First Drive: 2009 Infiniti FX35 Automotive Beauty

The Infiniti FX35 gets an improved 303-horsepower V6 engine

Of all the vehicles I have tested, one of the least likely candidates for cult classic status is Infiniti's FX35. Oh, sure, from its inception it sported a striking visage, what with its "bionic cheetah" styling, big ol' wheels and a countenance that is just a bit more daring than your average sport-utility replicant.

But, SUVs, sporty or not, are a dime a dozen these days and, except for odd creatures with specific abilities -- such as Land Rovers -- few seem to generate much loyalty. Everyone might lust after an SUV (even if they don't buy one for economic reasons), but few are undyingly loyal to a specific vehicle -- except for the first-generation FX35.

I have known many an Infiniti owner who swears by them, enough that most actually lament the end of their lease. Convinced that they entered the leasing market to switch vehicles, many FX35 owners have trouble giving up their old paint.

In marketing circles, the loyalty to the first-gen FX35 was even odder as it was the runt of the litter. Pride of place in the FX series went to the FX45, powered by a 4.5-litre V8. But, as all powerful as the 45 was, it was a rough-riding beast that sacrificed much in the way of creature comforts for its sporting aptitude. No such comprises marred the FX35 and, for a select crowd, there was nowhere they could get a dramatically styled SUV with so much performance for so little money. In other words, there are some very big shoes for the totally revamped 2009 version to fill.

One could accuse Infiniti of wimping out a little in the styling department, as the 2009 version doesn't look much different from the '08. But, to give Nissan's luxury brand credit, at least the modest changes the company made haven't softened the FX's edge. The new model's gaping front grille looks even more predatory than before and the bulges on its quarter panels are a little more pronounced.

It's under the hood-- where the updated VQ35HR 3.5L V6 lives -- where the real upgrades have transpired. Now breathing through twin throttle bodies, the FX35 boasts 303 horsepower. That's enough muscle for a mid-six-second run to 100 kilometres an hour, reason enough to (almost) forget about the fuel-hogging 5.0L FX50 version.

What's truly surprising is how sporting the six-cylinder engine sounds. V6s are notoriously difficult to make aurally appealing. Just ask Mercedes, which, despite its many abilities, still hasn't found a way to make the C-Class family of V6s sound like anything other than a tramp steamer. The Infiniti motor, on the other hand, sounds rorty as all get out, like it wants to--as Eddie Murphy sang with mediocrity -- party all the time. Matched to a close-ratio, seven-speed automatic with paddle shifters, the 3.5L likes to spin, its penchant for high rpm very much like Nissan's 370Z sports coupe. The allusion is apt since its engine is all but identical.

The FX35 also does an admirable job of emulating the Z's cornering ability. Though it rides on higher-profile, 18-inch tires rather than the FX50's 20s, there's still plenty of grip and precious little roll. It seems (oxy)moronic to buy an SUV so it can emulate a sports car, but, if that's what you want, that's what the FX35 delivers. It also does so without the buckboard ride of its V8-powered sibling (or the BMW X5 that the FX50 so slavishly tries to emulate). It may not be Lexus RX soft, but it won't shake the fillings out of your teeth.

Inside, there's an elegance that was missing from the first generation. The '09's build quality is excellent as are the materials. And even if they aren't quite up to Audi's top-notch standards, they'll do quite nicely. The FX35's cabin also doesn't lack for amenities, loaded to the gills (properly packaged, of course) with one of the better navigation systems, an excellent stereo and ventilated as well as heated seats. But, the killer app -- that technological thingy you can boast to all your friends -- is Infiniti's Around View Monitor system, which essentially offers a 360-degree view of everything around the vehicle via a set of four exterior cameras and the navi system's LED screen.

In just about every way, the 2009 FX35 improves upon its predecessor. It is larger, sportier, more powerful and better appointed -- succeeding where so many sophomore efforts have failed. The question, then, is whether those improvements are sufficient to guarantee the second-generation model the same cult status the original enjoyed.

THE SPECS

Type of vehicle: All-wheel-drive, mid-sized SUV

Engine: 3.5L DOHC V6

Power :303 hp @ 6,900 rpm; 262 lb-ft of torque @ 4,800 rpm

Transmission: Seven-speed manumatic

Brakes: Four-wheel disc with ABS

Tires: P265/60R18

Price: base/as tested: $50,700/$56,450

Destination charge: $1,825

Transport Canada fuel economy L/100 km: 13.3 city, 9.3 hwy.

Standard features: Power door locks, windows and mirrors, dual-zone climate control air conditioning, Bose 11-speaker AM/FM/ CD/MP3 audio system, XM satellite radio, steering wheel-mounted audio controls, Bluetooth hands-free phone system, cruise control, power glass sunroof, information display, power tilt and telescopic steering wheel, leather seats, eight-way power front seats, heated and cooled front seats, auto headlights, dual front air bags, front seat side air bags, front and rear side curtain air bags, rollover sensor, immobilizer and antitheft systems

2009 Jaguar XFR Automotive Beauty

You know you're suffering from hp-war battle fatigue when your first reaction to the news the Jaguar XFR's all-new, supercharged 5.0L direct-injection V-8 develops 510 hp is a faintly disappointed "Oh..." It might outgun the 500-hp BMW M5 and the 507-hp Mercedes-Benz E63 AMG, but it comes up short against Cadillac's mighty 556-hp CTS-V and Audi's head-banging 572-hp RS6. We're here to tell you, however, that sheer horsepower ain't everything. Just point the new XFR at your favorite stretch of gnarly two-lane, nail the gas, and you'll soon see what we mean.

The XFR is, of course, the new flagship car in an upgraded and expanded XF range for the 2010 model year. By now you will have noticed the entirely predictable exterior mods: a new front bumper fascia with large air intakes, deeper sills, a vented hood, new 20-in. alloy wheels, and quad tailpipes. Inside, the XFR retains the XF's cool and charismatic interior design, though Dark Oak veneer is the standard wood trim, complementing a unique dark mesh-aluminum dash panel. The XFR's front seats feature electrically adjustable bolsters for greater side support.

The big news is all under the skin: suspension tweaks that include magneto-rheological shocks, bigger brakes, an active differential, and the supercharged version of the all-new AJ-V8 Gen III engine.

The 5.0L Gen III has been designed in-house at Jaguar. The new engine is almost an inch shorter than the current 4.2L V-8, thanks to the relocation of the oil pump. The aluminum block is now a high-pressure die-cast item with cross-bolted main bearing caps. The four-valve cylinder heads are made from recycled aluminum, and the camshafts feature variable valve timing activated by the torque motions of the valves themselves instead of oil pressure, enabling the oil pump to be reduced in size. The engine features what Jaguar claims is an industry-first direct-injection system with centrally mounted, multihole, spray-guided injectors.

Running With the Big Dogs Automotive Beauty

The 2010 Jaguar XFR sneaks up on you. You have to drive with one eye on the speedometer, cross-checking your perception of speed with the reality displayed in black, white and red. The XFR is not a raw-edged racing sedan; it's a supercharged 510-horsepower express that baits the BMW M5 with its sheer sophistication.

The Jaguar XFR is a fast, beautiful and very British challenge to the hegemony of German sport sedans, good enough to makes moustaches quiver in Ingolstadt, Munich and Stuttgart. If the introduction of the XF sedan last year woke Jaguar from its self-induced slumber, the 2010 XFR gives it a potent shot of caffeine.

With the 2010 Jaguar XFR, the guys at Jag have finally delivered the car they've been promising ever since Ford began pumping money into the company in 1990. It's ironic that new owner Tata Motors will be the one to get the credit.

As Always, It Starts With an Engine
It's been a long time coming, but the new 5.0-liter Jaguar V8 is finally with us. A naturally aspirated example will follow soon, but it's the supercharged version that concerns us here. It might be known as the AJ-V8 Gen III, but this is effectively an all-new motor with just two parts shared with the old 4.2-liter V8. The key technology in this R-Type application is direct injection, variable valve timing for both intake and exhaust, twin intercoolers and the latest Roots-type, twin-vortex supercharger.

Turbochargers have been in the news a lot lately, especially with BMW's decision to implement the technology in its street cars, but a new generation of supercharger technology has also recently arrived. Jaguar chose to continue its past work with supercharging in the interests of throttle response, efficiency and packaging. Now that AMG has largely abandoned the Kompressor, the use of supercharging also gives the Jag a key point of difference compared with its German rivals. The new engine is mated to the familiar ZF 6HP28 six-speed automatic, although it's been uprated to cope with the extra thrust.

And the thrust ratings are certainly impressive, as the Jaguar engineers targeted 500 hp in the belief that this is now a prerequisite for entry in the hyper-sedan club. To this end, the 2010 Jaguar XFR's supercharged 5.0-liter V8 offers up 510 hp between 6,000 and 6,500 rpm, with 461 pound-feet of torque between 2,500 and 5,500 rpm. This compares pretty impressively with the Audi RS6's ratings of 580 hp and 479 lb-ft of torque, the BMW M5's output of 500 hp and 383 lb-ft of torque and the Mercedes-Benz E63 AMG's 507 hp and 464 lb-ft of torque.

Get Down the Road
Those figures are impressive, even in a car that weighs 4,169 pounds. Jaguar claims the XFR gets to 60 mph from a standstill in 4.6 seconds on the way to the quarter-mile in 13.1 seconds. It accelerates from 50 mph to 70 mph in just 1.9 seconds and top speed is electronically limited to 155 mph. This is a thunderous car, and you don't have to work for the performance as you do in the naturally aspirated Merc or BeeEm. You rely not on the power but on the huge dollops of torque served up by the compressor.

This distinctive power production together with the superbly smooth gearbox is the key to the XFR sedan's stealthy performance. Plus the engine is so quiet that you're never aware that it's working very hard. Jaguar has all but eliminated the supercharger whine that always laid down a soundtrack to the old blown 4.2-liter V8, and the 5.0-liter V8 emits a deep, bass woofle that's never more than subdued. And just like the 2010 Ford Mustang and 2009 Ford Focus RS, there's a system in place to introduce engine sounds into the cockpit for a little more personality.

Nevertheless, this engine is actually too quiet. After all, if you've spent this much on a sport sedan, you deserve a bit of theater. The 2010 Jaguar XFR is another modern car that sounds better from the sidewalk than it does from the driver seat. Perhaps Jaguar might do well to offer an optional version of the new active exhaust system featured by the latest Jaguar XKR sports car.

A Sport Sedan That's Sporting
There are two significant chassis developments that the R-Type designation brings to the XF sedan: Active Differential Control (ADC) and Adaptive Dynamics. ADC is simply a differential that uses electronics to control the torque distributed to each wheel, operating only when required. The differential control works in conjunction with the stability control to manipulate the horsepower in all road conditions. It is hugely effective, enabling the car to pull away smoothly and cleanly with significant steering input, even on a wet surface.

Meanwhile, the Adaptive Dynamics system modifies the throttle and gearbox response depending on the way you're driving, while also altering the parameters of the continuously variable suspension damping. Put simply, it recognizes that you now want to play and will quickly switch to a more aggressive damping setting. As a result, you can take advantage of the suspension's comfort without having to sacrifice readiness for the fun zones.

Of course, this technology also makes the 2010 Jaguar XFR nowhere near as raw as an M5. The BeeEm demands your full attention, all of the time. The Jag isn't like that. The ride, while significantly firmer than a standard XF, is still pleasingly supple. Even with standard 20-inch wheels and tires plus a fast-acting steering ratio, the R-Type feels more sophisticated than the M-car. Yet this shouldn't be mistaken for a lack of talent, or ambition. The XFR sedan is stealthy, but still capable and entertaining.

The harder you try, the better it responds. You brake hard and deep into the corner (the front discs now measure 14.9 inches) to offset any initial understeer and then lean on the throttle pedal and ride the engine's torque. In high-speed corners, the XFR starts to feel lighter and smaller than it actually is, helped by crisp, accurate and well-weighted steering that's significantly better than that of the opposition. The six-speed ZF automatic is also an ideal foil for the V8, swapping cogs swifty with the aid of the shift paddles on the steering wheel and, in manual mode, refusing to change up without human intervention.

The stability control also has two modes: standard and track. In theory, the latter allows you to play a little, but it still intervenes strongly and relatively early. Of course, you can also turn the system off altogether, at which point the Jag can easily be tempted into glamorous, heroic powerslides, the sort of thing Jaguar development driver Mike Cross has spent a lifetime perfecting. The Jag XFR is much more amenable to oversteer than an M5 or an RS6. It isn't the Jag's default setting, but if you want to be a hooligan, it's happy to oblige.

The Look of Speed
The XF has been designed from the outset as a sport sedan, but the R-Type has given it an added dose of machismo. The chrome-mesh air ducts in the redesigned front fenders and the usual R-Type mesh grille are the most obvious visual changes that contribute to the car's aggressive new face. You'll also notice a deeper front bumper, louvers in the hood, extended rocker-sill skirts, a subtle spoiler on the deck lid, quad exhaust tips and of course the big 20-inch wheels inscribed with "supercharged." It's a comprehensive package that stays on the right side of tasteful.

The revisions within the interior are modest. You get discreet "R" badges on the steering wheel and fascia, a new twist to the aluminum trim, plus sport seats that move in 14 different directions. The only other tweak is to the instrument dials, which now boast a "supercharged" logo and a red needle. The Jaguar XFR remains a thoroughly nice place to be, even if there isn't as much room in the rear seat as you'd find in the Audi RS6.

The Price of Speed
The 2010 Jaguar XFR will come with a price tag of $80,000, which is a long way from the $52,000 of the entry-level XF sedan, but also a fair way below the supercharged $96,000 XKR coupe. Most important, the XFR sedan's price tag is $5,500 less than a BMW M5.

Just as with the XF sedan, the new R-Type probably won't get the instant badge recognition of a car from AMG, the M division or Quattro GmbH, but this new Jag deserves to run with the best. Handsome, massively quick and hugely capable, this car fulfills the XF's potential.

Rattnered-Out Beauty

Former Obama car czar Steven Rattner (not to be confused with destroyer of films Brett Rattner) is set to cash in on his six month experience under an administration tasked with bringing the American auto industry back from the brink.

Titled Overhaul: An Insider's Account of the Obama Administration's Emergency Rescue of the Auto Industry, it's meant to tell the story of how the US government reacted in at a time when automakers the world over were hit by a global economic crisis and surviving on a wing and a prayer.

Instead of boring you with all the blah blah blah, here are some interesting facts that have already been revealed:

- After Obama gave former GM CEO Rick Wagoner the boot, Rattner offered the General's top position to one Carlos Ghosn, who turned it down due to his loyalty to Nissan-Renault.

- In a meeting after being elected, Obama asked "Why can't [GM and Chrysler] make a Corolla?"

- That $85 Billion is actually less than planned. The White House initially agreed to $100 Billion.

- White House Chief of Staff Rahm Emanuel's soon to be infamous comment, "Fuck the UAW."

- The ever-calm Obama was shocked to hear that Rick Wagoner, "the man who had brought [GM] down", got to deploy a $7.1 Million golden parachute. Join the club, Mr. President.

- Obama spent more time deciding if it was right to pay Wagoner than deliberating whether or not to fire him.

- The government wanted money from Fiat up front for its 20% stake in Chrysler. Needless to say, they didn't get it.

- In a spat between Fiat CEO Sergio Marchionne and UAW President Ron Gettelfinger, Marchionne thought workers should "embrace a 'culture of poverty' instead of a 'culture of entitlement'" when discussing retiree health-care. Rattner says "no one in the Obama administration ever asked us to favor labor for political reasons."

- Former GM CEO Fritz Henderson thought executives should become more involved in research and product planning. To do so, he wanted to move GM headquarters from the current location to the Tech Center in Warren, Michigan. The idea was vetoed under the assumption that GM's leaving would wreak havoc in Detroit. Rattner says, "Fortunately, this unique intervention into a specific GM matter was never leaked to the press, saving us from having to explain how it comported with our policy of letting GM and Chrysler manage their own affairs."

If anything, it's interesting to see who was having which discussions at a time when the future of companies like GM and Chrysler looked extremely bleak. GM, on the other hand, isn't interested in the book. Spokesman Greg Martin says, "The book is history. We're a new company and we have too much work to do and no time for book reviews."

GTO Car Beauty

Car auctions always have some interesting product to show off. Hell, I'm going to have to pick up my Boss '9 at one somewhere down the road, but that's beside the point. The one-of-one Pontiac GTO Judge convertible seen here is about to hit the block in a few weeks at Mecum's St. Charles Auction and here's a little something about it.

It's a triple-black 1969 GTO Judge convertible that's been documented - by the Pontiac Historical Society, no less - as a one of a kind vehicle out of 108 Judge convertibles built in the big 6-9.

Riding on redlines, this mack daddy comes with a Ram Air III-equipped 400-cubic inch (6.6-liter) V8 putting down 366 horsepower through a 4-speed tranny. Its option list includes a wood rim steering wheel, Rallye gauges, a hood-mounted tachometer (these need to come back, aerodynamics and legibility be damned), and an 8-track player.

For value's sake, the car's been through a complete restoration with almost all NOS (New Old Stock) parts and has zero miles on it since.

Man, I feel like I need to go haze some freshman just writing about this. Anyone got a case of beer and a paddle?

Cruze Hatchback Beauty

The Cruze sedan has been on sale in other markets for a while now. With it finally coming to the States, GM hopes to keep what momentum it has going by debuting the Holden-designed Cruze hatchback in Paris (full details in our previous post). A production version of the damn-fine hatchback is just around the bend, so it's no surprise that Holden will also get its own sleek 5-door Cruze.

Look no further than right above (and below for a larger image) for what a Holden Cruze Hatchback should look like. Holden's Cruze simply gets a different nose, badges, and right-hand drive to make it stand out from its Chevrolet brethren, meaning this pic we photoshopped (pound it down) should be fairly spot-on.

The Cruze Hatchback show car, designed and built by Holden at its Port Melbourne design studio, is the result of a year's worth of work using input from GM designers worldwide.

Richard Ferlazzo, Holden's chief designer, says, "Our brief was to create an alternative body style to the traditional sedan that retained the same dynamic proportions that has made Cruze such a success around the world. We are very proud of the result which will be tailored further for the Australian market and given an appearance consistent with the rest of the Holden portfolio next year."

Thankfully, this one looks so good and so production ready that GM would be hard-pressed to screw it up as much as they did the Orlando MPV.

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