Infiniti’s FX first arrived on the scene in 2003. At the time, it looked like something transported into the showroom directly from the auto show concept car turntable. While other manufacturers were delivering boxy SUVs, Infiniti presented the world a futuristic four-door crossover that was available in vibrant “Liquid Copper” paint. Even in bland white, the FX turned every head on the road – and rightfully so. Now in its second-generation, the all-new 2009 FX arrives with a more powerful 5.0-liter V8, a new 7-speed automatic and a mouthful of electronic driving aids that are sure to stump even the team at Engadget. Is the all-new FX a worthy replacement to its predecessor? Has it turned soft to please the luxury crowd? What’s up with all of that gadgetry? Find out after the jump.
With the styling of the first-gen Infiniti FX now looking rather bland among the sea of copycat CUVs, the all-new 2009 model was designed with an aggressive pen. Although the new model is only fractionally different dimensionally, the hood appears longer and the greenhouse shorter. The fenders are bulged, the door handles tapered and the headlights scalloped. The new side “gills” and thickened C-pillars add visual length and character to the sides. With its own semi-radical styling (and an injection of Infiniti-family resemblance), the FX is an interesting study that isn’t exactly everyone’s cup of tea.

Appearance aside, we were much more concerned with the driving dynamics of our Infiniti flagship. Yes, with the loss of the Q45 several years ago and the inability of the QX56 to step up to the plate, the FX50 AWD is the new flagship in both technology and price. Our “Blue Slate” over “Graphite” 2009 FX50 AWD stickered at $65,015 including destination charges (before you go look, a loaded 2009 QX56 arrives at around $62,000). Those with thinner wallets will likely opt for the much more reasonably priced FX35 AWD or FX35 RWD (starting at $42,150). Those two vehicles are essentially the same, except for fewer options and a smaller – but very capable – 3.5-liter V6 (VQ35HR) rated at 303 hp.

While the previous-generation FX45 wasn’t a slouch by even sports car standards, Infiniti cranked up the volume on the 2009 FX50 model. The FM-platform crossover features an all-new 5.0-liter V8 (VK50VE) rated at 390 hp and 369 lb-ft of torque. Even with extensive use of aluminum and lightweight materials throughout, the new FX50 tips the scales nearly 100 pounds heavier (now 4,575 pounds) than its predecessor. Even so, the extra power and a 7-speed automatic transmission help the ATTESA E-TS AWD system claw its mass to 60 mph in just over 5 seconds. (The EPA rates the 2009 FX50 AWD at 14 mpg city/20 mpg highway. On our initial stop, we pumped 16.18 gallons of premium unleaded gas into the tank after just 251.2 miles for an average of 15.52 mpg.)

Climbing inside the cabin, passengers are met with beautiful quilted leather seats, hand-stained maple wood, and real aluminum trim. Electroluminescent gauges greet the driver behind the meaty leather-wrapped steering wheel (now with dual magnesium paddle shifters). Our six-foot two-inch frame fit very comfortably in the heated/cooled front seats of the cabin. The second row is accommodating, but not overly spacious. Passengers won’t complain, as they will be content watching the optional flip-down DVD player with its 9-inch display through their wireless stereo headphones. Take the headphones off, as the 13-speaker (included 2 subwoofers) BOSE premium audio stereo sounds great, and will play just about any type of audio media in existence. It seems everything inside the cabin is power-operated, including the automatic tensioning device on the front seat belts that removes the slack once you settle in – no kidding. The interior of the FX is simply plush.

There are, of course, a few gripes. Thanks to that aforementioned styling, outward visibility is hampered by both the thick C-pillar and the rearview mirror that’s seemingly placed smack in the center of the windshield from our tall point of view. The sunroof is very small (especially when compared to the panoramic moonroofs found on direct competitors). The exterior mirrors don’t auto-dim, and there aren’t enough 12v power outlets.

With a push of the start button, however, the V8 growls to life. As expected, power is strong. Goose the throttle, and the FX quickly finds its gear and pulls strongly up to speed. The 7-speed automatic wasn’t as smooth as we had wished it to be around town – it wanted to race, while we wanted to relax. In the canyons, its shifting actions were more welcomed. Downshifts with the paddles were met with aggressive-sounding rev-matching throttle blips from the all-aluminum 5.0-liter under the hood. You can throw the FX50 into a corner, but there isn’t a whole lot of feedback to get your juices flowing. Back and forth through the canyons, the FX will hold the line. But, after a few minutes of the childish driving on public roads, the driver is forced to ponder what they are trying to accomplish. It’s just not a sports car.

Mid-way through the week, the FX50 was called to Buttonwillow Raceway Park for race support. The drive to the track was about 150 miles each way across Southern California’s expansion-joint-laden concrete freeway system, and then along several long stretches of smoother asphalt. The Continuous Damping Control (CDC) suspension did a mediocre job of keeping us comfortable. Both modes (”Auto” and “Sport”) were too harsh for comfortable freeway cruising, even on the smoother sections of pavement. We can’t just blame some electronic dampers – one also has to suspect the massive and heavy 21-inch wheels wrapped with meaty 265/45R21 tires. They look trick but are loud, as tons of road noise permeated into the cabin.

At the track paddock, with the second-row seats folded, the FX swallowed four brand-new race tires without complaint (even though overall cargo volume is reportedly down a few cubic feet compared to the outgoing model). The rear liftover is high, and you have to be careful not to mar the painted urethane bumper, but let’s face it… hauling cargo really isn’t the FX’s objective either. The rear tailgate is surprisingly still manually opened and shut in a segment where nearly all of the competition is offering standard power-operated liftgates.

The long drive to Buttonwillow also gave us an excellent opportunity to get acquainted with Infiniti’s latest automotive wizardry: LDW, LDP, ICC, DCA, and IBA. The automaker claims the confusing slew of acronymic technology is either part of the “lateral safety shield” or the “forward safety shield” of the FX50. Whatever the case, we are willing to bet most FX drivers don’t have a clue how they work, why they exist, or what they are used for. We aren’t your average car folk, so we made it a point to run through the big hitters.

The most obnoxious (see our bias coming?) is Lane Departure Warning. It sounds an alert if your car is about to move out of a detectible traffic lane. The system is turned ON by default when the FX is started (it can be defeated with a button on the lower instrument panel). In nearly every case, we forgot to shut it off at start-up. Of course, we were quickly reminded by the annoying audible alert within minutes of driving. In our experience, and on our local roads, normal safe in-lane driving was not good enough for LDW, and it constantly called us on it. The technology apparently works, but Infiniti’s application is flawed by the fact that LDW needs to default to OFF with the option to active at for long road trips when you are likely to be distracted, or fall asleep.

Lane Departure Prevention (LDP) is actually a bit spooky. It defaults OFF (rightly so), so you have to activate it first. When running, LDP watches your position in the lane. If you veer slightly right or left, it will gently nudge the left or right brakes to bring the FX back into the correct position within the lane. A tone lets you know it is working (if you can’t feel the ghosts tugging at the brakes through the steering wheel, you shouldn’t have a driver’s license in the first place). The system only works when you depart your lane at a slight angle. If you veer sharply out of your lane, it cannot help you. And yes, the driver can easily override the system with the steering wheel. Again, this technology works, but it is still a few generations from perfected.

Intelligent Cruise Control (ICC) simply rocks. It is OFF by default, but easily activated with the cruise control switches. The system uses a radar (in the grille under the front bumper) to watch the vehicles in front of the FX. Set the cruise control to 75 mph, and the FX50 will happily stay there… unless the car in front slows down. Upon realizing traffic has slowed, ICC will slow the FX accordingly to maintain the gap. It will even bring the vehicle to a complete stop! While you still have to accelerate from a standstill once again, ICC is absolutely priceless in moderate traffic situations – we can’t wait until it goes mainstream at a reasonable price point.

Distance Control Assist (DCA) and Intelligent Brake Assist (IBA) work hand-in-hand to keep the FX50 from plowing into the vehicle ahead of itself. DCA (default is OFF) will push back on the accelerator and apply the brakes if your closing speed is too great, while IBA (default is ON) will apply the brakes when forward collisions are about to occur. In normal driving, they work very well. If you are racing around like a madman, or you expect it to overcome the laws of physics, get to know your body shop manager well.

Infiniti’s Around View Monitor (AVM) really deserves mentioning too. Cameras have been placed on all four corners of the vehicle and the composite image is displayed on the navigation screen while the vehicle is in Reverse. The “standard” rearward camera view appears on the left of the screen, while an overhead shot is on the right. While it still isn’t a substitute for looking over your shoulder, it works exactly as advertised and there are no excuses for backing into anything (or anyone) with an AVM-equipped vehicle
.
The list of Infiniti acronyms goes on: ASC, CHMSL, ACCS, RDS, AABS, VDC, TCS, ABS, BA, TPMS, AFS, FCW, and even LED (one has to wonder how many Infiniti salespeople can even decipher them all?). While we genuinely like the FX platform and engine, all of the previously cited technology suffocates the driving experience. During the long ride home, we kept thinking that a base Infiniti FX35, with or without the impressive ATTESA E-TS AWD system, is really the way to go.

After one week with the FX50 AWD, we had mixed emotions. Infiniti tags the FX50 AWD as the “Luxury SUV with the Heart of a Sports Car.” While this may be both physically and mechanically true, the crossover seems to have lost its focus in the remake. The last-gen FX45 AWD was raw and brutal, with just enough luxury to justify the price. The new model is refined and tempered, but it works far too hard appealing to crowds on both sides of the fence. The luxury is spoiled by the harsh ride and cabin noise, while the driving passion is lost by the inundation of technology and its cumbersome weight. As a brand flagship and technology showpiece, the 2009 FX50 AWD hits the mark. As a specific vehicle that someone needs to put in their garage – we are still seeking the argument.

The Mercedes-Benz CLS is due for a refresh within the next two years, but before M-B releases an all-new version of its pioneering and often imitated four-door “coupe,” at least one special edition is in order. The 2009 Mercedes-Benz CLS Grand Edition features a set of bi-xenon headlamps, with an integrated cleaning and range adjustment system, along with fog lamps that swivel with the steering wheel to illuminate around the bend. AMG provides a set of 18-inch, five-spoke wheels coated in titanium grey and wrapped in 245/40 (front) and 275/35 (rear) rubber, while “Grand Edition” badges adorn the front fenders and floor mats.

By far, the most intriguing part of the CLS Grand Edition is the available platinum matte paint which M-B assures is highly scratch- and dirt-resistant, but for those not particularly partial to the low-gloss coating, obsidian black, iridium silver, carneol red or flint grey metallic finishes are available. Inside, the “designo” interior (a Benz customization option) features anthracite Alcantara headliner and joins “marron,” sand, black, mystic red, porcelain or Chablis leather seats and accents, along with laurel wood trim and stainless steel pedals.

Orders for the CLS Grand Edition begin abroad today, with four engines choices, a starting price of 67,294 euros and deliveries starting in March.

Nissan’s latest Z-car has hit the ground running in the U.S. and Nissan may begin stirring the pot to ratchet up excitement another notch. Although we usually have to wait for the extra goodies launched in Japan to make the trek to the States, rumor has it that the factory NISMO S-Tune kit will migrate over the Pacific in short order. In addition to the coupe’s already aggressive bodywork, a ground effects kit designed to improve aerodynamics will be part of the package, along with a new set of deep dish, five-spoke aluminum wheels and upgraded suspension and brake kits. A cat-back exhaust system rounds out the bits and pieces. If the rumors hold true, we can expect to see the NISMO S-Tune 370Z kits on dealer shelves sometime in June.

It may not be the same as attending the event in-person, but a live, interactive webcast of Volvo’s press conference at the Detroit Auto Show, where the S60 concept and production XC60 for North America will be shown, could be the next best thing. The broadcast is intended for media types and members of the press, but the fact that it’s being aired on DirecTV (channel 101, January 11 at 5:30 - 6:30 PM ET) means that anybody with a television and the satellite service can watch it live. Alternatively, users can register for a password to the online site, the location of which is not yet determined.

The coolest bit of tech that’s making an appearance for this event is the capability to send questions to a live host who will then relay selected inquiries to key Volvo executives. These days, the global economic downturn is affecting everyone, including those who would normally cover these events for the media. This being the case and assuming the event is a success, we’d expect to more manufacturers to adopt a similar system at upcoming auto shows. Of course, we’ll be there live and you can always direct your browsers to our pages for the best coverage available.

Stop/start technology is like a trial membership for hybrids: it lets drivers in on the fuel savings and lower carbon emissions without forcing them to become a card-carrying member of the hybrid brigade. Kia is will be offering buyers just such an opportunity by introducing ISG, or Idle, Stop, and Go (also called Intelligent Stop & Go) on the new cee’d.

The ISG will be available on the 1.4- and 1.6-liter gasoline-engined c’eeds, and unlike other stop/start technology, this ISG shuts the engine down not only when the car is stopped, but when it’s moving less than four mph. To engage the ISG while the car is moving, the driver puts the car in neutral and depresses the clutch, the engine is shut down, and he or she will be rewarded with 15% better fuel economy in the urban cycle.

The frugal-ized cee’d also benefits from a lighter five-speed gearbox and low-rolling-resistance tires as standard fitment. Later in 2009, the 1.6-liter diesel c’eed will be offered with ISG technology.

BMW will unveil the all-new Z4 roadster at the Detroit Auto Show next month, but there’s no need to wait for the show in Motown to see the car in non-spyshot form, as all the Euro-spec details were officially released when the clock struck midnight in Munich. We’re into the new bodywork, which is pretty voluptuous compared to the preceding model, with a hint of 507 lineage evident in the car’s lines. Follow the jump for the rest of the skinny.
Up front, wide double-kidney grilles establish an aggressive face. Out back, the tail is cleaner and more elegant than the current car’s, featuring simpler, wraparound taillamps with attractive lighting effects. The biggest change of all, of course, can be found in the roofline. As was the case in the 3 Series, the soft top has been retired in favor of a retractable metal roof. There’s a subtle “double-bubble” effect evident when it’s in place, and its use reportedly improves outward visibility with the top up. 20 seconds is how long you need to wait for it to raise or stow.

European models have three engine selections, and the Z4 employs BMW’s ridiculous new naming scheme, as first seen on the X6. The Z4 sDrive23i is probably Euro-only, powered by a 2.5L inline-6 making 204 horses via a six-speed manual or automatic. Next up is the Z4 sDrive30i, which features the normally-aspirated 3.0L I6 we’re all familiar with. Here, it makes 258 horsepower and 228 lb-ft of torque. That’s enough to get it to 62 mph in 5.8 seconds (with the stick). Fun times. the sDrive30i also comes with either a 6-speed manual or automatic. Those of you looking for the ass-kicker Z4 want the sDrive35i, which gets the excellent twin-turbo 3.0L and 306 horsepower. 0-62 takes 5.2 seconds with the manual tranny, but you shave a tenth off that if you opt for the 7-speed dual-clutch gearbox.

Inside, the cabin is refreshingly simple with attractive wood accents, slick-looking new HVAC controls and a straightforward cockpit layout. iDrive has now made its way into the Z4, but it’s the new, allegedly more intuitive version that was first introduced in the new 7 Series. The LCD display sinks into the instrument panel when not in use.

So, best Z3/Z4 yet? Probably. We’ll crawl all over it next month in Detroit, after which we’ll be impatiently awaiting some real seat time, which ought to be a kick.

It looks like the rest of the Alfa Romeo 8C Competiziones are starting to get into customer hands since that first one was delivered to James Glickenhaus. Last weekend at Motor4Toys we just missed a red one, but it happened to show up this morning at our weekly gathering in Irvine, California. The car drew a huge crowd, who universally praised it for its voluptuous good looks and gorgeous red paint job. The owner drove in and parked, revving it a bit to treat the onlookers. Although we’ve had the great pleasure of seeing the car in person a few times already, it is still stunning. And it was fun to watch the others seeing it for the first time. This is truly mobile art. Drew and Jonathon happened to be at the show this morning as well and are trying to convince the owner to let them take it for a spin. Hopefully they get their wish, but until then, check out the gallery to see some of my pics along with Drew’s typical photographic magic.

Just about a week ago, Honda announced that it was dropping out of Formula 1, but in subsequent reports Honda confirmed that it was not planning to pull support from other motorsports endeavors. That doesn’t quite seem to be the case. Yesterday, Honda announced that it will be removing factory support from AMA road racing. The only Honda factory rider already contracted for the ‘09 season is Neil Hodgson. Jake Zemke, winner of last year’s AMA Formula Xtreme Championship, now seems likely to race for the Erion Honda team, which Honda will still be offering support to, along with the Corona Honda team. Motocross and Supercross will not be affected by Honda’s decision.

Honda cites the “current global economic situation and its impact on Honda” for the change, but we wonder if the ongoing dominance of Mat Mladin and Ben Spies’ Suzukis may have made AMA Superbike an easy series to drop — a move last made by Ducati in 2006. We’re also left wondering if the ongoing conflict with Daytona Motorsports Group, the new management for AMA Pro Racing, had anything to do with the withdrawl. In any case, we won’t be seeing any Honda Factory teams in AMA road racing for 2009.

[Source: Honda]

After releasing photos and information on its new Z4 roadster yesterday, we now have a pair of videos showing the Z4 in action. In the first clip BMW Automobile design head Adrian van Hooydonk and exterior design head Anders Warming discuss the new design. The operative word in the new Z4’s design appears to be “Joy” although how joyous this car will be remains to be seen. Certainly the new look should make observers a lot happier than old one but ultimately any car is about the driving experience.

Shortly after the LA Auto Show debut of the 2010 Ford Mustang, the automaker announced that Mattel would be releasing its own replica of the new model as part of its Hot Wheels lineup. Somehow in all the running around after the reveal in LA, we missed out on picking up an example and Ford didn’t have any press photos available. Fortunately Ford’s Dan Jarvis came to the rescue and provided Autoblog with one of the toys for a photo shoot. As you can see, the team at Hot Wheels has made the usual array of tweaks in order to minimize the aerodynamic drag of the new car and maximize fuel efficiency. The exterior mirrors have been removed and the grille has been blanked off to force air flow around the car. The biggest change, however, was deleting the powertrain. Normally, this might be a problem, but like other Hot Wheels editions, this car derives its propulsive force from external sources.