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Dodge boys forecast 4150 pounds, which is just 62 pounds lighter than the 300C. With the same 6.1-liter Hemi V-8 (425 horsepower, 420 pound-feet of torque), the same five-speed automatic, and the same final drive, and the same tires, drag strip numbers figure to be pretty much the same, too. Still, you might wonder why the smaller coupe—at 197.7 inches it’s 2.5 inches shorter than a Charger and almost an inch lower—is nearly as heavy as the sedan. Eric Heuschele, manager of vehicle development at Chrysler’s Street and Racing Technology (SRT) skunkworks, says there’s no mystery. “For one thing, side-impact standards keep getting tougher all the time, and we had to compensate for losing that beefy Charger B-pillar,” says Heuschele. “But the real answer is that when you chop the wheelbase on a Charger you still have a Charger.” – Car and Driver

what an engine [the normally aspirated 3 liter 6] is. Sweet-spinning, sonorous and powerful… [but] Sold on its sporting credentials, enthusiastic drivers might at first be a little disappointed at the way the 1-Series drives. Turn into a corner briskly and the nose is always a little too keen to wash wide. Despite the impressive weight distribution, this is not a BMW that likes to corner with a tail-out stance… That said, ease off the pace a little and the BMW is still a fine back road companion – and a very quick one at that. Accept the 1-Series… as more of an elegant… mini-GT rather than a sportscar and you won’t come away disappointed. – 4car

There’s a smidgen too much padding in the driver’s seat and steering-wheel rim to make you feel instantly in touch with the road… It’s the front that will eventually let go first, and this, combined with steering that doesn’t feel quite as precise or reassuring as you’d like, can make it difficult to commit on the entry to a bend… in the dry there’s more grip than power. Not an oversteer hero then, unless it’s wet… the wheel control can get vague if you hit a bump mid-corner, unsettling the car disconcertingly. – evo

I point these out not to level criticism at the 1 series specifically but rather to highlight that each of these points to trends at BMW that I’m hoping will pass…

One of my earliest posts some 5 or so years ago pointed out how differently the same car (in that case a Ferrari) drove depending on which option box you happened to tick. In one case it was miserable, in the other what a Ferrari should be.

Here’s another example – keep in mind that these are just two of the dozen examples I’ve experienced or encountered in the last decade alone; always try every possible permutation before you buy…

Unfortunately the steel-sprung Cayenne simply can’t match the road. It’s not giving any confidence as the front end wallows and fails to feel like it’s keying into the corners. It copes badly with compressions too, feeling all at sea and frankly rather unpleasant. Cover the Porsche badge and try to imagine what a big, heavy SUV would feel like if driven quickly and you’ll get the idea. Fortunately it’s a major failing that’s easily rectified by spending an additional on air suspension with PDCC (Porcshe Dynamic Chassis Control), Porsche’s clever active anti-roll bar system. Now the Cayenne stays miraculously flat when you turn-in and inspires confidence instead of mild panic. Instead of having to be manhandled through corners it reacts cleanly and allows you to really feel and subtly exploit the 38:62 front:rear power split. It defies your expectations of what over two tons of 4×4 should be able to do and deserves its Porsche badge. It’s genuinely fun.—evo

I’m writing this as I make way over to Cobo hall – word has it the Malibu and the CX-9 were awarded.

CX9 I get – it’s surprisingly well executed, esp given it’s roots.

The Malibu we all saw coming, didn’t we? Especially as this award is voted on by the same journalists who have been heralding the Malibu as the best new car when it really isn’t all that new. Aren’t they all in essence defending their own decisions?

I’ll report back on what my personal best in show picks were…

As I hinted at months ago, VW has officially announced the 7 speed version of it’s DSG tranny. One caveat: for now at least its available with the 1.4L TSI engine, not with larger, torquier motors which makes a lot of sense when you think about it: while marketers tend to add more ratios to larger engined models it’s the smaller, efficiency minded mills that need the extra cogs the most…

The Infiniti’s combination of instant steering response, taut suspension, brawny brakes, and a hell-bent engine kept the stability control warning lamp winking. The G37S felt as if it left the road in its wake bruised and bleeding. The BMW exhibited a gentler touch with its lyrical approach to speed. Technically, the Infiniti should have the edge, thanks to superior horsepower, a more sophisticated front suspension, quicker steering, and stouter brakes, but the Bimmer knocks stats and specs in the ditch with the way it carves the road into savory, bite-size chunks. Instead of the Infiniti’s series of rapid reactions, the 335i’s moves all flow gracefully to make even mediocre drivers feel like road stars. Each mechanical bit is such an integral part of the whole that the BMW forms an exclusive alliance with the pavement. Car and asphalt gambol in a romantic embrace… the Infiniti G37S easily tops the value chart. Anyone seeking a passionate fling will be well served in this seat. Those more interested in a long-term relationship should dig several thousand dollars deeper into their wallets for the 335i. – Automobile

(Apparently).

And like me, he is floored by what Mercedes has wrought with the new C class.

Watch this video and you’ll see why…

(Makes the 3 series look a bit one dimensional and short sighted just a three years after launch, doesn’t it?)

Although it’s not expected in showrooms til sometime next year, I will have the opportunity to spend the next few days with the developmental mules of one of the most interesting and significant cars in years. Although it is unlikely I’ll be able to tell you much beyond that, I can assure you that those involved are very serious about delivering on their claim of making a competitor to the established brands.

Skeptical? Dust off you magazines circa the late 80s and early 90s when people doubted the Japanese could compete with the Europeans.

Having helped someone shop for “an Acura, Lexus or Infiniti” last week solely because they didn’t want to be seen in a Mercedes, BMW or Audi, you have to wonder if this isn’t exactly the right car at exactly the right time… (This car can teach VW’s ad agency what ‘low ego emissions’ really means).

If you haven’t noticed, Mercedes Benz decided at some point that Benz didn’t have to be synonymous with dull. First came the SLK, then the new S class, then the SL revision. Now we have the upcoming C class, which seems set to strike a brilliant balance between sporting and supple:

Feel is superb, grip prodigious and, no matter how hard you push, the C350 refuses to come a cropper. Truth is, it enjoys being taken by the scruff of the neck and hammered. The basic tenacity and faithfulness of the chassis, massaged and focused by the electro-hydraulic damping regimes, can simply murder a twisty road. And the steering isn’t just beautifully weighted but dripping with feel. Cornering balance is just about spot on, too.

Even with the traction control left on (being a non-AMG it never fully switches off), slide the auto down a cog or two and it’s possible to enter a bend on a trailing throttle with a mild state of oversteer. Stab-correct stuff; your granny could do it. There’s definitely a feeling that the car is maybe more than an equal partner – flattering to the point you begin to doubt your own contribution. But also encouraging.- evo

Welcome back, Mercedes.