Bob Dylan’s third studio album, released in 1964, sums it up rather succinctly: the times they are a-changin’. A motoring enthusiast always is going to pine for the sleek and sexy, and sports cars, coupes, and GTs will always be there to deliver on those ideals. But for all the things that those sleek and sexy cars can offer, practicality and modern-day functionality aren’t always a part of that mix.
Years ago, the prospect of trading in two doors for four meant other sacrifices were necessary, most notably in style and—more regrettably—in performance. The severity of those sacrifices has diminished with time, but still they have persisted. More recently, a new pressure to be eco-friendly has fueled the arguments supporting electric and hybrid vehicles. For the motorist wedded to performance, society’s push for alternatively powered vehicles represents just one more concession in a long list of attributes that have done nothing but highlight a sedan’s inferiority.
But as Dylan so poetically declared, times are changing. Auto manufacturers have taken notice and understand that a sedan can be practical, but it shouldn’t be boring. And automakers committed to electric and hybrid technology have realized that their eco-friendly efforts will be successful only if the end result is a car that also is fun to drive.
A new generation of performance sedans has emerged, and with it comes a new era of driving. Sacrifices, it would seem, finally are a thing of the past.
The Trendsetter
Fisker Automotive (www.fiskerautomotive.com), with its ambitious Karma sedan, has emerged as the front-runner in the new-tech race. From its electric drive motors powered by a 260 hp, 4-cylinder engine to its body and chassis—both mainly formed from aluminum alloys—not to mention an interior dressed with eco-friendly materials, the Karma offers plenty of what salespeople call "surprise and delight" features. In fact, the Karma’s interior is distinguished further by form-fitting seats for the driver and three passengers.
Externally, it’s a style leader as well, though such an accomplishment is expected, coming from a company headed by Henrik Fisker, a former designer at BMW, Aston Martin, and Ford. None of his previous projects have been wallflowers; and the curvaceous, dramatic, broad-shouldered Karma is no exception. There are slight hints of other cars in the Karma’s appearance, but the whole remains a unique creation and will prove instantly recognizable once the first examples grace the roads later this year.
The Karma’s mechanical layout matches the exterior in its audacity. The gasoline engine, a familiar 2.0-liter "Ecotec" unit sourced from General Motors, is small for a largish sedan of this type, but its only role is to charge the Karma’s lithium-ion battery pack, which powers a pair of 102 hp motors driving the rear wheels. The battery pack also can be recharged using external power.
In electric-only mode—what Fisker calls "stealth mode"—a fully charged Karma can travel as far as 50 miles at speeds up to 95 miles per hour. The "your mileage may vary" caveat has special importance here, as range is affected considerably by speed, driving habits, and accessories in use. Daylight has an effect, too, as a built-in solar panel on the roof connects to a separate 12-volt battery that can power some of the car’s accessories.
The gasoline engine activates when the battery charge is low or the "sport" driving mode is selected. Range increases—to as much as 250 miles, for a total of 300 or so if the trip begins in full-electric mode—and the sedan’s performance capabilities improve. Driven sportily, the Karma can reach 60 mph from rest in just under eight seconds, and achieve a 120 mph maximum speed.
As of now, green is not one of the sedan’s optional paint schemes, but it is prominent in the car’s concept, which begins with its low-emission/low-consumption powertrain and extends into the passenger space. Opt for the "eco chic" version, and the Karma is swathed in recycled (but attractive and comfortable) natural suede upholstery, which replaces the "eco sport’s" leather trim.
To date, limited test drives have produced positive reviews. Aside from a somewhat unrefined gasoline engine—a complaint that has dogged other GM vehicles employing it—the Karma driving experience has exceeded expectations. Time will tell if the Karma delivers eco-friendliness, luxury, and driving pleasure in quantities commensurate with its $96,500 base price. Until then, the outcomes associated with Henrik Fisker’s gamble are but two: a car that could revolutionize the industry or one destined to be a collector’s dream due to its limited numbers and even shorter lifespan.
Collaborative Efforts
To date, only one car in the BMW lineup has escaped a thorough makeover from the company’s M (Motorsports) division. Even in its standard form, the 7 Series—BMW’s largest and most luxurious sedan—is not lacking in performance. And it would seem that the brand’s marketing staff, aware of the 7 Series’ capabilities, remains convinced that sufficient demand for a more individualized, speed-augmented version does not exist.
Others would disagree, most notably those BMW customers who, for more than 40 years, have turned to modification firms such as Alpina (www.alpina-automobiles.com) to transform an everyday 7-series into something special. As a tuner, Alpina’s Burkard Bovensiepen has supplied automotive enthusiasts with everything from styling enhancements to power and suspension upgrades. Both kits and completely modified cars in every available BMW model have emerged from Alpina’s Bavaria-based plant since the 1970s.
For years, German authorities have considered Alpina, and other similar, well-established tuners, to be their own manufacturers, which meant that up until now, Alpina’s finished cars—while still constructed of BMW DNA—were recognized as Alpinas and carried "Alpina" badges. The arrangement between the large and small German automakers has always been cordial, sometimes cooperative, but never official.
However, such is not the case with the Alpina B7. The limited production run, which is now under way, is expected to produce 500 examples for sale in the United States and is taking place on BMW’s own Dingolfing production lines (using special components designed and engineered by Alpina). Manufactured alongside other 7 Series cars, the Alpina B7 is being imported and sold through official BMW dealers and, in effect, is a "real" BMW.
So what should buyers expect from the $122,875 B7? Most readily apparent are the body alterations, which, though confined to plastic parts—front bumper fascia, rear valence and spoiler—combine with Alpina’s own 21-inch, spoke wheels to give the normally conservative 7 Series a more muscular look.
In contrast, interior changes are subtle, if only because the standard 7 Series cabin already is awash in leather-lined luxury. A unique steering wheel makes an appearance, along with Alpina gauges and blue-lit door-sill covers. And, of course, if there is any amenity not supplied as standard equipment, it likely exists as an optional upgrade. While the Alpina B7’s base price flirts with $123,000, those seeking the long-wheelbase model will pay more; and those enamored by the xDrive all-wheel-drive versions should expect to pay close to $130,000.
But the Alpina B7’s real story lies under its skin. A modified 6-speed automatic transmission transfers power to the rear wheels through a reinforced driveshaft and differential, while the standard BMW V-8 engine grows meaner, thanks to larger turbochargers, reinforced cylinder heads, and revised engine-management electronics. The resulting 500 hp makes this BMW one of the most powerful 7 Series models, surpassed only by the heavier and more expensive 760Li. Larger brakes and extensive suspension modifications complete the package, and are designed to improve handling without noticeably affecting the car’s smooth ride.
Peaking at 175 mph and capable of a zero-to-60 mph sprint in 4.5 seconds, the BMW Alpina B7 raises the bar for all other sedans and proves four doors still can be fast.
A Well-Tuned Debut
When the second-generation 2012 Mercedes-Benz CLS arrives in showrooms this summer, it won’t bring many surprises. Both the CLS 550 and the more powerful CLS 63 AMG will fully satisfy customers who value style over rear-seat headroom, and who seek all the luxury and safety features that they have come to expect from the German manufacturer. But some dealers will go further, bolstering the factory’s offerings with the exclusive Brabus-modified CLS. However, this is not a factory-supported effort, but rather an arrangement between Brabus (www.brabus.com) and selected independent dealers nationwide.
For more than three decades, the company formed by Klaus Brackmann and Bodo Buschmann has modified numerous Mercedes-Benz models, primarily for the European market. While successful, the company never achieved the notoriety or sales volume of AMG, which now is an official subsidiary of Mercedes-Benz. And, like many other tuners, Brabus’ wildest creations previously were not legalized in the United States.
However, a supplemental emissions certification this time around has changed that status. The Brabus CLS is aimed squarely at the buyer who wants an alternative to the standard—and thus, more common—CLS 63 AMG. The work begins under the hood, where a Brabus engine-management module adds between 50 and 60 hp, slotting it in neatly between the 402 hp found in the CLS 550 and the 518 hp churned out by the 63 AMG. A "performance" exhaust system also will be available, with suspension alterations to suit.
Mercedes-Benz did an extensive restyling of the CLS for 2012, giving it a more sculptural, assertive look. As such, the Brabus body package does not greatly alter that new appearance, but complements its design with new panels front and rear and more visible side sills. However, the tuning firm has replaced the factory-standard wheels, equipping the modified CLS with its own 20- or 21-inch alternatives. Interior modifications are less stringent and can be specified to suit individual customers’ tastes.
The most outrageous CLS that Brabus previously created, a 225 mph version powered by Mercedes’ V-12 engine, was not-so-subtly dubbed the "Rocket." Legal issues prevented that supercharged sedan from gracing American roads, however; and should Brabus decide to build another, a similar fate should be expected.
Both the Brabus CLS and the more mainstream models will require a sizable investment. Early reports suggest that the CLS 63 AMG will carry a sticker price in the $100,000 range, and while those in the know remain tight-lipped, some reports suggest that those seeking the more exclusive Brabus version will have to spend an additional $25,000.
Meeting Expectations
Hybrid cars are nothing new to Porsche (www.porsche.com). The first appeared 112 years ago, when the Löhner company of Vienna, Austria, produced a design by the young Ferdinand Porsche. Initially, the Löhner was electric-only, using two wheel-mounted motors and a large battery pack. In time, Porsche added a gasoline engine, which powered a generator that drove motors built into all four wheels. Crude as it was, the Löhner-Porsche "Mixte" was not only the world’s first hybrid car, but also a fully functioning automobile.
Historical considerations aside, incorporating a hybrid power train into a Porsche has generated less controversy than the general design of the car that it powers. Purists, who see any four-door passenger car—or, in the case of the Cayenne, an SUV—wearing a Porsche badge as unacceptable heresy, have been loud in their criticism. Such protests have had no measurable effect on sales, however, and the philistines who have dared to buy a Panamera or Cayenne have been rewarded by more practical machines encapsulating all of the desirable Porsche virtues.
That won’t change when the Panamera S Hybrid appears in showrooms later this year.
While the virtues of hybrid drive—reduced fuel consumption and emissions—will be present, this Panamera’s performance remains on par with traditional Porsche capabilities, despite an additional 400 pounds linked to those necessary hybrid components. At the time that this story goes to print, no fuel-consumption figures have been released for the U.S. version of the car, but European figures suggest an average fuel mileage approaching 34 mpg—not bad for a car capable of zero-to-60 mph in 5.7 seconds and boasting a top speed of 167 mph.
As the performance figures suggest, the Panamera S Hybrid doesn’t stint on horsepower in the pursuit of efficiency. The supercharged 3.6-liter, four-cam V-6 engine produces 333 hp and is supplemented by an additional 47 hp from the electric motor, all of which flows through an 8-speed Tiptronic-S transmission. Beyond the hybrid power train, which is so seamless in operation that many passengers—and even some drivers—won’t notice, the $95,000 Panamera S Hybrid offers the luxury, handling, performance enhancements, and superb build quality that customers have come to expect from both the Panamera and Porsche in general.