A new study highlights vehicles that are least harmful to the environment.

The 2006 Chevrolet Aveo is among the top 30 vehicles least harmful to the environment, according to the inaugural Automotive Environmental Index.

The Automotive Environmental Index combines consumer data regarding air pollution, fuel economy and greenhouse gases with EPA data to determine the top AEI vehicles.

Only two luxury vehicles achieved the J.D. Power and Associates AEI list: the Acura RSX and the Lexus RX 400h (above).

Who says being kinder to the earth with your car can't be fun? The 2006 Mazda MX-5 Miata sports car made the grade as one of the 30 most earth-friendly production vehicles.


Many auto manufacturers all over the world have been working to make vehicles that are not only more fuel-efficient, but also better for the environment in which we live. Research firm J.D. Power and Associates, based in Westlake Village, California, has released its inaugural Automotive Environmental Index (AEI) study, which lists the top 30 environmentally friendly vehicles.
The new AEI study takes into account information from the Environmental Protection Agency (EPA) and consumers related to fuel economy, air pollution and greenhouse gasses for vehicles from the 2006 model year. Fuel economy accounts for about half the score.

Of the 30 vehicles that made the list, eight feature gas-electric hybrid powertrains. The hybrids include the Ford Escape Hybrid, Lexus RX 400h, Mercury Mariner Hybrid and Toyota Highlander Hybrid. These four were the only SUVs to make the cut. No pickup trucks or minivans were considered environmentally friendly.

Photo Gallery: Top 30 Environmentally Friendly Cars

Only two vehicles that J.D. Power considers luxury models made the list—the Lexus RX 400h and Acura RSX.

Among automakers, Ford, Honda and Toyota had the most vehicles on the list, with six vehicles each from their various nameplates. General Motors and Volkswagen placed three vehicles apiece. The sole German automaker with vehicles on the AEI list, Volkswagen had the Golf, Jetta and New Beetle among the top 30. However, the diesel versions of these models did not make the cut.

"High gas prices, coupled with consumers becoming more familiar with alternative powertrain technology, are definitely increasing consumer interest in hybrids and flexible fuels," said Mike Marshall, director of automotive emerging technologies at J.D. Power and Associates. "However, the additional price premiums associated with hybrid vehicles, which can run from $3,000 to $10,000 more than a comparable non-hybrid vehicle, remain the biggest concern among consumers considering a hybrid. The AEI highlights several non-hybrid models available that help consumers reduce fuel use and emissions."

According to the study, there is high interest in hybrids and vehicles that run on alternative fuels such as diesel or E85. In fact, J.D. Power reports that less than 25 percent of respondents will only consider a gasoline-powered car for their next purchase.

But there are some misconceptions. Consumers purchasing hybrid vehicles expected a fuel-economy improvement by 28 mpg compared to a similar powered gas-only vehicle. Reality, however, showed hybrid buyers only gaining an improvement of 9 mpg. Diesel buyers were similarly disappointed, reporting a 12 mpg improvement when an improvement of 21 mpg was expected.

"One of the biggest challenges for alternative powertrains is that consumers often have unrealistic expectations for the fuel-saving abilities of these vehicles," Marshall said. "And particularly with hybrids, actual fuel performance often doesn't live up to the vehicle's EPA estimate. There is a real need to educate consumers about the technology and its benefits. Managing consumer expectations and lowering the cost premium will be instrumental in accelerating acceptance."

The AEI is based on data from 4,000 consumers who plan to purchase a vehicle within the next two years.

Listed in alphabetical order, the top 30 environmentally friendly vehicles according to the J.D. Power study are:

Acura RSX
Chevrolet Aveo
Chevrolet Cobalt
Ford Escape Hybrid
Ford Focus
Ford Focus Wagon
Honda Accord
Honda Accord Hybrid
Honda Civic
Honda Civic Hybrid
Honda Insight
Hyundai Accent
Hyundai Elantra
Kia Rio
Kia Spectra
Lexus RX400h
Mazda Mazda3
Mazda MX-5 Miata
Mercury Mariner Hybrid
Nissan Sentra
Saturn Ion
Scion xA
Suzuki Reno
Toyota Camry
Toyota Corolla
Toyota Highlander Hybrid
Toyota Prius
Volkswagen Golf
Volkswagen Jetta
Volkswagen New Beetle

This interesting concept car from Toyota is making its world debut in Paris, with a new interpretation of Toyota's "VIbrant Clarity" design theme. The Auris emphasizes interior comfort, style and convenience, wrapped in a cab-forward architecture with short front and rear overhangs.

The C-segment Auris concept could herald the next generation of Toyota small cars - stay tuned.

Eric sent us some great live shots of the golden Toyota, plus the photos and press release from the media kit, all displayed for your enjoyment after the jump.LIVE SHOTS:

PRESS RELEASE:
TOYOTA AURIS SPACE CONCEPT UNVEILED AT PARIS MOTOR SHOW

"Designed from the inside out" is how Toyota describes its new Auris space concept, revealed for the first time at the Paris Motor Show. This world debut signals a new interpretation of the core Toyota design philosophy of Vibrant Clarity, combining a forward-looking and energetic appearance with a clear and rational approach to providing driver and passengers with a spacious and highly practical environment.

Wahei Hirai, Toyota Global Design Managing Officer explains: "The Auris space concept is tall and spacious. The high waistline, short overhangs and forward balance of the cabin architecture ensure it retains a sense of dynamism and agility, a quality we call perfect imbalance."

Auris has a high quality interior, featuring an innovative sculpted, bridged centre console that is both elegant and practical, bringing the gearlever and other controls up to the perfect ergonomic height. This leaves an open section in the lower part of the console that increases the sense of space around the driver and front seat passenger.

The inside-out concept can also be witnessed in the panoramic glass roof, the flat rear passenger floor and high window surfaces, all of which contribute to the overall sense of interior light and space. The exterior is characterised by a powerful front-end treatment with strong vertical lines, wide shoulders and short overhangs, with sports-styled 19-inch alloy wheels, freeform geometric lamps, prominent brake callipers and deep rear bumper with integrated chrome exhausts adding to the dynamic look.

The striking gold exterior paint finish and interior piping reflect the car's name, aurum being the Latin word for gold. The result is a concept with which Toyota aims to reflect both the shift in values of customers in the C segment and its own optimistic brand attitude.

Company Receives Award for Highest Scores among used-vehicle leads, second highest among new-vehicle leads in 2006 Dealer Satisfaction with Online Buying Services Study

AutoTrader.com, the smarter place to buy and sell a car, today announces it ranks highest for Overall Satisfaction among Used-Lead online buying services (OBS) for the third consecutive year, based on results from the 2006 Dealer Satisfaction with Online Buying Services Study. AutoTrader.com also ranks second highest for Overall Satisfaction among new-vehicle lead providers.

The company received the industry's highest used-lead scores for Overall Satisfaction, Business Generation, Dealer Support/Service, Transmission of Leads and Advertising, leading the nine other competitors in the study in each satisfaction category. According to the study, AutoTrader.com's strength is in the Business Generation measure, with the highest closing ratio on the used- vehicle leads it provides dealers.

In addition, AutoTrader.com received the highest scores and is considered the "Best Practice" in all 14 dealer satisfaction attributes, providing high quantity and quality of leads and assisting in selling more certified pre- owned vehicles.

For the first time, AutoTrader.com was also ranked for new-vehicle leads. The company ranks second highest in Overall Satisfaction among new-lead providers and has the second highest new-vehicle closing ratio. AutoTrader.com also received the highest scores in one of the five new-lead measures: Transmission of Leads. The J.D. Power and Associates study reported AutoTrader.com performed well in the Business Generation (for Quality of Leads and Incremental Business attributes) and Dealer Support/Service measures.

"The Dealer Satisfaction with Online Buying Services Study not only reinforces AutoTrader.com's leadership among used-vehicle services, but it also demonstrates our ability to make a strong connection with new-vehicle shoppers," said Chip Perry, president and chief executive officer, AutoTrader.com. "The study illustrates the value we deliver to our dealer customers as the ultimate automotive marketplace."

About AutoTrader.com

AutoTrader.com, created in 1997 and headquartered in Atlanta, Ga., is the Internet's leading auto classifieds marketplace and consumer information website. AutoTrader.com aggregates in a single location more than 3 million vehicle listings from 40,000 dealers and 250,000 private owners, which provide the largest selection of vehicles attracting more than 11 million qualified buyers each month. Through innovative merchandising products such as multiple photos and comprehensive search functionality, AutoTrader.com unites buyer and seller online -- dramatically improving the way people research, locate and advertise vehicles.

AutoTrader.com is a majority-owned subsidiary of Cox Enterprises. Other investors include ADP, Inc., and the venture capital firm Kleiner Perkins Caufield & Byers.

Consumer Reports offers in-depth vehicle reports for every model tested - to help you make the right purchasing decision on your next car or truck.  

Mistakes to realize and avoid before setting foot in a dealer showroom.  
 
Buying a new car can be exciting. But it's also a complex process through which you can end up overpaying or with a vehicle that you won't be happy with down the road.
 
 
Buying a new car can be exciting. But it's also a complex process through which you can end up overpaying by hundreds or thousands of dollars or with a vehicle that you won't be happy with down the road. Below are 10 mistakes that car buyers often make that can quickly turn that initial excitement into buyer remorse—and how to avoid them.

1. Falling in love with a model.
When spending tens of thousands of dollars on a car, emotion shouldn't rule the day. Becoming infatuated with a single model can blind you to alternative vehicles that may be better for your needs or make you skimp on thoroughly researching a vehicle's ratings, reviews, reliability, or safety and pricing information. A wide-eyed approach can also leave you more susceptible to a salesperson's tactics to get you to pay more than you should. To determine which vehicle is best for you, you should set emotion aside and focus on doing your homework, comparing different models, and assessing your real wants and needs. There will be plenty of time for emotion after you've bought the vehicle.

2. Skipping the test drive.
The test drive is one of the most important parts of the car-buying process. A lot of vehicles look good on paper—especially in glossy brochure photos—but the test drive is your best chance to see how a vehicle measures up to expectations and how well it "fits" you and your family. You don't want any surprises after you've bought it. That's why it's surprising that many people give vehicles only a token test or, worse, none at all. That is a mistake and a sure recipe for buyer remorse. It's critical that you take ample time—at least 30 minutes—to conduct a complete test drive and perform a thorough walk-around of any vehicle you're considering.

3. Negotiating down from the sticker price.
Don't use the sticker price as your gauge when negotiating a deal. A salesperson may offer you a deal that's, say, $500 below the sticker price, and many consumers will conclude, often mistakenly, that they're getting a good deal. Unless the vehicle is in big demand and short supply, you can often get an even lower price by negotiating up from what the dealer paid for the vehicle. When you know the dealer's true cost, you'll know how much profit margin it has to work with and can determine a reasonable target price with which to begin your negotiations. You can calculate the dealer's cost by subtracting any behind-the-scenes sales incentives, such as dealer rebates and holdbacks, from the dealer invoice price. Consumer Reports New Car Price Reports does this for you with the CR Wholesale Price.

4. Focusing only on the monthly payment when negotiating.
Salespeople like to focus on a monthly-payment figure while negotiating a deal. Indeed, "How much were you thinking of paying each month?" might be one of the first questions to greet you when you meet a salesperson. Don't take the bait. It's the first step down a slippery slope of being manipulated with numbers and overpaying for your vehicle. Using the monthly payment as the focus, the salesperson can lump the new-vehicle price, trade-in value, and financing or leasing terms together, giving him or her too much latitude to give you a "good price" in one area while making up for it in another. Instead, insist on negotiating one thing at a time. Settle on the vehicle's price first, then discuss a trade-in, financing, or leasing separately, as necessary. A leasing tip: Don't bring up your desire to lease until after you've agreed on the vehicle's price.

5. Buying the "deal" instead of the vehicle.
Automakers have been offering a variety of attractive sales incentives in recent years, from 0% financing and hefty cash rebates to employee-discount pricing programs. These can save you money, but it's important to remember that any deal is only as good as the car that's attached to it. Just because you can get a good discount doesn't mean you should buy the vehicle. After all, you'll be living with the vehicle for years, so make sure it's the right one for you. Thoroughly research any model you're considering and check our Ratings and reviews of competitive models (see our New-vehicle Ratings comparison, available to ConsumerReports.org subscribers). You may find you can get a much better vehicle for not much more money. Also check the reliability of the model (see our New-vehicle reliability forecasts, available to ConsumerReports.org subscribers). Despite an attractive discount, a vehicle with subpar reliability—and the possibility of hefty depreciation—might not be much of a bargain in the long run. A related tip: Don't let a special incentive keep you from negotiating. Rebates and special financing are subsidized by the automaker, not the dealership. You should still negotiate the vehicle's price as if there were no incentive. There's no reason you shouldn't get the best price and the incentive, too.

6. Waiting until you're in the dealership to think about financing.
You might be a whiz at negotiating a good deal, but if you don't choose your financing just as carefully, you could lose everything you saved on the vehicle's purchase price, and more. A car shopper who hasn't researched financing terms is especially vulnerable to being manipulated by the dealership. Not only do you only have the dealership's terms from which to choose, which are often higher than elsewhere, but dealers also often mark up the interest rate of a loan over what you actually qualify for—a tactic called "interest-rate bumping." It can cost you hundreds or even thousands of dollars more over the term of the loan. That's why it's critical to comparison shop for financing terms at different financial institutions and get prequalified for an auto loan before you go to the dealership to buy the vehicle. Check interest rates at banks, credit unions, or online financial sites to see which offers you the best rate. If the dealer can offer you terms that are better than what you got elsewhere, you can always choose that deal instead.

7. Underestimating the value of modern safety features.
Today's vehicles offer an array of advanced safety features. But many buyers don't know which are most important or what to look for when comparing vehicles. Antilock brake systems (ABS), electronic stability control (ESC), and head-protecting side air bags, for instance, are effective and well worth the money. Studies have shown that ESC can significantly reduce accidents and fatalities. The feature is especially important for SUVs, because it can help prevent rollovers. Side-crash tests show that head-protecting side air bags are critical in preventing fatalities in side impacts. Unfortunately, you can't always depend on a dealership's salespeople to give you accurate information or reliable guidance about these features. That's why you should thoroughly research the benefit of all available safety features and look for vehicles that have the ones that will best protect you and your family.

8. Buying unnecessary extras.
Dealerships often try to sell you extras that boost their profit margin but are a waste of you money. They can include rustproofing, fabric protection, paint protectant, or VIN etching, in which the vehicle identification number is etched onto the windows to deter thieves. Don't accept those unnecessary services and fees. If you see those items on the bill of sale and you haven't agreed to them, simply cross them out and refuse to pay for them. Vehicle bodies are already coated to protect against rust. And recent CR reliability surveys show that rust is not a major problem with modern cars. You can treat upholstery and apply paint protectant yourself with good off-the-shelf products that cost only a few dollars. If you decide you want VIN etching, you can buy a kit to do it yourself for less than $25, instead of the $200 that some dealerships charge. Also think twice about an extended warranty. It can cost hundreds of dollars. But if you buy a model with good reliability or if you expect to have the vehicle only for five years or less, it often isn't worth the cost.

9. Not researching the value of your current car.
You could get a great deal on your new car but lose all of the savings—and more—on your trade-in. That's why it's critical that you research the value of your current car before buying your new one. Find out what both the used-car retail and wholesale prices are, so that you'll know what you should be able to get if you trade it in or if you sell it yourself. Typically, you'll get more money by selling it, as long as you're willing to put in the additional effort. By knowing your vehicle's true value and by sticking to your price during the negotiations, you can get your car's full value, whether you trade it in or sell it yourself.

10. Not having a used car checked by an independent mechanic.
When buying a used car, condition is everything. Even the most reliable vehicle can turn into a lemon if it's poorly maintained. Before you buy a used vehicle, have it scrutinized by a repair shop that routinely does diagnostic work. A thorough diagnosis should cost around $100, but confirm the price in advance. A good mechanic should be able to tell if the car has been in a major accident or has a hidden but costly problem. Ask for a written report detailing the car's condition, noting any problems found and what it would cost to repair them. You can then use the report in your negotiations with the seller to adjust the price accordingly.

You can find more in-depth information and advice on each of the preceding subjects in Consumer Reports' new 384-page Smart Buyer's Guide to Buying or Leasing a Car, available in bookstores. It provides a five-step plan that guides you through every aspect of the car-buying experience, showing you how to simplify the process, find key information, and take control of the negotiations at the dealership.

Terry gets ready to take on China, the O.C. and SEMA. Can he do it?

Welcome back! Since you've had a chance to get to know me now, I will get to the juicy good stuff! Well, not too juicy but still pretty good stuff. I have been busy getting ready for our big trip. I am going with Ernie Fixmer (my partner at EF MADNESS) to China. We will be doing the first drift demo in mainland China ever. We will not be the only drifters going, some of the cats over at Drift Alliance are going, Amanda Lam and Ross Petty as well as Mckinney Motorsports new driver Stephan Verdier ( some crazy euro-rally driver).

We will be drifting in the new Olympic Stadium in Beijing and we expect the place to be nuts. Ernie and I are taking our RHD S14 with us for the demo. I love this car; it has a KA24det setup that is pumping out around 360 hp. Just to top it all off we decide to do a full metal R33 front end conversion. This crazy S14 chassis was imported from England and was built for TunerMart.com (a U.K. tuner swap site) by EF MADNESS with the help of JIC USA, 5Zigen USA, and Battle Version. (Look for a future feature on this car.) I will have complete coverage of the demo after we return.

Drift Buffet is going to be having an event on October 15th at the National Orange Show Event Center (located in San Bernardino, CA) in preparation for the Trilogy event that will happening the following weekend at the same place. There will be parking lot practices as well as competition events in the oval. We are hoping to let the guys get some practice so that they are ready to put on a great show the following weekend. I am even entered into the event as a competitor. I love drifting and don't get much time to actually go out to an event and just drive, so I am pretty excited.

NOS Event Center will be the new home of Drift Buffet. I am excited to bring drifting to a new place, plus the management crew at NOS Center is really trying hard to make their facility a great spot for drifters. Drift Buffet will also be managing the drift demo that will be happening at SEMA in November. This will be the demo that ends all demos, featuring a 4 car ikaten shootout between 3 different teams! I'll keep you guys posted on this as it gets closer!

Does Mazda's "wild child" live up to the company's "Zoom-Zoom" heritage?

Laguna Seca is one of the best places to learn about a sports car. This legendary race track has numerous elevation changes, a solid mixture of high and low speed corners and a straight-away whose blind crest does a great job of scaring the crap out of most drivers. That's not to say that one can run just any car on this track and have a good time. A lesser car wouldn't have the braking ability to slow down off the straight before heading into the Andretti Hairpin; a weak-engined car will have a difficult time climbing up the Rahal Straight; and an unbalanced car will surely leave an unskilled driver hanging on for dear life as he/she tries to negotiate it down the Corkscrew and through Rainey Curve.

In other words, in just a hair over 2 miles, Laguna Seca has countless areas that will immediately shine a spotlight on the flaws of any car -- especially a car of a "sporting" nature. A car manufacturer would have to be incredibly confident (or stupid) to allow journalists to learn about its new car at this track, rather than stick the writers on the traditional lazy drive through the countryside. Well, Mazda flew a bunch of auto journalists up to Monterey (home of Laguna Seca) so that they could abuse its latest creation, the MazdaSpeed3, at this historic race track. So was Mazda ballsy or dumb to do this? Read on to find out.


After receiving thousands of death threats for not making a MazdaSpeed version of the Protégé5, Mazda has sought to make amends with the enthusiast community by giving the MazdaSpeed treatment to the Protégé5 replacement, the Mazda3 5-door hatch. As you know, we adore hatches around these parts, so we immediately applaud Mazda for giving us a raced-out hatchback/wagon.

From the outside, one can see that the MazdaSpeed3 has a more aggressive rear wing, front fascia and rear bumper. Look at the car closer and one can see that the MazdaSpeed3 has a bigger hood and wider fenders than the standard Mazda3. As is expected on a "tuned" version of a car, the MazdaSpeed3's ride height has been dropped by 10 mm, though the drop seems more pronounced thanks to the oversized 18-inch wheels. Though Mazda says that the MazdaSpeed3 is recognizable as a separate vehicle from the standard Mazda3 at a distance of over 50-feet away, the hot-rod version of this 5-door hatch boasts some rather subtle styling. It's definitely not as "boy racer" as something like the Mitsubishi Evolution or the Subaru WRX STI.

So while the MazdaSpeed3 may not have the "boy racer" appearance, it certainly has the goods to set it up as a "real" racer. The heart of this wagon is the turbocharged 2.3-liter DISI "Dizzy" engine. This is the same turbocharged engine that powers the MazdaSpeed6 sedan, however in the MazdaSpeed3, it has been slightly de-tuned and drives only the front wheels. This engine also delivers EVO-like acceleration with its 263 peak horsepower and 280 peak lb.-ft. of torque being sent to the ground via a six-speed manual transmission and standard limited slip differential.


However, the numbers don't tell the whole story. Given the immense power of the engine, Mazda's engineers actually installed a program that lowers the torque output in first and second gear. Yeah, it sounds like Mazda has neutered the car, but trust us, you won't be missing the extra power. Mazda claims that the car is undrivable without this reduction (280 lb.-ft. of peak torque to the front wheels sounds undrivable to us), so this torque limiter actually improves the car's acceleration capabilities.

The suspension and chassis also get a thorough massaging. The unibody chassis has been beefed up at several key points, the spring and damper rates have been increased by 60 percent and the front and rear swaybars have been tuned to match. The Mazda3 already has superb driving characteristics, so this highly-modified version ought to be a monster on the track.

So now that we know how this car is different from the standard 3, how does it drive?

Good Points

Mini Ducati Monster, very comfortable and stylish, easy to de-restrict, handles better than a Mito or RS125, VERY VERY QUICK!

Bad Points

Clutch is fast wearing, engine finish and paint a little easy wearing, drinks fuel when thrashed!

General Comments

The Cagiva Planet to me, is the ultimate 125 bike. In the year I had it, I did over 10,000 miles on it, commuting and at weekends, pleasure riding. A group of friends and I used to go haring around the Essex countryside, they had machines like Mito`s 94 GSXR1100, Rieju 125 and RS 125`s. Due to the Planets excellent handling, on the twisties I was usually in front, my friend on his Mito went through a hedge one time trying to keep up! Find a decent one and hold onto it, they are excellent and very forgiving when you make a mistake, had to sell mine to finance house purchase but will definitely get another one day.

Good things zoom in small packages.

Toyota Yaris

Honda Fit

Approx. Price: $16,565
Fuel Economy: 30/40 miles per gallon
Editor's Review: ****

The Good: Fuel efficiency, versatility, paddle shifters with automatic transmission
The Bad: Noisy engine and racy automatic transmission, relatively high price
The Bottom Line: A subcompact with the versatility of a minivan

Scion tC

Approx. Price: $16,615
Fuel Economy: 22/29 miles per gallon
Editor's Review: ****

The Good: Peppy engine, legroom, hauling space with rear seats down
The Bad: Road noise, lack of headroom
The Bottom Line: A practical, fun-to-drive compact

Honda Civic

Approx. Price: $21,310
Fuel Economy: 30/40 miles per gallon
Editor's Review: ****1/2

The Good: Handling, high-tech features, decent price
The Bad: Where are my Zagat restaurant ratings?
The Bottom Line: An econobox with lots of pizzazz

Chevrolet Cobalt SS

Approx. Price: $24,000
Fuel Economy: 23/29 miles per gallon
Editor's Review: ***1/2

The Good: Raw speed, sports car handling
The Bad: Down-market interior, dopey-looking rear spoiler
The Bottom Line: An economy car on steroids

Toyota RAV4

Approx. Price: $24,560
Fuel Economy: 23/29 miles per gallon
Editor's Review: ****

The Good: Versatility, optional V-6 engine, and all-wheel drive
The Bad: Unattractive interior
The Bottom Line: A practical, compact, people-hauler at a reasonable price

Toyota Tacoma

Approx. Price: $26,420
Fuel Economy: 20/27 miles per gallon
Editor's Review: *****

The Good: Reliability, handling, variety of options
The Bad: Not much bad, though can be pricey
The Bottom Line: The new gold standard for small pickups

Mini Cooper S Convertible

Approx. Price: $31,150
Fuel Economy: 26/33 miles per gallon
Editor's Review: ****1/2

The Good: Price, nimble handling, BMW suspension and steering
The Bad: A new version is expected out next year
The Bottom Line: Buy now or wait: You can't lose

Audi A3

Behold the largest Ferrari ever.

Measuring 193 inches long by 77 inches wide, it shades slightly more pavement than does a Lexus LX 470 sport/utility. Even in this day when everything seems to come jumbo, supersize, or el grande, our first glance at this flagship caused us to ask: "Est tu, Ferrari?"

Still, we tried to open our minds as the director of product strategy, Giuseppe Bonollo, laid out the case for his big new baby, the 612 Scaglietti (say it like an Italophone: say-CHEN-to do-DI-chi skahl-YET-ee). It seems the design brief was to build a car capable of blistering Ferrari-grade performance in a package that could comfortably carry four actual adult humans--a feat no four-seatbelt Ferrari in history has managed.

Too many Ferraris--indeed, too many great cars of all breeds--end up garage queens...

That four-human mandate motivated much of the dimensional inflation, providing 2.8 inches of additional headroom and 0.6 inch more knee room in the rear-seat area, plus 25-percent-more luggage space as compared with the 612's forebear, the 456 of 1993-2003. And it worked--this 5-foot 11-inch scribbler fit just as comfortably behind his own front-seat position in this 612 as he does in a Bentley Continental GT.
Ferrari 612 Scaglietti engine view
Engine placement behind front-wheel centerline makes room for two long, straight, and completely separate fresh-air intake tracts, reducing pressure drop and improving performance.

Oddly enough, the blistering performance directive also drove some of the numbers up, particularly the 13.8-inch wheelbase extension (at 116.1 inches, it's now a tenth longer than a Chevy Tahoe's). This stretch moved the front axle out ahead of the long V-12 engine to help establish the rear weight bias that's so crucial for proper sports-car-dynamic handling (see sidebar). Naturally, the quest for high performance did force a decrease in one of the 456M's key dimensions: curb weight.

Managing this miracle in a much bigger car meant switching from sheet-steel monocoque to aluminum spaceframe construction. Like its 360 stablemate, the 612's new superleggera body was engineered in cooperation with aluminum supplier ALCOA. The spaceframe design is similar in concept to the 360's, employing extrusions joined by cast nodes and reinforced with sheet stampings. They're all held together by self-piercing rivets or metal-inert-gas welding--no structural adhesives are used.

Relative to the 456M GT, a fully dressed 612 weighs about 130 pounds less, its center of gravity is almost an inch closer to the ground, and it splits its weight 46/54 percent front/rear versus the 456M's 57/43. Its structure is also 54 percent stiffer in torsion. Three cheers for the switch to aluminum.

A lightened body alone does not a blistering Ferrari make. So under that long aluminum hood lies what may be the ultimate development of the 5748cc Type 133F 65-degree V-12 (we expect future Ferraris to employ versions of the Enzo's F140 V-12). A new Bosch ME7 controller employing four knock sensors allowed the compression ratio to be tweaked up to 11.2:1, while a lower-restriction intake and larger exhaust mufflers improve airflow through the engine, boosting output to 533 horsepower and 434 pounds-feet of torque. The similar engine in the 575M Maranello makes 508 and 434, while the 456M's 5.5-liter made 436 and 406 respectively.

Ferrari 612 Scaglietti interior view rear seats
Roomier back seat now accommodates adults, so front doors open almost six inches wider and front seats motor forward to ease getting in and out.

Transmission performance is also enhanced, with an additional synchronizing cone on each gear, for quicker, smoother shifts. The latest F1A robot can execute shifts in just 0.2 second, smoothly, and with none of the clicking and clacking one hears in a 360 Modena F1. With the F1A tranny, Ferrari pegs performance at 4.2 seconds to 62 mph, en route to a 199-mph top speed (one in 10 612s will come with a row-your-own six-speed).


Ferrari 612 Scaglietti interior view shifter
New F1A shifter allows the driver to shift from reverse to drive or first at the console--it used to be that only the steering-wheel paddles could engage forward gears.

We have no reason to doubt Ferrari's dragstrip results, but neither did we have an opportunity to corroborate them, thanks to a freakish late-February snowstorm in north-central Italy. We were given the opportunity to pedal our 612 around a damp Fiorano circuit, however, and, even under compromised conditions, we were impressed by how eagerly the car can redirect its considerable momentum.

Left, right, faster, slower--the 612's dynamics belie its two-tons-plus curb weight. The robust aluminum structure's utter lack of vibration, rattles, or squeaks contributes to this impression, as does the absolutely linear steering--each revolution of the wheel moves the rack exactly 64 mm. No surprises. Under ideal conditions, the 612 is six seconds quicker than the 456M GT around Fiorano, says Ferrari's ace test driver, Dario Benuzzi.

Is this the perfect Grand Tourer? No such thing, really, but it's close.

We're not fond of the multifunction video display used to replace the oil pressure, oil and coolant temperature, and fuel-level gauges. We're a bit shocked that, in a car expected to cost more than a quarter of a million bucks, Ferrari has the cheek to charge another $750 for heated seats.

At the end of our brief and compromised day of driving, we were sufficiently impressed with the 612 not only to forgive its size, but also to wonder aloud whether this might be The One: the first V-12 four-seat Ferrari in eons to hold its value as well as its two-seat V-12 sibling.

Oh, to have the wealth and the opportunity to find out.

Ferrari 375 MM

If the new 612 Scaglietti has a forebear, this is it

An aristocratic, world-renowned Italian filmmaker. His beyond-beautiful, Oscar-winning wife. The Don of exotic sports car builders. Money. Fame. International intrigue.



A great movie script? Heck, no. Just a confab between Roberto Rossellini, Ingrid Bergman, Enzo Ferrari, and a custombodied Ferrari.
From left:Rossellini, Ferrari Grand Prix Driver Giuseppe "Nino" Farina, Bergman, and Ferrari.

Rossellini and Bergman's marriage ran hot and cold, but the former's love for Ferraris burned at high intensity for decades. He and Enzo were amici speciali, and among Roberto's fleet at one time or another was Ferrari 375 MM chassis #456.

It would be unfair to accuse Pininfarina and lead designer Ken Okuyama of going retro with the look of the new 612 S. Yet there's no question the long-hooded proportions, scalloped side treatment, and cat's-eye-shaped headlights drew inspiration from this 1954, also-Pininfarina bodied Paris show car.

Romantic legend says that the car was purchased for Bergman by Rossellini as a gift immediately after the Paris show. But, according to Ferrari expert Pete Vack, in an article published in FORZA magazine, those closer to the family insist that Mrs. Rossellini was never particularly crazy about her flamboyant husband's taste in cars and never considered this one as hers. "I'm sure Roberto doesn't know the effect it has on me," she is claimed to have said, "when he roars off in one of those monsters."

Love, hate, and lore aside, the 375 MM was a grand and timelessly elegant statement. Just like Bergman herself.

The science behind that jumbo wheelbase
--F.M.

The 612's ultra-long wheelbase makes it look a bit awkward from some angles, despite the "Ingrid scallop" used to disguise it, but Ferrari's engineers deemed it vital to approach the target front/rear weight distribution of 45/55. (The final distribution ended up 46/54.) That target was established after extensive testing on the effect of weight distribution on acceleration, handling, and braking, the graphic results of which are illustrated on this page.

Acceleration performance was found to improve markedly as the percentage of weight on the rear tires increases beyond the 40 to 50 percent most GT cars employ, before leveling off between 55 and 60.


The steering-wheel angle required to maintain a given lateral g load varies noticeably with weight distribution. At 0.90 g, the mule with the 55-percent rear bias required 28-percent-less steering input than the one with a similar front weight bias. Less steering input means less understeer, better handling, and improved tire wear.


Weight shifts forward under braking, which diminishes the amount of retardation the rear wheels can provide. At 0.90 g, the rear-biased mule's rear brakes were generating 64 percent as much retardation as its front brakes, whereas the front-biased mule's rear brakes could only manage 41 percent as much braking as its front brakes. The more evenly split the brake force, the less fade and the more confident the brakes feel.