EXCLUSIVE DRESSES COLLECTIONS 2011

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Lakhani Summer Lawn Collection 2011

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New Collection 2011

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Sana Safinaz 2011

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Threads and Motifs Winter Collection 2011

Sobia Nazir Summer Lawn Collection 2011

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Asim Jofa Summer Lawn Collection 2011

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Gul Ahmed Summer Collection 2011

Firdous Lawn 2011

2011 Volvo S60

During the 2010 Los Angeles Auto Show keynote, Volvo CEO Stefan Jacoby discussed his plans to shift the Swedish automaker away from the rest of the premium segment. This doesn’t mean that the quality of materials or craftsmanship is going to suffer, but instead of creating products that are specifically engineered to compete with the likes of Audi, BMW and Mercedes-Benz, Volvo will be working to reaffirm its own unique Swedish brand identity.

The 2011 Volvo S60 points the way forward for the brand’s new groundwork. The ‘naughty’ new sedan is stylish, luxurious and has the guts of a true sporting sedan, but it just doesn’t come close to the sort of precision we find in an Audi A4 or BMW 3 Series. Fine, then, that the Volvo has plenty of other impressive qualities to give it a unique edge over the competition. Consider it a premium sport sedan for people who don’t want the stereotypical premium sport sedan.

We recently welcomed a Blazing Copper S60 to the Autoblog Garage to see if Volvo’s recipe for uniqueness has created a delicious dish of Swedish engineering.

Volvo’s quest to create something unmistakably Swedish begins with the S60’s exterior design. So many of the styling attributes found on the Volvo simply wouldn’t work on a traditional German sedan – things like the seven-spoke turbine-inspired 18-inch wheels, chunky headlamp design with LED fangs (Volvo’s new corporate face) and thin-topped eagle’s head taillamps. Even that Blazing Copper paint color (“fluorescent brown,” as a friend called it) would seem off on a BMW or Benz, and the end result is a luxury sedan that is sleek and stylish in its own unique way. And it’s even better in motion. If this Volvo passes you on the highway, you certainly won’t mistake it for anything hailing from Germany or Japan.

Similar things can be said about the S60’s interior, where a general theme of Swedish simplicity takes the Volvo in a different direction than most European sedans. There’s no funky all-seeing, all-knowing control system like Comand, MMI or iDrive on tap, just a single screen with a vertical row of buttons on the “waterfall” center stack. The gauge cluster is a breath of minimalist fresh air, too, with two small display screens for vital information housed within the large speedometer and tachometer. We certainly wouldn’t ask for more pushbuttons or information clusters, and the less-is-more approach to the S60’s design is refreshing.

As much as it makes us seem like hypocrites to praise the S60’s interior layout and then immediately point out its shortcomings, the fact of the matter is that all of this work to minimize switches and knobs has made the car’s technology somewhat difficult to use. Control settings for the audio and navigation functions take a moment to completely figure out, and while it’s not nearly as complicated as the many layers of iDrive or Comand, the Volvo’s interior design would lead you to believe that managing all of the tech functions would be a bit simpler. If we’re honest, we’d almost prefer a few more buttons if easier-to-use infotainment was the end result.

The overriding factor, though, is that the S60’s cabin is indeed a nice place to spend time, with supportive leather seats placed in an interior made of well-crafted materials. Every touchable surface feels exactly the way you want it to – there are no rough plastics or moments of, “well this could certainly be better.” The refinement found in the Volvo is simply soothing without appearing or feeling over-the-top. There are no big surprises inside the S60, and the end result is a cockpit that’s genuinely comfortable and pleasantly sedate.

A sedate interior may be well and fine for the S60, but we wish things were slightly more energetic under the hood. Our top-end T6 tester is powered by Volvo’s 3.0-liter turbocharged inline-six, producing 300 horsepower and 325 pound-feet of torque, running to all four wheels via a six-speed automatic transmission. No manual option is available, and while we appreciate the addition of up-and-down gear selectors on the transmission stalk, a set of paddles would be welcomed for when we feel like swapping the cogs ourselves.

First-time S60 drivers will be quick to note the car’s power delivery isn’t as aggressive as, say, a BMW 335i or Mercedes-Benz C350, but if we look at the Volvo’s dynamics in a less sporting light, it’s a lovely package. The S60 isn’t extremely enthusiastic with its power delivery, mostly due to the fact that the six-speed autobox doesn’t like to hold gears all the way up to the 6,500 rpm redline, and when shifts are fired off, the transmission’s goal of smoothness means gears aren’t changed as quickly as you might like, even when using the +/- option on the shiftgate.

That sounds like a bad thing, but some people want a premium sport sedan to act less like a performance car and more like a proper luxury vehicle. In this regard, the Volvo is spot on with its more relaxed approache to performance, though don’t get us wrong, there’s still plenty of power and prowess to keep things interesting if pushed hard. Mid-range thrust is never lacking, with the highest amount of torque being delivered between 2,100 and 4,200 rpm, and off-the-line punch is perfectly adequate. Volvo claims that the S60 T6 AWD will sprint to 60 miles per hour in 5.8 seconds, meaning that if a snobby 3 Series driver pulls up at your side, the drag race will be pretty evenly matched. Stay easy on the throttle and you’ll have no problem hitting the EPA-estimated 26 miles per gallon on the highway. In fact, during our week of mostly enthusiastic driving, we averaged 22.4 mpg on a pretty even city/highway mix, which isn’t bad for a 3,900-pound vehicle with all-wheel drive.

Volvo’s splendid Haldex all-wheel-drive system keeps the car steady and stable through turns, even when you’re carrying a good dose of speed upon entry. And even though there’s a hefty front-end bias to the Haldex system, there’s neither noticeable understeer nor nose-heavy characteristics when dancing through the bends. Our test car’s 235/40-series Continental all-season rubber offered plenty of grip when needed, and while the S60 isn’t the best-handling sedan we’ve ever tested – an xDrive 3 Series will certainly teach the S60 a lesson in handling – we enjoyed the Volvo’s dynamics. It’s easy to drive smoothly, but still offers a dollop of fun when provoked.

Let’s be honest – premium sport sedan buyers who want the best option for driver engagement will always buy a BMW 335i or Audi A4. Volvo knows this, and that’s this approach to create something unique with the S60 really works. Instead of trying to be a Bimmer-beater, Volvo crafted an emminently handsome, luxurious sedan that offers plenty of driving enjoyment for the vast majority of sedan shoppers. People expect you to buy a 3 Series in this segment, but the Volvo’s more unique packaging works well for an automaker that’s trying to reinforce its one-of-a-kind image.

The price of entry for the S60 T6 AWD is $38,575, including $875 for destination and delivery, and with nearly all the optional trimmings, our test car rang in at a dear $47,675. That’s about what you’d pay for a similarly equipped 335i xDrive, and while the BMW is certainly the driver’s choice (in case we haven’t made that clear enough already), we actually prefer the S60’s interior refinement and unique style. If there are enough people in this world willing to sacrifice a bit of behind-the-wheel enthusiasm for a piece of slightly tangier pie (and we think there are), Volvo’s objective of creating something special with the S60 will be a recipe for success.

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2011 Yamaha Raptor 125

2011 Aston Martin V8 Vantage N420 Roadster

2011 Aston Martin released the special-edition sportscar back in 2007 to commemorate the success of its Vantage N24 racer at the Nürburgring. It packed 400 horsepower, a series of suspension tweaks and some special cosmetic touches.

The 2011 N420’s sportscar powertrain is the standard Vantage affair, coming with the standard 420 horsepower V-8 engine. Successor to the special edition V8 Vantage N400 of 2007, the 2011 Aston Martin sportscar V8 Vantage N420 is based upon the standard 4.7-litre, 420bhp, 180mph V8 Vantage and is available as a Coupe or Roadster, and with a six-speed manual or optional Sportshift automated manual transmission.

The 2011 Vantage N420 sportscar draws inspiration from the company’s experiences at the Nürburgring 24-hour race. In the 2006 running of the annual Nürburgring endurance classic amongst a field of mostly motorsport homologated cars, Aston Martin entered a near-standard, road-registered V8 Vantage.

2011 Aston Martin sportscar used carbon fiber on various parts of the car to help drop the weight by 60 pounds, which while not a lot is still a step in the right direction. The suspension gets the Sports Package that upgrades the Vantage’s springs, shocks and anti-roll bars to give the car better road holding.

The 2011 N420 also features special 10-spoke alloy wheels finished in gloss black, black mesh grille inserts, a sport exhaust system, the Sports Pack suspension (which is merely optional on the regular Vantage) and a range of racing-inspired paint combinations. The N420 sportscar will be available as a coupe or a roadster with the choice of a manual or paddle-shift transmission.

The 2011 N420 sportscar will make its U.S. debut at the Pebble Beach Concours d’Elegance in August. Orders may be placed starting this month, with deliveries to begin in the fourth quarter of 2010. Pricing starts at $133,350 for the coupe and $146,350 for the Roadster, less than $10K more than their non-N420 counterparts.

Iron man 2’s 2011 Audi R8 5.2 Spyder quattro V10 now on sale

After the 2011 Audi A8, the car giant is out with a new luxury car to grace your garage and this time it’s coming straight off the silver screen! The R8 Spyder 5.2 quattro V10 is all set to get out of the Iron Man 2 movie and hit US Showrooms. It comes with a 525-horsepower 5.2-liter V-10 engine that can go from zero to 60 mph in 4 seconds. The car can hit top speed of 195mph.The Spyder comes with an option of a choice of a six-speed manual or seven-speed R tronic gearbox.

A basic model would come to you around $161,000, picking the R tronic gearbox would up the bill to $170,000 plus taxes. But it’s worth your money as the interiors are crafted in a convertible style, the heat-resistant interiors ensure that the car is cooler by up to 68 degrees than normal.

2011 Honda CR-Z

MSRP:
From $19,200

Introduction

A sporty hybrid? At first glance, the 2011 Honda CR-Z might seem a bit oxymoronic. After all, Americans expect their hybrid cars to be purely about fuel economy, with flowers, rainbows and unicorns coming out of the tailpipe. But Honda is hoping that people are ready for a car that not only gets very good fuel economy but also happens to be fun to drive — a hybrid without the drive-induced narcolepsy, if you will.

You might recall that Honda actually tried this approach a few years ago with the Accord Hybrid, a V6-powered Accord that promised strong performance and enhanced fuel economy. Sales were slow, however, and Honda cancelled the car after a short run. Of course, those of you with an even longer memory will also recall the original Honda CRX, the CR-Z’s spiritual predecessor that crystallized Honda’s reputation for building fun and efficient cars from the mid-1980s through the early 1990s.

Like the old CRX, the CR-Z is front-drive with two doors and just two seats. Mechanically, though, the CR-Z is related most to Honda’s current Insight hybrid, sharing its basic structure and suspension design. To bring some sport to that formula Honda made the CR-Z shorter by about a foot, widened the track slightly and reduced overall height by a couple inches. This trimming doesn’t reduce curb weight by as much as you might hope (the CR-Z only weighs about 80 pounds fewer than the Insight) but it does make the CR-Z one of the most nimble cars you can buy.

Under the hood is Honda’s familiar Integrated Motor Assist (IMA) mild-hybrid system. For more punch, the CR-Z starts with a slightly bigger gasoline engine than the Insight (1.5 liters versus 1.3) that produces 112 horsepower and 107 pound-feet of torque. The electric motor is the same and generates another 13 hp and 58 lb-ft. Notably, Honda is offering a six-speed manual transmission in addition to the more hybrid-typical continuously variable transmission (CVT). The resulting fuel economy isn’t exactly Prius-like, but it is still quite good, with the CVT variant returning an estimated 35 mpg city and 39 mpg highway.

The end result of all this is that Honda has indeed created a sporty hybrid. The CR-Z looks sharp and is fun to drive around town thanks to its small size and quick steering. There is certainly fun to be had on a curvy road, too. But when you push the CR-Z really hard, its dynamic limits are quickly reached via modest tire grip and notable body roll. Serious driving enthusiasts will likely be put off by this and perhaps down the road Honda will see fit to bring out a sportier Si version.

The two-door/two-seat layout makes the 2011 Honda CR-Z a near anomaly in the marketplace, but there are more conventional choices. The Mini Cooper presents the closest competition and it has a few advantages like a backseat (albeit a small one) and greater customization. Another option is the new Ford Fiesta. While it’s a four-door, it’s also small, economical and sporty to drive. Both these competitors can be had with features the CR-Z lacks, such as a sunroof, keyless ignition and heated leather seats. Scion’s new tC will also be worth a look. Even so, we like the CR-Z and think that shoppers looking for a sporty urban runabout will be pleased.

Body Styles, Trim Levels, and Options

The two-seat 2011 Honda CR-Z comes in three trim levels: base, EX and EX with navigation. The base model comes standard with 16-inch alloy wheels, automatic headlights, hill-start assist (manual transmission), automatic climate control, full power accessories, manual seats with driver-side height adjustment, a tilt-and-telescoping steering wheel, cruise control and a six-speaker CD audio system (with steering-wheel controls and USB/auxiliary audio jacks). The EX adds xenon headlights, foglights, heated side mirrors, metallic interior trim, a leather-wrapped steering wheel, Bluetooth and a seven-speaker premium audio system. The EX can also be equipped with a voice-activated navigation system. Notable dealer-installed features include 17-inch wheels, performance tires and satellite radio.

Powertrains and Performance

The 2011 Honda CR-Z is hybrid-powered by a team consisting of a 1.5-liter four-cylinder gasoline engine and an electric motor paired with a nickel-metal hydride battery pack. The gas engine is good for 112 hp and 107 lb-ft of torque, while the electric motor chips in 13 hp and 58 lb-ft. Due to varying power peaks, the maximum combined output is 122 hp and 128 lb-ft of torque.

A six-speed manual transmission is standard and a CVT with paddle shifters is optional. If the CVT is selected, torque output drops slightly to 123 lb-ft. All CR-Zs come with a three-mode drive selector consisting of Sport, Normal or Econ. Each adjusts parameters for throttle sensitivity, steering assist, transmission programming (CVT), additional IMA assist (manual transmission) and air-conditioning usage.

Official EPA fuel economy numbers haven’t been released as of this writing but Honda estimates that the CR-Z will get 31 mpg city/37 mpg highway and 34 mpg combined with the manual and 35/39/37 mpg with the CVT.

Interior Design and Special Features

While the 2011 Honda CR-Z sold in other worldwide markets will come with a small backseat, Honda chose to equip the American version with a flip-down rear parcel shelf instead. The idea is to apparently better tie the car to the original two-seat CRX. From a practical standpoint, having only two seats is disappointing, though it also means your friends won’t constantly be hitting you up to be the designated driver either. Seat comfort is adequate.

The CR-Z’s rear cargo divider can easily be lowered down to create a flat load floor and hide any items in the parcel shelf’s bins. A multiposition cargo shade is also part of the deal. Maximum cargo capacity is 25.1 cubic feet, and two golf bags should fit with the divider lowered.

The centerpiece of the CR-Z’s interior is certainly its futuristic-looking dash. The multicolor gauge cluster has a three-dimensional look and will display a green background when you’re driving efficiently or blue when you’re not. Selecting the Sport mode turns it red. A configurable display can also show other fuel-economy-enhancing tools. But some of our drivers have found the overall look of the dash to be a bit busy and disjointed. We’re also not fond of the expansive use of hard plastic interior trim (the door armrests are notably uncomfortable) and the increased chance of sun glare from the EX model’s polished metallic trim. A more serious problem is rear-quarter visibility, or more accurately, the lack thereof — backing out of a parking spot can be a perilous exercise.

Driving Impressions

We’ll put this out first: If you’re expecting sharp handling like a Civic Si, you’re going to be disappointed. The 2011 Honda CR-Z is tuned for a smooth ride, and its economy-minded twist-beam rear suspension simply isn’t up to the task of providing sports car reflexes and compliance. But if you lower your expectations a little, you’ll find the CR-Z reasonably fun to drive. The steering, though not hugely informative, is quick. There’s also an enjoyable sense of nimbleness from piloting a small car that weighs just 2,650 pounds.

Power from the hybrid powertrain is certainly sufficient, and the burst of extra torque from the electric motor helps the CR-Z feel more energetic at low speeds than many competitors. How that power is doled out depends on which driving mode you’ve selected, as the difference in throttle response is vast. Sport provides a feel reminiscent of a classic, free-revving Honda performance car, while Econ transforms the CR-Z into a lethargic, deathly slow fuel-sipper. We think most folks will keep it in Normal most of the time. You can’t really go wrong with the transmission choices, as the six-speed manual is easy to shift and offers a more mechanical feel than the one from the toylike Honda Fit, while the CVT keeps much of the car’s sportiness intact thanks to its paddle shifters.

2011 Jeep Grand Cherokee

MSRP:
From $30,215

Families looking for a functional midsize hauler have many choices today, especially with so many all-wheel-drive crossovers in the four-door utility marketplace. But if buyers want or need true multidimensional capability and performance, the choices are relatively few. And if they want it at a reasonable price, the choices are fewer still. This is where the all-new 2011 Jeep Grand Cherokee is hoping to make a stand.

As a brand, Jeep is quick to admit consumer tastes have shifted to carlike crossover family haulers of late, yet the company remains optimistic its newest vehicle, with a new high-tech engine, stiffer chassis, more versatile suspension and a completely new look inside and out, could be the SUV that brings people back to the best-of-both-worlds formula. And after what we’ve seen and driven, Jeep might be on to something.

Performance

The new Grand Cherokee offers two powertrains — one familiar, the other all-new. The standard engine is the much-anticipated all-aluminum 3.6-liter 24-valve Pentastar V6, rated at 290 horsepower at 6,400 rpm and 260 pound-feet of torque at 4,800 rpm. We were impressed with the new engine, but we’re a little puzzled by Jeep’s choice to mate it with an off-the-shelf five-speed transmission. We like the tight gearing but there aren’t enough gears to take full advantage of the new engine’s wide power band. We look forward to the installation of the all-new eight-speed transmission we’ve heard is coming.

EPA fuel economy estimates are 16 city and 22 highway mpg for the all-wheel-drive versions, with 16/23 for rear-wheel-drive models. To serve its hard-core towing buyers, Jeep will still offer the 5.7-liter Hemi V8 with MDS (multidisplacement system or cylinder shutoff) in both 4×2 and 4×4 configurations.

Comfort

Inside, all-new seats have been sculpted and designed to save space while providing solid side and lower back support. Front seats offer six-way adjustment as well as heating and cooling functions, depending on the option package. The rear seats are wider, offer more bottom cushioning and give passengers 4 more inches of knee room (thanks to the longer wheelbase).

Likewise, the rear seats will recline up to 18 degrees to allow for more comfort and easier viewing of the outdoors (when optioned with the oversize two-piece sunroof) or the DVD screen. Additionally, interior noise levels have been substantially improved thanks to added interior insulation, glass coatings and exterior aero engineering. However, we did notice some A-pillar wind noise intrusion from our early production test units.

We’ve noted the new suspension already, but it’s worth mentioning again that the four-wheel independent suspension offers a significant ride comfort improvement over the dated previous setup. And we strongly suggest that more performance-oriented shoppers test-drive the airbag system while setting the Selec-Terrain controller to “Sport.” Thusly configured, you’ll get a number of powertrain, suspension and computer controls changing their parameters to give the usually sedate SUV much sportier and exciting response and handling dynamics.

Function

Even though this new vehicle casts a slightly larger shadow, visibility from the driver seat is not obstructed in any unusual way. Rounded front corners on the hood make judging exact distances a learning process, but back-up sensors and a rearview camera (when equipped with the optional navigation system) ease parking and boat launches. We also like that the second-row seats fold practically flat and allow for more than 68 cubic feet of maximum cargo capacity. The spare tire is now stored inside the vehicle (instead of under as before), beneath the cargo floor for easier, cleaner access and storage.

The navigation system, however, was less user-friendly. We found ourselves having trouble zooming in and out with the onscreen touch pad. It’s a little disappointing to see no real improvements here or in screen size when Ford, GM and others are pushing cleaner, easier-to-use systems in competitive vehicles.

Design/Fit and Finish

It’s likely the quality of the interior will be where 2011 Jeep Grand Cherokee designers recapture most of their lost customers. Layout changes to the center stack and storage areas are huge improvements that offer big visual and functional impact. Driver and front passenger areas are more sculpted and inviting, with radio, navigation and climate controls easily seen and operated.

The new center stack and instrument panel are closer to the driver and passenger, so all controls are now within arm’s reach. Likewise, the newly formed dual-barrel tach and speedometer readouts have large and readable fonts, and the information center is easily accessible with steering wheel controls, providing plenty of engine, trip and 4×4 system data. Likewise, materials choices and textures work well together with the new layout, and seams and mating surfaces are much tighter than we’ve ever seen on any Grand Cherokee, or other Jeep product for that matter. Overall fit and finish quality shows a big improvement.

2011 Volvo S60

MSRP:
From $37,700

Stunning is the only way to describe our 2011 Volvo S60 test car as we approach, keys in hand. Sixty miles later, we’re still thinking about how sleek and sophisticated the redesigned S60 looks. This is a good start. Other points in the new S60’s favor include a strong turbocharged six-cylinder engine, smooth ride quality and leading-edge safety technology. Notably, the 2011 Volvo S60 is the first car to enter the market with an optional pedestrian detection system that spots real, live humans and automatically applies the brakes to help you avoid colliding with them.

Although Volvo is keen to emphasize that the 2011 Volvo S60 T6 AWD is also the sportiest sedan it has ever built, this new S60 still isn’t going to change your mind about buying the similarly sized and priced BMW 3 Series or Infiniti G37, at least not if you’re looking for thrills on back roads. It is, however, a fine alternative to middle-of-the-road cars like the Acura TL, Audi A4 and Mercedes-Benz C-Class, especially if you’re drawn to its avant-garde design or legendary Volvo safety.

Performance

Initially, the 2011 Volvo S60 will come only with a six-cylinder engine. Known as the T6, this turbocharged 3.0-liter inline six-cylinder is the most potent engine Volvo has ever offered in the S60. It’s rated at 300 horsepower and 325 pound-feet of torque. A six-speed automatic transmission with sport and manual shift modes is standard, as is all-wheel drive. A front-wheel-drive model won’t be offered at launch, but Volvo will add one in early 2011, along with a second, more fuel-efficient engine option.

Step on the gas pedal and the 2011 Volvo S60 T6 AWD moves out briskly. Overtaking other cars on the freeway is effortless, and Volvo’s claimed 6.2-second 0-60-mph time should be right on target. The engine delivers its power in a smooth, aurally pleasing manner, and the six-speed automatic shifts smoothly, too. Fuel economy is average compared with other six-cylinder models in this class, with projected EPA mileage ratings of 17 city and 26 highway mpg.

Three different suspension programs are available on the 2011 S60 T6 AWD. The standard setup is called “Dynamic” and is meant to give the S60 a sporting character. Buyers wanting more compliance over potholed highways can opt for the less aggressive “Touring” setup for no extra charge. If you want the best of both worlds, there’s the optional Four-C adaptive suspension, which has driver-selectable “Comfort,” “Sport” and “Advanced” settings.

Our S60 T6 AWD test car had the Dynamic setup, along with standard 18-inch all-season tires (17s are also available). We wouldn’t call it a sport sedan, but handling is sure-footed and it’s easy to find a groove as you go from corner to corner. The steering has a nice weight to it (not too heavy) and feels precise as you enter cloverleaf freeway ramps.

Comfort

There’s really no downside to the 2011 Volvo S60’s improved handling either. The Dynamic suspension provides a comfortable ride over cobblestones and expressways alike. It’s quiet in the cabin, too, with minimal road noise in spite of the 18-inch tires.

Seat comfort is exceptional up front, thanks to Volvo’s orthopedically correct seat design. These seats are comfortable as soon as you sit down, and they remain supportive after hours in the saddle. The steering wheel has a generous range of telescope adjustment, too.

Unfortunately, the backseat isn’t quite as accommodating. The seats themselves are supportive, but as in the previous S60, legroom and foot room are tight for adults over 5-foot-8. Rear legroom measures just 33.5 inches, and the TL, A4, 3 Series and G37 all offer at least an inch more.

Function

The 2011 S60 has the thin center stack design that has become a signature feature in Volvo interiors. We like the straightforward dual temperature adjustment dials and the humanoid pictogram for fan mode adjustment, but the sea of small audio buttons is starting to look dated. Auxiliary and USB inputs are standard, as is a six-month satellite radio subscription.

The available DVD-based navigation system dispenses with the complicated back-of-the-steering-wheel controls in the XC60 and adopts a more conventional dial-type controller (which also happens to be the radio tuning knob). In practice, this interface works fine, though Volvo’s navigation software still feels a few years behind the times. Still, the system incorporates real-time traffic and a back-up camera, and Volvo dealers will additionally sell you a front blind-view camera that extends your field of vision when pulling out of a blind driveway.

Other key active safety features on the 2011 Volvo S60 T6 AWD include standard City Safety, which can help you avoid rear-ending other vehicles at speeds of up to 19 mph. Included in the optional Technology package is Volvo’s new pedestrian detection feature, which can apply full braking force (reducing speed by as much as 22 mph) to help you avoid hitting pedestrians who are at least 31 inches in height. This package also includes adaptive cruise control and a lane departure warning system.

Finding a place to put iPhones and snacks is no problem in the S60, as the front door bins, glovebox and cupholders are generously sized. Trunk capacity is typical for this class at 12 cubic feet, and a low liftover height makes it easy to access the space. Both the rear seats and the front passenger seat fold down, and there’s a separate ski pass-through.

Design/Fit and Finish

Interior materials in the 2011 Volvo S60 are on par with the rest of the entry-level luxury sedan class. You may not care for the heavier graining on the dash and doors, but there’s no denying that the leathers, vinyls and plastics in this cabin are of solid quality. Besides, Volvo offers some unconventional wood and metal treatments that give the S60’s cabin more personality than other sedans in the segment. Some buttons and stalks lack the weightiness of German-car switchgear, but there’s nothing overtly cheap.

2011 Buick Regal

2011 Buick Regal CXL 4dr Sedan (2.4L 4cyl 6A)

Please, for now ignore the car’s name. Give up whatever associations you may have with the words “Buick Regal” — squishy velour seats, lazy handling, bumper stickers proclaiming “My grandchild was student of the month.” Just click and drag those descriptors to your mind’s trash bin, because they certainly don’t apply to this reincarnated 2011 Buick Regal.

Essentially a twin of the Opel Insignia, the 2011 Regal is without question a sport sedan. Considering GM’s Opel division is based in Germany and the two cars are produced side by side there, this should come as no surprise. And this is a good gene pool — the Insignia snagged the prestigious European Car of the Year award last year. But enough of that; the Buick Regal is here in the States to serve notice to entry-level luxury sport sedan buyers that GM’s former AARP division is now looking to play hardball, not shuffleboard.

Coming into the sport sedan game, the 2011 Regal is suited up and ready to go. There are two trims: the mainstream CXL that’s on sale now and a turbocharged version to follow shortly thereafter. But even the CXL (likely to be the volume seller) is tuned for responsive driving, and the engineers were adamant about keeping the donor platform’s sporty personality intact.

Stepping up against the likes of the four-cylinder-powered Acura TSX and Audi A4 as well as the six-cylinder BMW 328i and Lexus IS 250, the Regal makes a solid showing. It boasts comparable performance to the TSX and IS (though it lags behind the sprightly A4 and 328i), a comfortable ride, a more accommodating rear seat, solid build quality and a much lower starting price even with its generous standard features list, which includes leather upholstery, heated seats and Bluetooth connectivity. All things considered, the 2011 Buick Regal should go a long way toward erasing old stereotypes and writing a new chapter for this hard-working car company.

Performance

Initially, the 2011 Buick Regal will be available only with the 2.4-liter, direct-injected 182-horsepower inline four-cylinder engine seen in some other GM products. The sole transmission will be a six-speed automatic. Later in the model year a turbocharged version will debut, with a 2.0-liter, 220-hp engine again teamed with a six-speed auto. Rumor has it a six-speed manual may become available with the turbo variant.

The standard mill is a smooth operator, with ample thrust around town and a relaxed demeanor while cruising on the interstate. It was only when trying to pass a semi while running uphill at about 55 mph did we wish for more beans under the hood. But even when pressed to the max, the 2.4 remained unflustered, never giving off any unpleasant noise or vibes. On the spec sheet, the turbo may not look overly impressive, as you might’ve expected a higher peak output of, say 250 or so hp. But it’s tuned for a broad power spread and the net result makes it feel like a larger, more powerful engine — like a V6, actually.

With more in reserve at mid and upper rpm than the non-turbo engine, passing power is notably stronger and hills are simply flattened. With either engine, the six-speed automatic was smooth up and down through the gears, and stepped down a gear (or two if needed) without requiring you to nail the throttle to the carpet. Should you want to shift manually, you can, via a separate gate wherein you flick the lever fore and aft to change gears.

Though we weren’t able to track test the cars, Buick estimates the 0-60-mph times at 7.7 seconds for the 2.4 and 7.0 seconds for the turbo. Our seat-o’-the-pants meter agrees with those numbers as we got to sample both cars. Fuel mileage estimates stand at 19 mpg city/30 mpg highway for the 2.4, with the turbo (not yet tested by the EPA) coming in around 1 or 2 mpg less. As for stopping power, on a run down a mountain pass, the Regal’s braking gave us confidence with a firm, progressive pedal and correspondingly strong performance when needed.

When the road begins to wriggle, the 2011 Buick Regal starts to really shine. Pressed into the corners, the Buick responds with turn-in that’s impressively crisp for a front-drive car. A few staffers felt that the steering could’ve used more weight in the wheel (a chassis engineer we spoke to said the turbo version’s is still being fine-tuned). But apart from that, we had no complaints, as the rack was precise and offered a decent amount of feedback.

Comfort

With the standard power seat’s wide range of adjustment and a tilt-and-telescoping steering wheel, short and tall drivers alike could get comfortable at the helm. Once under way, those well-bolstered sport seats held us fast during rather spirited driving on winding roads. The front buckets also provided proper support for backs and legs during long stints on the interstate. With 37 inches of rear legroom, the Regal offers considerably more stretching-out room than its rivals. The backseat is well-shaped and comfortable for two and offers a high, wide fold-down armrest. Headroom is adequate even for 6-footers, but as expected three abreast is a bit tight.

The Regal’s suspension provides a slightly firm, but still comfortable and controlled ride, as bumps are handled without drama. Minimal wind and road noise at 75 mph make for a serene freeway cruiser.

Design/Fit and Finish

Leading the way is the Regal’s classy waterfall grille, a recent Buick styling cue that works well on a variety of the company’s body styles. The rising beltline and swooping roof line — a styling theme in vogue nowadays — give this sedan a sleek, coupelike look that should appeal to the younger demographic that Buick has in its sights.

Likewise, the cabin has a sporty theme with heavily bolstered seats and a wide center stack chock full of buttons and displays. Tasteful metallic accents are complemented by either piano black or wood tone trim that impart an upscale vibe. Those with a discerning eye toward cabin materials and overall fit and finish should be pleased, as our test car displayed solid build quality all around.

2011 BMW 535i

BMW announced today that its all-wheel-drive 2011 5-Series models will get a price premium of $2,300 over their rear-wheel-drive counterparts. The 2011 BMW 535i xDrive and the BMW 550i xDrive sedans will sell for $52,775 and $62,875, respectively, including $875 Destination and Handling.

Design wise, the 535i GT is based on the platform of the new BMW 7 Series and the 5 Series GT was built on the same principle that made the original Gran Turismo vehicles so popular: a high-performance luxury automobile designed for long-distance driving. Since it was built on the 7 Series long wheelbase platform, BMW designers had plenty of “room” to play with the exterior design of the car. Therefore, a coupe-like roofline was expected to be seen in the GT model without sacrificing any headroom space for its rear-sitting passengers. The now classic and historical Hoffmeister Kink is still there, even though slightly different from the previous BMW models. BMW 525i GT differentiates itself very little from the more expensive V8 550i GT, one exterior design element standing out in this comparison are the round exhaust pipes rather than the square look seen on the 550i or the 7 Series.

Inside, the driver oriented cockpit is obviously back again in the BMW line-up. Just any model in the Gran Turismo line-up, the 535i GT is all about personal feeling and comfort, so connecting the passengers to the car while maintaining the highest levels of luxury, is something that BMW could have not overlooked. The cockpit provides all the necessary gadgetry and comfort, but it maintains a level of sportiness.

“Every BMW xDrive model receives standard Hill Descent Control,” BMW said in a statement. “This selectable function allows the driver to descend slopes in extremely slippery conditions while maintaining control at a pre-set speed.”

Sales of both all-wheel-drive 2011 BMW 5-Series models will start in October.

Currently, the 2011 BMW 5-Series is only available in the U.S. in just two variants including the 300-hp 535i, which starts at $50,475 and the 400-hp 550i, which starts at $60,575. The 240-hp 2011 BMW 528i sedan will go on sale next month with prices starting at $45,425.

2011 Daewoo LaCrosse

This new 2011 Daewoo LaCrosse is very similar to the LaCrosse by Buick, although the Daewoo brand may help or hurt it’s sales depending on which side of the fence you sit on. Don’t expect much for changes in the powertrain or anything else under the hood, which might not be a bad thing.

General Motors is no stranger to badge engineering – with not a single of its four remaining core brands able to claim a completely unique product offering – but our spy photographer have just spotted what may be the most egregious example in recent memory – the Daewoo LaCrosse.

If it this LaCrosse looks familiar, well, it should! It appears as though GM’s Korean partner Daewoo will be getting an all-new model based on the 2010 Buick LaCrosse. The Daewoo version of the LaCrosse doesn’t look to be in line for any major body modifications, with the only visible differences being a new front grille and Daewoo badging.

With General Motors putting very little effort into the Daewoo’s styling, we don’t expect any powertrain changes from its Buick counterpart.

We hear the Daewoo LaCrosse will likely be built in the United States and exported to the Korean market sometime in the 2nd half of 2010.