BMW K1000R - coming to a dealership, and race track, near you?

It's been long-rumored that BMW is considering a campaign in the Superbike racing world with a machine inspired by the bikes from Japan. In fact, test mules have been seen lapping racing circuits with Yamaha R6 bodywork, meaning that the chassis and engine are quite compact for this class. BMW has made liter-bikes before, but none have used the industry-standard chassis layout placing the four-cylinder engine transversely between the frame rails with chain-drive and upside-down forks. It will be interesting to see what engineering details BMW chooses to utilizes, because they never do anything exactly like everybody else. The bike should make 190 horsepower or more to do battle in Superbike racing if they want to be competitive. The above image was commissioned by Motociclismo and may be fairly accurate since we already know so much about what will be underneath the skin.

Like the Aprilia RSV-4, the BMW will give riders, racers and spectators a few interesting story-lines when World Superbike starts back up for the 2009 season.

MV Agusta is offering limited edition versions of the Brutale 910 R

Click on the image above for pictures of the Brutale 910 R

We are not the only ones who think that the MV Agusta Brutale is the most beautiful bike sans clothing, with the Italian press fawning all over the frenetic four-cylinder sportbike. While we've not been pleased with every take on improving the near-perfect looks of the Brutale, MV Agusta has started to offer some limited editions of the machine with new color and graphics schemes. MV has recently added the Wally Brutale 910 R to the already announced Brutale Hydrogen. This whole special edition series was started by the Italia edition, which was created to commemorate Italy's win in the last World Cup. There isn't much the Italian company can do to improve on the overall design of the Brutale, but having a few extra choices when it comes to what little clothing is draped over the bike is surely a good thing as far as we're concerned.

American motorcycle manufacturer ATK branching out onto the street

Despite the fact that America is a huge market for motorcycles, there are relatively few American brands in most segments of the industry. Sure, Harley-Davidson and the many custom-bike companies are big both here in the States and abroad, but there is a distinct lack of American brands available to sportbike and dirtbike enthusiasts, and the choices that are available are often not competitive with machines from other countries. ATK has long been offering an American option to dirtbike riders, but has rarely fielded a truly comparable product, or comparable prices, to the dirtbike market mostly owned by the Japanese and KTM. A few years back, ATK purchased the tooling for Cannondale's misguided 450cc 4-stroke dirtbike, and it has been improving on that design since then. This year at the Dealer Expo in Indianapolis, it was showing off some new machinery using engines designed by Highland, a Swedish manufacturer of complete bikes and engines. Highland specializes in making light, compact and powerful engines and ATK is planning on making these engines available to American consumers for the first time, wrapped in sportbike, dirtbike and supermoto style frames. This sounds like a huge undertaking, but we'd love to see ATK pull it off.

Honda DN-01 automatic motorcycle arrives in Japan on March 7

Click image for a hi-res gallery of the Honda DN-01

Back in October of last year, Honda announced that the DN-01 automatic motorcycle would enter production. Starting on March 7th, it will officially be on sale in Japan. When we first heard about the concept, we wondered how it would perform with its 680 cc V-Twin and new hydraulic transmission design. Since then, we've heard that the engine will make 61 horsepower, so think of this machine as a bridge between large maxi-scooters and entry-level sportbikes like the Ninja 500 or GS500. We expect that the DN-01 will have no problem handling daily commuting chores and the often necessary highway-drones, but don't expect to challenge any sportbikes on long straights. Handling will likely be a strong point, with 17" rims sporting 130/70 front and 190/50 rear tires combined with ABS for panic-free stops. We hope to get a chance to ride this bike, but can't help but wonder if the Aprilia 850 Mana is more appropriate for the American market.

Roland Sands 450 Super Single race-bike available now

Click above for more shots of the Roland Sands 450 Super Single

Amateur motorcycle racers are about to get a low-cost and highly competitive new class to consider using race-spec motorcycles built from 450cc motocross bikes. In past years, the 250cc 2-stroke was the most desirable and fastest off-road bike to have, but recently the class has been overtaken by 450cc 4-stroke machines, which are reliable, lightweight and extremely fast. It turns out that they also make an excellent foundation for a road-racer, and Roland Sands, past AMA 250GP champion himself, is ready to begin selling 450 Super Single bikes to kick-off the new racing class specifically designed for these $15,000 bikes. Sands' bike is based on Yamaha's WR450F, but kits are expected to be available for the Honda CRF450X and Kawasaki KX450F. What's more, manufacturers such as KTM, Suzuki, Husqvarna, Husaberg and even ATK also offer similar machines that could likely also be used for this racing class. This is truly exciting, and if the racing class proves successful, a slew of street-legal bikes could be introduced using the same set of components. Win on Sunday, ride to work on Monday... has a nice ring to it, wouldn't you say?

Roland Sands 450 Super Single race-bike available now

Click above for more shots of the Roland Sands 450 Super Single

Amateur motorcycle racers are about to get a low-cost and highly competitive new class to consider using race-spec motorcycles built from 450cc motocross bikes. In past years, the 250cc 2-stroke was the most desirable and fastest off-road bike to have, but recently the class has been overtaken by 450cc 4-stroke machines, which are reliable, lightweight and extremely fast. It turns out that they also make an excellent foundation for a road-racer, and Roland Sands, past AMA 250GP champion himself, is ready to begin selling 450 Super Single bikes to kick-off the new racing class specifically designed for these $15,000 bikes. Sands' bike is based on Yamaha's WR450F, but kits are expected to be available for the Honda CRF450X and Kawasaki KX450F. What's more, manufacturers such as KTM, Suzuki, Husqvarna, Husaberg and even ATK also offer similar machines that could likely also be used for this racing class. This is truly exciting, and if the racing class proves successful, a slew of street-legal bikes could be introduced using the same set of components. Win on Sunday, ride to work on Monday... has a nice ring to it, wouldn't you say?

Honda ending U.S. motorcycle production

Click above for a high-res gallery of the 2008 Honda VTX

Honda has announced that next year it will cease motorcycle production at its Marysville, OH manufacturing plant. That facility's output, along with that of the Hamamatsu, Japan factory, will be shifted to the the company's brand new bike plant in Kumamoto next year. In 2007, Marysville built 44,000 Gold Wing and VTX models, though Honda notes that there will be no layoffs because of this shift in production. Instead, the Marysville workers will be reassigned to other Honda businesses in the fair state of Ohio.

New Ford Fiesta is no siesta

Click above for hi-res images of the new 2009 Ford Fiesta

We had to fly all the way to Switzerland to see it, and while it may not be until late next year, the new Ford Fiesta will be following us home. As we reported, the new Fiesta draws its styling from the Verve concept, which we saw the last time we made the trip across the Atlantic for the Frankfurt Motor Show last September. Today Ford brought out the production Fiesta in both three-door (green) and five-door (magenta) versions, although the American version will likely be arriving only as a four-door sedan with trunk and all.

Taking center stage underneath the bright lights of the Geneva Motor Show, the new Fiesta makes a decidedly bigger impact than the model it replaces, which, stylistically-speaking at least, could have more aptly been called the Siesta. But don't take our word for it, have a look at the images in our high-resolution gallery and judge for yourself.

All-New 2009 Infiniti FX Bows in Geneva!

Last week a single teaser shot of the all-new 2009 Infiniti FX leaked onto the web. Today Infiniti officially unveiled the all-new FX in Geneva.

The 2009 FX is going to come with either a new 5.0L 32-valve V8 with over 380 horsepower or a V6 engine (specs tbd). Both engines are mated to a seven-speed automatic transmission Adaptive Shift Control and available solid magnesium paddle shifters.

The new FX is expected in US showrooms this June.

Infiniti today revealed the all-new 2009 Infiniti FX performance luxury crossover SUV in conjunction with the Geneva Motor Show. The second-generation FX, with its fusion of sports car and SUV design, will be offered in three models, including a new 5.0-liter V8-equipped Infiniti FX50. The 2009 FX is scheduled to go on sale at Infiniti dealers in the United States and Canada in June 2008.

The new FX's world debut in Geneva was hosted by Nissan Motor Co., Ltd. President and CEO Carlos Ghosn, who also announced details of Infiniti's plans to enter the Western European market in the last quarter of 2008.

About the 2009 Infiniti FX
The all-new second-generation Infiniti FX is designed to offer exceptional levels of power, refinement, safety and driving exhilaration. Created as a fusion of sports car and SUV, with breathtaking styling, sports car-like proportions and an advanced sports sedan platform, the new FX is a showcase of Infiniti's design and technology leadership.

Along with its dramatic, aerodynamic body structure and sporty FM (Front Midship) platform, the new FX features a extensive list of available equipment and technology designed to create an exciting and rewarding driving experience – including a new 380+ horsepower 5.0-liter 32-valve DOHC V8 or advanced V6 engine (V6 details to be released later), 7-speed automatic transmission with Adaptive Shift Control and available solid magnesium paddle shifters, available Intelligent All-Wheel Drive, 4-wheel independent double-wishbone suspension and large 4-wheel disc brakes. Also available on the new FX are a Continuous Damping Control (CDC) suspension, Rear-Active Steer, Intelligent Brake Assist and 21-inch aluminum-alloy wheels designed by Enkei.

Inside, the new FX interior provides a warm, modern, inviting environment highlighted by a driver-oriented cockpit with available sport seating and available advanced audio, navigation and entertainment systems – including an 11-speaker Bose-developed audio system, Infiniti Intelligent Key, Intelligent Cruise Control (Full Speed Range), Distance Control Assist (DCA) and Around View Monitor system.

2009 Cadillac CTS-V - Feature

Competitors in the Crosshairs

2009 Cadillac CTS-V

Cadillac’s all-new 2008 CTS is already a hit in our camp. Its solid chassis, generous size, dapper sheetmetal, and equally well-dressed interior easily garnered it a spot in our 10Best winners’ circle. So with great anticipation we await our first opportunity to drive the all-new 2009 CTS-V.

The big story of the ’09 CTS-V, of course, is under the bulging hood, where a supercharged 6.2-liter LSA V-8, created from the rib of the Corvette ZR1’s 620-hp LS9, provides the CTS-V with 550 horsepower and 550 pound-feet of torque. Those numbers will be nearly indomitable during stoplight duels and could humble pretty much any other sports sedan on the market today—even those blessed with AMG or M as part of their names.

The new V also has all the necessary hardware to turn and stop with the best sports sedans in the world, the result of a development program involving exhaustive testing on some of the world’s best racetracks. Cadillac assures us that its chassis is up to the task of managing the CTS-V’s considerable 4200-to-4300-pound weight during spirited driving, and although we have no reason to doubt that claim, we look forward to verifying it ourselves.

Several exterior modifications—a bulging hood, a split grille, a high-mount brake lamp that doubles as a spoiler—add a convincing amount of bossiness to the CTS’s innately masculine exterior, although we’re hoping Cadillac might offer the 19-inch wheels with something other than a gleaming mirror finish.

Price—aside from the meathead motor—is the CTS’s strongest suit. The previous generation, although priced on the same level as the smaller offerings from Cadillac’s competitors—the Audi RS 4, the BMW M3, and the Mercedes C63 AMG—was sized to position it squarely against their larger, far more expensive sedans—the S6, the M5, and the E63, cars it now outpowers. Cadillac is absolutely silent on pricing for the new CTS-V, but the word on the street is that it will enter the market priced somewhere near $60,000 to start. If the General can make that happen, it will represent a bang-for-the-buck miracle.

Just makes a guy proud to be an American.

2008 Cadillac STS-V - Feature

Competitors in the Crosshairs

2008 Cadillac STS-V

It seemed like a smart idea at the time: Stuff a supercharged V-8 with 440 horsepower and 430 pound-feet of torque into the engine bay of Cadillac’s top-dog rear-drive luxury sedan, dress up the slab-sided sheetmetal a bit, and—presto!—a new Cadillac flagship: the STS-V, a more powerful, more prestigious, better-equipped big brother to the extroverted but cheaper and cruder CTS-V.

Despite its impressive acceleration (0 to 60 in 4.6 seconds), the STS-V has been unable to gain much of a foothold in the demanding segment. We place some of the blame on its still-too-tame styling but surmise that considerably more should be attributed to Cadillac’s inability to carry its message of performance to new customers in the position to drop $78,990 on a sports sedan who aren’t already infatuated with one of its prestigious, broad-shouldered (and likely German) competitors.

Sadly, we don’t see how the STS-V’s tough-sell situation could improve once the faster, better-dressed, and undoubtedly cheaper CTS-V parks its dazzling duds under the same showroom lights. To its credit, the STS wins on comfort, its slightly larger cabin not only trimmed in Cadillac’s best materials but also packed with every feature available on the STS as standard equipment. Also on the bright side, at least there shouldn’t be a wait list to order an STS-V.

How might the STS-V be able to get out from beneath the CTS-V’s shadow? We have an idea, and it involves the ZR1’s 620-hp LS9 V-8.

2008 Mercedes-Benz E63 AMG - Feature

Competitors in the Crosshairs

2008 Mercedes-Benz E63 AMG

After five years on the market, the Mercedes-Benz E-class is showing some gray around the temples. Fortunately, it doesn’t feel like a five-year-old car from behind the wheel, especially if that wheel belongs to an E63 AMG.

Certainly, the E63 AMG’s age wasn’t an issue when it scored a first-place finish in a recent comparison test, wherein it outperformed two fresher-faced rivals: the Audi S6 and the BMW M5. What was it, then, about this older, V-8–powered relic that we found preferable to its newer, V-10–powered competition?

Well, the 6.2-liter V-8 had a lot to do with it. Almost identical to the V-8 in the C63 AMG, but not restricted by electronics, exhaust, and in-house brand preservation, the engine boasts 56 more ponies than the C63, its 507 besting even the M5’s 500 while besting the smaller-displacement V-10’s torque, 465 pound-feet to 383.

The big four-valve V-8 itself is a masterpiece. Designed in-house by AMG and introduced in the summer of 2006, it deserves credit for keeping the E63 AMG competitive. Thus endowed, the 4300-pound E63 AMG simply surges forward, reaching 60 mph in a remarkable 4.2 seconds.

Come fall, the CTS-V will be rumbling about with its even fresher supercharged 6.2-liter V-8, ready to rub its tidy 550 horsepower and 550 torque figures in other car’s grilles. Even if the CTS-V is more powerful, faster, and cheaper, the E63 AMG will still have an ace up its sleeve: It is the only car on this list available in the U.S. as a station wagon, for the ultimate stoplight shock.

2008 Mercedes-Benz C63 AMG - Feature

Competitors in the Crosshairs

2008 Mercedes-Benz C63 AMG

The tidy little C-class butters the bread at Mercedes-Benz. A volume car by design, the C-class is competent and classy but far from thrilling. However, hidden within its conservative sheetmetal and humble dimensions are considerable reserves of performance potential that remain largely untapped in workaday C300s and C350s.

That potential is vividly realized each time a C-class’s number is drawn by Mercedes’ renowned in-house tuning division, AMG, for a much higher calling as a C63 AMG.

The heart of the C63 AMG is a 6.2-liter V-8 that churns out 451 horsepower and 443 pound-feet of torque. AMG heavily reworks the front suspension—the end result is closer to the setup of the CLK63 Black Series than the workaday C-class—optimizes the seven-speed automatic, adds paddle shifters to the steering wheel, quickens the steering ratio, and sprinkles numerous AMG touches throughout the interior to complement the intensified AMG exterior treatment. A set of sexy, lightweight 18-inch wheels completes the transformation.

Those comprehensive modifications jack the C63’s sticker price to about $63,000—nearly twice the price of a base C300. But dynamically, the C63 AMG obliterates expectations. Its combination of sure-footed handling—finally approaching BMW’s M products—and a truly supple ride represents a feat of engineering rarely encountered even among supersedans. More impressive still is the C63’s ability to hit 60 mph in 3.9 seconds.

Can the CTS-V overcome its mass to match the C63’s amazing sprint? Can the C63 AMG match the curb appeal of the CTS-V? We can’t wait to stick them side by side to find out.

2008 Lexus IS F - Feature

Competitors in the Crosshairs

2008 Lexus IS F

Although they were developed in secret in separate hemispheres within very different corporate cultures, the Lexus IS F and the ’09 Cadillac CTS-V are, in some ways, practically cut from the same cloth.

Both are newcomers to the $60,000 supersedan segment, each tasked with building credibility on its own merit. Both will pursue the same buyers and encounter many skeptics unwilling to hold Cadillac or Lexus in the same regard as BMW or Audi. And neither has the benefit of being remotely German.

But the IS F and the CTS-V are dressed for action, with flared fenders, aggressive front and rear fascias, huge 19-inch wheels, and bulging hoods barely able to contain their massive V-8s.

The IS F’s V-8 is a particularly luscious powerhouse that gets some of its juice the old-fashioned way: high displacement—some 5.0 liters’ worth. Then Lexus engineers massaged the engine into a quad-cam, 6800-rev masterpiece, producing 416 naturally aspirated horsepower and 371 pound-feet of barrel-chested torque. The sole transmission is Lexus’s eight-speed automatic, modified extensively to pop off Ferrari-quick shifts when manually actuated.

All that hard work paid off. The IS F’s 0-to-60 time of 4.2 seconds and 172-mph top end are stunning. Even with its brutal strength, the heavier CTS-V may have a tough time outrunning the IS F from a stoplight.

We won’t know for a while yet whether Cadillac or Lexus builds the best non-German sports sedan, but what’s abundantly clear is that Lexus can build a super-sports sedan that justifies its $56,765 price. We hope this isn’t a one-time thing.

2008 Chrysler 300C SRT8 - Feature

Competitors in the Crosshairs

2008 Chrysler 300C SRT8

At first glance, the Hemi-powered Chrysler 300C SRT8 seems rather outclassed amid M5s and E63s. Less of a sports sedan than a muscle sedan, the SRT8 keeps its 425-hp, 6.1-liter Hemi V-8 on the down low, well hidden by the car’s stately and paternal styling, which next to most sports sedans, is about as sporty as a grandfather clock. Indeed, apart from its gorgeous 20-inch wheels and slightly lowered stance, the SRT8 presents scant evidence of its potency.

Now, although the SRT8 doesn’t share the CTS-V’s Nürburgring addiction, its tenacity will surprise anyone inclined to track the best racing line along a twisty two-laner. The Chrysler’s formidable width, raised seating position, and narrow windows require some acclimation, but once the driver is comfortable, keeping pace with all but the most dynamically gifted sports sedans is not only possible but also fun. The numbers say it all: a 4.7-second 0-to-60 sprint, 0.89 g on the skidpad, and a blistering 173-mph top speed. Also remarkable are the Brembo brakes that can erase 70 mph in 162 feet.

Two major upgrades separate the SRT8 and the 300C: Alcantara-and-leather upholstery and aggressively bolstered front buckets that look as if they were snagged from the Dodge Viper parts bin. Otherwise, the SRT8 suffers from vast expanses of grainy urethane paneling that would never fly in, say, a Cadillac.

But cheap plastics are forgivable considering the SRT8’s $42,260 base price. It’s a screaming, muscle-bound bargain with well-rounded dynamic capabilities that make it a real—however unlikely—competitor to the CTS-V.

2008 BMW M5 - Feature

Competitors in the Crosshairs

2008 BMW M5

Since its conception, the CTS-V has been obsessed with the BMW M5. The first-gen CTS-V’s performance target was the E39-generation (1999–2003) M5, and it even followed that car’s winning powertrain recipe: a 400-hp V-8, rear-wheel drive, and a six-speed manual transmission. There are worse cars to copy, and the first CTS-V didn’t turn out too badly, either.

So we were hardly surprised when we learned of the ’09 CTS-V’s monstrous power projections. Today’s E60-based M5 has been a member of the 500-hp club for two years already, although Cadillac is using big displacement and forced induction to get that power, rather than applying the sort of high-tech, high-buck engineering solutions that add eminence to the M5’s character—and thousands of dollars to its price.

Alas, that’s exactly why the CTS-V remains similar to the M5 only on paper. The M5’s 500-hp V-10 is a mechanized wonder, relatively calm at low revs but turning downright tempestuous toward its 8200-rpm redline. Extraordinary poise, fluid controls, and surprising ride smoothness round out a driving experience worthy of the M badge—that is, once its driver masters the finicky sequential manual gearbox, which, along with the iDrive climate/stereo/navigation mess, is a perfect example of engineering gone amok. At least a manual transmission is optional and now includes an off switch for the stability control. The M5 is a sports sedan of undeniable talent but profound seriousness—fast first, fun second—a very different M5 than the one Cadillac chased around a few years back.

Now, with its torque advantage of nearly 167 pound-feet, we’d be surprised if the CTS-V didn’t outaccelerate the M5 (no slouch itself at 4.2 seconds to 60). But more than anything, we hope the CTS-V is fun first, fast second.

2008 Audi S6 - Feature

Competitors in the Crosshairs

2008 Audi S6

Hardly larger than the CTS-V but packing the exotic flavor of a Lamborghini-derived V-10, the calmly styled Audi S6 is the muscle sedan for the Remington Steele set: those who don’t want to make a big splash while making a mean dash.

With 435 horsepower and 398 pound-feet of torque, the S6’s 40-valve V-10 falls far short of the Cad’s 550-hp supercharged eight. We’ve noted before that the S6 is nose heavy (at more than 4500 pounds, it’s just plain heavy), but it has surprisingly quick reflexes, not to mention an exhaust note from the quad pipes that is as scintillating as it is distinct. The trade-off for the S6’s handling acuity is a punishing ride quality that’s somewhat out of character with the classy, spoils-rich cabin atmosphere.

At $73,125, the S6 undercuts its mid-size German competitors (namely, the $83,615 BMW M5 and the $86,125 Mercedes-Benz E63 AMG) by five figures and tosses in all-wheel drive as part of the deal. However, the S6 is a distinctly mature supersedan, and notably slower than anything else here.