XFR's dynamics are seriously competitive against its German rivals. Comparisons to America's Cadillac CTS-V are warranted, especially if you consider that the Caddy is both cheaper and quicker, and will more than likely pull off better lap times around a track. But when it comes time to drive home at the end of the day, the Jaguar gets our pick each and every time. It's more refined than the offerings from Benz and BMW, and feels substantially more luxurious and higher-quality than the CTS-V.

In all of this praise, though, the one fact we can't forget about is the price. $80,000 honestly isn't that big of a purse for a car like this, considering that it houses one of the best V8s in the world and will do the same work as your Bimmer or Merc in a more chic package. But then there's that XF Supercharged again, with nearly the same amount of refinement and high-power thrills that will keep you happy all day long, all for $12K less. Don't get us wrong, we absolutely adore the XFR, and have no doubt that Papa Bear could have easily ripped Goldilocks to shreds if she had been caught during her breaking and entering escapade; but the safer XF Supercharged isn't too hot, isn't too cold, and is indeed, "just right." Ah, hell. Who cares if we burn our tongues?

Audi wants your help designing its future electric vehicles

So you think you've got what it takes to design an electric car? If so, Audi is interested in hearing from you. The company just kicked off an electric car competition that challenges people to try their hand at designing the cars of tomorrow. The competition is open to anyone with an eye for design who also knows a thing or two about electric cars. Audi officially calls the competition "The Production of Electric Automobiles," and concept ideas are currently being accepted. Unfortunately, the site is in German, making entry a wee bit more difficult, but this translated Google page will help English-only speakers out.

There are a few guidelines that must be followed in order to have chance at winning the contest, but it's pretty simple stuff. Of those who do enter before the July 31st deadline, Audi will select eight finalists to attend a workshop to perfect and resubmit their ideas. The company will then choose an overall winner in November. Bernd Griesbach, an Audi spokesperson for the event, hints at what the company expects from entrants:

We are convinced that we will receive many innovative and creative entries because the competition is a unique opportunity for young employees and potential employees. It is important that the concept can be easily implemented and demonstrates clear progress over the state of the art.

Interested? Give it a try, as there's certainly nothing to lose. If you do well enough, your design might even be implemented in future Audi products and could even land you a spot at the company. How's that for forward momentum? Follow the jump to learn more about the contest. Hat tip to Larzen!

[Source: Audi]

2011 Porsche Boxster Spyder drops a weight class and hits harder than ever

The blueprint goes something like this: Take an aging sports car and raid the corporate parts bin for a few high-performance items likely stolen from a flagship model. Tweak the suspension tuning, throw on some wider rubber, pare down the standard features, add a smidgen more horsepower and then make a few cosmetic changes so it stands out on the showroom floor. Finally, slap on a more expensive price.

We've seen it done many times, but rarely executed so well. Using the recently freshened Boxster S as a starting point, Porsche has developed an entirely new Spyder model that joins the Boxster lineup as its new flagship. While the two-seater follows the aforementioned recipe, we have to admit that it appears to be anything but kit-based and shortsighted.


We are big fans of the Porsche Boxster, but so is nearly everyone else. With an optimal mid-engine design, near-perfect suspension tuning and famously effective brakes, the only thing the entry-level Porsche has been missing is long-term model-range excitement. We welcomed the special variants like the 550 Spyder 50th Anniversary Edition, RS60 Spyder and the Design Edition 2, but they seemingly went as quickly as they arrived.

Addressing the void, Porsche pulled out a Boxster S, opened up the age-old "enhancement" blueprints and then clearly followed the directions. Enter the all-new 2011 Boxster Spyder.

Let's take a look from the inside out.



Buried deep within the new Boxster Spyder is the same 3.4-liter direct-injected flat-six hidden amidships in the Boxster S. However, this smooth-spinning jewel is running the same engine map as the Cayman S coupe, giving it a slight boost to 320 horsepower and 273 pound-feet of torque (up from 310 horsepower and 266 pound-feet of torque in the Boxster S). The standard gearbox is a six-speed manual, but those who prefer perfect computer-executed shifting will seek the optional seven-speed dual-clutch PDK (interestingly enough, the PDK accelerates slightly quicker and is more fuel efficient than the human-operated transmission – even though it weighs a bit more). All Spyder models are fitted with a slightly smaller 14.27-gallon fuel tank (its EPA fuel economy ratings are 19/27 mpg, if that matters to you) and a genuine mechanically locking rear differential.

The basic suspension components are unchanged, but the chassis rides nearly an inch lower and the wheel camber (both front and rear) is a bit more aggressive. The standard 19-inch wheels (up from 18s on the Boxster S) are the lightest cast aluminum wheels in Porsche's inventory. They are wrapped in 235/40ZR19 tires in the front and 265/40ZR19 rubber in the rear. Stretching between them is Porsche's iconic logo from the 1960s that acts as a reminder of a time when sports cars didn't need to go on diets.



Stolen from the 911 GT2 parts bin are the twin carbon-fiber Alcantara-upholstered bucket seats (saving 26 pounds over the standard chairs), easily the most prominent change within the cabin. There are also GT3 RS-inspired interior door panels with red nylon pull straps instead of mechanical levers, red numerals on the gearshift (6MT models only) and black-faced instrument gauges. Like the limited edition RS 60 Boxster, the dash hood over the primary instrument cluster has been deleted.

Further distinguishing the Spyder from its siblings are several significant exterior cosmetic changes. Most obvious to bystanders is the new one-piece rear aluminum hood, with its curves beautifully reminiscent of the early "550 Spyder" (subtract 6.5 pounds). Look a bit closer and you'll find aluminum door skins (subtract 33 pounds), a revised front fascia, new LED running lights, a fixed rear spoiler, twin black tail pipes, and that very unique black cloth top.



The two-piece top is quite trick in design but only takes minutes to install. Manufactured with a carbon-fiber header and weighing less than 13 pounds, the well-engineered contraption locks rigidly into the windshield frame before being firmly tensioned with a cable behind the roll bars. If things are wet outside, a plastic rear window snaps into place to keep the weather out of the interior. It is interesting to note that the fabric flying buttresses, stretching back over the rear deck, are not under much tension (regardless of how things look). While the Boxster Spyder will hit 166 mph, Porsche doesn't recommend exceeding 125 mph with the fabric roof up (of course, the California Highway Patrol doesn't recommend exceeding 55 mph on Pacific Coast Highway, either).

Benefiting from the weight savings, the Boxster Spyder tips the scales at just 2,811 pounds. It's the lightest vehicle in Porsche's road-going lineup (176 pounds lighter than the standard Boxster S) and boasts a power-to-weight ratio of just under 8.8 lbs/hp. Take a quick look at the competition in the 300-plus horsepower roadster category – they've all packed on serious pounds over the years. The Mercedes-Benz SLK55 AMG is 3,472 pounds (661 pounds heavier than the Spyder), the Nissan 370Z Roadster Touring with Sport Package is 3,497 pounds (686 pounds heavier) and the latest BMW Z4 sDrive35is weighs 3,594 pounds (a whopping 783 pounds heavier than the Spyder). Compared to those porky pseudo-competitors, the Spyder seems like it was sculpted from a block of Aerogel.



The Boxster Spyder is a standard production model, not limited in production volume. It sits above the Boxster and Boxster S in the lineup. The standard Boxster (2.9-liter rated at 255 horsepower) starts at $47,600 with the Boxster S coming in with a base price of $58,000. As it builds on the Boxster S equipment package, Porsche has priced the new lightweight model slightly higher. The Boxster Spyder starts at $61,200.

As expected, customers are offered access to an extensive options list including seat belt buckles in leather ($535) or a floor-mounted fire extinguisher ($140). If you really like yellow calipers and expensive brake jobs, Porsche's lightweight ceramic "PCCB" composite brakes are on the options list too ($8,150). Our test model had special Arctic Silver Metallic paint ($710), self-dimming mirrors/rain sensing wipers ($690), bi-xenon headlights ($1,560), audio package plus ($700), automatic climate control ($1,760) and the Sport Chrono package ($960) for a grand total of $68,530. We would soon find it was worth every penny.



Like every other Boxster, the Spyder offers an intimate cabin for anyone taller than our 6-foot 2-inch frame. Never deterred, we fit perfectly into the supportive two-way adjustable sport bucket seats to find a very comfortable driving position behind the tilt/telescoping three-spoke steering wheel. With a twist of the traditional left-mounted key, the flat-six positioned just behind the small of our back kicks over and settles into a very familiar – but rather quiet – rumble. Order the optional Sport Exhaust. We would.

Our mission is to spend a full morning with the Boxster Spyder in the hills above Malibu terrorizing the botts dots along Latigo Canyon, the famed Mulholland Highway and Stunt Canyon road before heading back down the coast. Top stowed in the trunk, the sun shining brightly and temps in the mid-70s. No, it doesn't suck to be us.



Traveling up Pacific Coast Highway, the 3.4-liter pulls the lightened Boxster around very well. Don't expect the wheel-spinning torque of a V8, V10 or forced induction powerplant – this well-balanced engine instead rewards those who spin it to redline frequently. Porsche says the 2,811-pound Spyder sprints to 60 mph in 4.9 seconds with the six-speed manual gearbox (the PDK-equipped model with launch control will get you there in 4.6 seconds), and it feels every bit as quick as that sounds. Even if it isn't as quick as the dual-clutch gearbox, the manual transmission is nearly perfect in gearstick position, shift throw and driver feedback. Yes, it is our preferred transmission in the Spyder.

We must confess: Our initial expectations defined the Spyder as a lightweight Boxster-variant of the 911 GT3. The GT3 is damn near perfect, but a bit too hardcore and predatory for a daily driver. Looking over the spec sheet, we imagined the Spyder would share its suspension tuning, and steering feel, with that special 911. We couldn't have been more incorrect.



While it is one of the best-handling cars that we have ever experienced (especially in this price bracket), the Boxster Spyder doesn't rely on an abusively-firm suspension, sticky low-profile tires or twitchy fast-ratio steering racks. Instead, Porsche engineers masterfully blended shock damping, spring rates and sway bar settings with the lightest chassis in their model range. Praise the simple elementary physics. If he were alive today, Sir Isaac Newton would undoubtedly drive a Boxster Spyder.

The Boxster Spyder is every bit as friendly and pleasant to drive as its siblings. Its mannerisms are curiously polite – until you hit a corner at speed. While the Boxster and Boxster S both take a moment to "settle" as the suspension loads and hunkers down, the lightweight model takes to the direction change instantly (the turn-in isn't twitchy, but rather obedient and predictable). Once on course, it holds the line with tenacity. After a few samples, we begin to savor the Spyder's handling and enter every corner at double the posted speed with nary a concern.

After a few more minutes of chasing a curvy road through the Santa Monica mountain range, this mid-engine sports car has us simply giddy. Light, communicative and agile – it is an absolute joy to drive.



What sets the Spyder apart is the way in which it delivers raw driver involvement in a completely modern sports car. It is a throwback to the old-fashioned roadster experience that most automotive enthusiasts crave: right foot taps the brake, left foot engages the clutch, right hand downshifts, left hand turns into the corner, ears hear the gravel under the tires, eyes notice the crack in the pavement, skin feels the warmth of the afternoon sun and the nose smells the drying sagebrush on the side of the road. This is intimate motoring.

As mentioned, most automakers follow the same "enhancement" blueprints, but they blow a step or two along the way (e.g., suspensions are set far too stiff, interiors are bland and cold, the graphics and cosmetic enhancements are too gaudy). Porsche has ingeniously honed and polished the Boxster Spyder to a fine state without marring its original finish.



Without question, the Boxster Spyder is one of the most enjoyable enthusiast-oriented cars we've driven in a long time, but is it for you? Cars like the Lotus Elise SC are much lighter and more nimble, but not nearly as comfortable or forgiving to drive. On the other end of the spectrum, the Nissan GT-R offers blazing speed, but it weighs an astonishing 1,000 pounds more and most driving sensations are lost in its computerized all-wheel drive wizardry.

When it comes to extremes, it wasn't Porsche's intent to set any new records. This two-seater isn't the lightest production car on the road, the quickest car at the light or the fastest car on the track. It isn't the least expensive, quietest or the most comfortable. But toss all of those measurable objective accolades aside, as the 2011 Porsche Boxster Spyder excels in the most important category of all – it captures your soul.

Review: 2010 Mercedes-Benz GLK350 4Matic is more than just a movie prop

When you launch a vehicle during the year's most over-hyped estrogenfest, you're obviously trying to appeal to a specific demographic. Specifically, not us. There's a reason we haven't taken a crack at the Mercedes-Benz GLK until the sequel to Sex and the City hit the screen. It was just too easy to pigeonhole this cute 'ute as nothing more than a boxy four-wheeled trinket – a cynical fashion accessory designed to compliment your rat-faced pooch and Manolo Blahniks (yes, we had to look that up).

But a funny thing happened on the way down I-5.

While blasting the stereo and hauling along at a decidedly Germanic clip, all of the stereotypes about the GLK's target demographic flew out its expansive sunroof. For as much as we dislike the mere idea of "entry-level luxury" – and in particular the scads of pseudo-SUVs that populate it – the GLK started to make sense. It's well proportioned, has adequate power and comes with nearly enough amenities to match its tri-pointed badge. We actually enjoyed it, even though our manhood might've taken a hit in the process.

Speaking of hits, from a stylistic standpoint, the GLK is either a solid double or a strikeout. Over the course of a few days, we warmed up to it, enjoying the E-Class-inspired rear fender flares, expansive greenhouse and tight posterior. Its Sports Appearance Package 20-inch, seven-spoke wheels fit the blistered arches to a "T," and while the emblem is larger than a Big Gulp lid, we've resigned ourselves to the fact that Mercedes-Benz is taking a "go big or go home" approach to its fascias.

Inside, the slab-sided aesthetic of the exterior carries over to good effect, with a right-sized dash, center console and steering wheel. It's a clean, if staid design for its segment and made up of de rigueur C-Class materials to match. The center-mounted speedo recieves the standard Merc LCD display in the middle, allowing you to toggle between everything from fuel consumption to trip readings. The gauges are clear and legible, the steering wheel controls easy to understand and even easier to operate.



The stereo is an ode to simplicity, save the numerical keypad running along the right side, and the dual-zone climate controls are nicely knurled, if a little shifty in their fitment. In short, everything is exactly where you'd expect, including the large COMAND knob aft of the shifter and the absolutely massive (and slightly comical) dollar-coin-sized engine start button.

Finger that aluminum-look starter and the 3.5-liter V6 gets startled to life and falls into a smooth drone in the background. With just over 4,000 pounds to motivate, the 268 horsepower and 258 pound-feet of torque are up to the job, and in our tester's 4Matic (read: all-wheel-drive) trim, the first stab of the throttle was met with more acceleration than expected. The standard seven-speed automatic flicked through the ratios with the speed and assurance we've come to expect from the Benz boyz, lending more credence to the claims that Mercedes vehicles offer some of the best 'boxes in the biz.



A few circular on- and off-ramps along with a run down a local Bay Area backroad proved that the GLK is remarkably more at home on the curves than most of its closest competition. The steering, while fingertip light, provided a connection to the road largely devoid on most luxo-soft-roaders and, despite its lanky proportions, the GLK was remarkably adept at handling the twisties. The rough(ish) ride we experienced on the highway and around town became an asset, not a curse, when bouncing from bend to bend, with body motions kept in check and an uncommon amount of front grip when heading into a corner a touch to fast. Scrubbing off speed with the four-wheel discs was never an issue, with firm, positive feedback that proved fade-free throughout our various drives.

Mercedes' COMAND interface seems to fall somewhere in between Audi's MMI and BMW's iDrive when it comes to ease-of-use, with a well thought out menu structure and a "Back" button always providing you a quick escape from sub-menu hell. While we understand the safety concerns about entering a destination into the nav system, the inability of the passenger to get directions while the GLK is trundling through traffic became a reoccurring annoyance. Even more galling was the lack of Bluetooth audio streaming or even a standard 1/8th-inch jack to run our phone into the system. If Ford can do it in the bargain basement Fiesta, surely a Benz driver shouldn't be forced to listen to their tunes through a crappy set of headphones – particularly on an audio system this damn good.



A quick review of the GLK's interior stats proves what we've suspected all along: its quarters are slightly more cramped compared to the competition, particularly in rear leg and shoulder room. Similarly, its maximum cargo capacity – 55 cubic feet – is notably lower than the 71 cu-ft provided by the BMW X3 and slightly less than the 61 cubes found in the Acura RDX. However, considering it's the shortest of the bunch, that's to be expected, although it is the tallest and the widest amongst its German competitors.

Situated in the firm, comfortable seats while peering through the uncharacteristically upright windshield, we began to think of the GLK as more of a mini-G-Wagon rather than the high-riding C-Class on which it's based. That impression lasted right up until the moment we pulled up next to one of M-B's WWII throwbacks. Despite its marginally rough ride, the GLK is not a Gelandewagen at two-thirds scale. It's far too modern, far too composed and, yes, far too ordinary to carry on that legacy. But that's not a bad thing.



With competition coming from all coasts, the GLK is remarkably well-equipped to handle the onslaught of buyers looking to downsize. Our fuel economy numbers landed smack-dab in the middle of the EPA's estimates (16/21 mpg city/hwy, 17.7 mpg tested) and the 4Matic's starting price of $36,600 (minus $2k for rear-wheel drive) puts it right on par with the rest of the pack.

However, as with anything hailing from Deutschland, the price rockets skyward like Atlantis on its final flight if you get crazy with the options. Our tester – fitted with the $3,150 Premium Package (memory seats, power liftgate, Panorama sunroof, etc.), $3,350 Multimedia Pack (5.1 Dolby surround, seven-inch color display, COMAND) and an assortment of other kit – rang up an MSRP of $50,235. That's nearly enough to buy Ford's aforementioned subcompact for your kid along with a bone-stock GLK. Then again, that's just how the German's roll.



Needless to say, in the realm of compact luxury crossovers, you're basking in a big bucket of choice. But while the RDX might be sportier, it's decidedly less refined. And while the Audi Q5 might fit like a well-tailored suit, it lacks the panache to stand out from the crowd. So where does the GLK fit in? Right in the middle; a pseudo-'ute for fashion-conscious Cougars and maybe their well-heeled suitors. We wouldn't mind driving it to the multiplex, even if that involves a rendezvous with four insufferable forty-somethings. No matter, we'll leave with our manhood intact.

2011 Chevrolet Cruze priced at $16,995, LTZ at $22,695

General Motors has slapped a price tag on the all-new 2011 Chevrolet Cruze, and with a starting price of $16,995 (including destination), the new compact contender is well positioned to compete with the segment stalwarts.

The entry-level Cruse LS comes packing the 138-horsepower 1.8-liter Ecotec four-cylinder and a six-speed manual transmission, along with 10 air bags, traction ctonrol, OnStar and keyless entry. If you option up for the $18,895 LT, the standard four-pot is replaced with GM's new Ecotec 1.4-liter turbo and a six-speed automatic box, and the Eco version rings up the same sticker with a six-speed manual, 17-inch wheels with low rolling resistance tires and an enhanced aero package.

The top of the line LTZ will set you back a suitably high $22,695 and comes with the aforementioned 1.4-liter turbo and automatic 'box, along with cruise control, leather seats, Bluetooth, USB audio, redundant steering wheel controls, rear-parking assist and 18-inch wheels. Navigation, a nine-speaker Pioneer stereo, heated seats and RS Appearance package are all available as separate options.