Mazda's 2012 MX-5 Special Edition, introduced at the Chicago Auto Show

In the fiscal year that ends on March 31, Mazda Motor Corporation estimates it will lose some $1.29 billion due to declining sales and a strong Japanese yen. That makes 2011 Mazda’s worst year in over a decade, since its $2 billion loss at the end of the 2000 fiscal year. On its own, that would be bad news; however, this year marks the fourth in a row that Mazda has lost money.

As Automotive News (subscription required) reports, the financial strain has Mazda actively seeking partnerships with other global automakers. Mazda’s previous long-term relationship with Ford hit the rocks in 2008, when Ford itself faced an uncertain future. In 2007, Ford owned a 33 percent stake in Mazda, but by 2011 had reduced that to less than 4 percent.

Mazda is taking the right steps to correct its current financial problems. A plant under construction in Mexico will reduce the landed costs of its products in North America, raising profit on each unit sold. It’s spent a significant amount of time and money developing its SkyActiv fuel-saving technologies, which could prove to be attractive to other automakers.

Both of these are long term fixes, however, and Mazda needs cash now. It’s likely that Mazda will again sell shares in the company, a strategy that helped the automaker raise $1.2 billion in 2009, funding development of SkyActiv technologies.

Kia's Track'ster concept.

Remember when you were a child, and you wanted a particular gift for Christmas, or a birthday? Remember how you promised to clean your room, wash dad’s car, brush your teeth, eat your vegetables and even be nice to your sister? That’s kind of how we are with Kia’s Chicago stunner, the Track’ster concept. Just tell us what we have to do in order for you to put this into production, and consider it done.

Loosely based on the pedestrian Kia Soul, the Track’ster concept loses two doors, gets a five-inch wider track and a stretched wheelbase. Power comes from Kia’s 2.0-liter turbo four, which puts out 250 horsepower in Track’ster trim, and gets mated to a six-speed manual gearbox. Power goes to all four wheels, and the Brembo brakes are the very definition of “overkill.” Up front, six-pot calipers grab 14 inch rotors, while the rear gets four-piston calipers and 13.6 inch rotors.

Kia has no plans to put the Track’ster into production, but quite frankly we’re not listening. We know it would be a limited-appeal vehicle, and would have to sell at a ridiculous sticker price, but that doesn’t matter because we still want one. The Track’ster is in the same spirit as cars like the Renault R5 Turbo2, the Ford Fiesta SHOgun and even the Smartbusa. It’s been a long time since anyone has built something this crazy, and we can’t think of a better way for Kia to step up its reputation among enthusiast drivers.

Build the Track’ster, and the buyers will come.

Andy Gülden is the chief instructor for the Nürburgring Driving Academy. In other words, he earns a living teaching people how not to kill themselves on the ‘Ring, and occasionally how to lap the Nordschleife in a spirited-but-competent manner. Business, we guess, is slow in the winter, but a driver must constantly practice his skills to stay sharp.

We’re not sure if piloting a formula car around a snow-and-ice-packed ‘Ring demonstrates mad skills or just plain madness, but it makes for entertaining video. The car Gülden is driving weighs just over 1,000 pounds and is powered by a 140-horsepower, 1.2-liter four-cylinder engine. They don’t make snow tires for formula cars, so he’s lapping on what appear to be intermediate rain tires. We’d call them “sub-optimal” for snow and ice.

Also sub-optimal was the temperature for Gülden’s run, which was hovering around the three-degrees-Fahrenheit mark. In weather like that, we’d prefer our wintertime driving fun behind the wheel of a (winter-tire shod) BMW M3, with working heat and heated seats.

Want to get driver training from Gülden and his staff on your next trip to Germany? You’ll find complete details on available programs at the Nürburgring Formel Super Racing website.

When it comes to the midsized luxury car segment , General Motors has made moves in the right direction with the decision to keep and build off of the Buick brand. The all-new 2012 Buick LaCrosse 4-cyinlder model now exclusively comes in an eAssist mild hybrid flavor.  The eAssist system attempts to fulfill a need give the LaCrosse 4-cylinder more power with added fuel efficiency.

The new 2012 Buick LaCrosse receives additional polishing from a new eAssist powertrain, which consists of a 2.4-liter 4-cylinder engine and an 11-kilowatt electric motor. The new Buick LaCrosse eAssist is essentially a mild hybrid derived from the outgoing Malibu Hybrid.

The ultimate goal of the Buick LaCrosse eAssist was to alienate preconceived pessimism of a traditional hybrid but still give drivers near-hybrid fuel economy figures. After spending a full week in the new 2012 Buick LaCrosse eAssist, I can certainly say Buick has accomplished this task.

The new 2012 Buick LaCross eAssist, or what some will call the LaCrosse hybrid, kills two birds with one stone. First of all, last year’s base LaCrosse’s 2.4-liter engine by itself with 182 horsepower and 172 ft-lbs. of torque was simply underpowered for the 3,800 pounds-plus vehicle. Lackluster performance is already a presumption for Buick in the minds of enthusiasts; with last year’s base 4-cylinder version of the LaCrosse, it only reemphasized that testament. With a mild-hybrid eAssist setup, the same 2.4-liter 4-cylinder engine gets a much-needed boost from an electric motor. Basically, the electric assist makes all of the difference in the world during full throttle. Heavy acceleration is much more responsive while fuel consumption numbers are improved by as much as 6mpg city and 6mpg highway over last year’s 4-cylinder model.

On the new LaCrosse eAssist, a belt-driven electric motor is mounted on the 4-cylinder engine in place of a traditional alternator. Working in sync with the gas engine, the electric motor is able to provide an additional 15 horsepower and 79 ft-lbs. of torque to the equation. Moreover, the new LaCrosse eAssist has regenerative braking to charge the lithium-ion battery pack mounted behind the rear seats. The battery takes up about 40% of the trunk space and partially blocks the pass-through, which would otherwise be fully open with the 60/40 split seatbacks folded down.

With everything working in sync, as the information color LCD dashboard charging graphic displays, the new 2012 LaCrosse eAssist gets 25mpg city and 36mpg highway. I had no problems hitting those figures especially in heavy city traffic. During all stops, provided the engine has heated up to normal operating temperature, the LaCrosse eAssist shuts down the gasoline engine and the battery takes over powering accessory items. During coasting and coming to a stop, fuel is cut and the electric motor takes over by regenerating energy to charge the battery. The system works seamlessly and virtually eliminates any type of jerkiness you get with other traditional hybrid systems when the engine starts up for accelerating from a dead-stop. During any type of acceleration load, the gas engine is used to propel the vehicle. Only under heavy loads or at full-throttle is the electric motor used for additional power output.

The new 2012 Buick LaCrosse eAssist uses a re-worked 6-speed automatic transmission to direct power to the front wheels. The new unit reduces friction and improves shifting response. Additionally, a lower final-drive ratio is used to allow the transmission to hold a gear longer reducing unnecessary shifts, which could reduce fuel consumption.

Low rolling resistance tires, said not to compromise handling, give the LaCrosse a smooth and quiet ride. Inside the cabin of the new 2012 LaCrosse eAssist you hardly notice road noise. If anything, you hear the buzz of the engine before any road noise enters the cabin at reasonable speeds.

Buick has done an excellent job isolating the driver from the road. That can be a good or bad thing depending on what type of driver you are. The ever-day commuter that could care less about being an enthusiastic driver will enjoy the isolation, while the avid enthusiast would dread the bleak ride. However, the LaCrosse has a smooth ride without too much float. Engineers did a good job with giving the new LaCrosse proper dampening as to not be excessively bouncy just to give passengers a smooth ride.

The new LaCrosse has plenty of space in the front and rear areas to comfortably seat 5 adults with no issues. The dashboard of the LaCrosse appears to use quality materials even if they are mostly consisted of plastics. Interior trim pieces blend a luxurious appeal into the spacious cabin. Truck space is somewhat hindered from the battery pack, although, not as much as traditional hybrid vehicles. The new 2012 LaCrosse eAssist uses a much smaller pack than other hybrids. This is mainly because the electric motor is not required to be as robust, nor does it need to handle the duty of propelling the vehicle on its own.

My new 2012 Buick LaCrosse eAssist Premium 1 Group test vehicle is loaded up with several options such as touch-screen GPS navigation system and leather seating surfaces. Virtually all of the options found on a loaded-up LaCrosse V6 can be had on the new 4-cylinder eAssist premium models. My LaCrosse tester was equipped with a driver’s convince package adding adaptive HID headlights (automatically swivel with the steering wheel), heads-up display and blindspot zone alert. Also added to the options list is an entertainment package including a nice sounding Harmon Kardon stereo system and rear-seat DVD player LCD screens.

The as-tested price of my 2012 Buick LaCrosse came to $37,980. To bring the cost down, you can opt for a base LaCrosse eAssist starting at just $30,170 with the same economical drivetrain. With such a price point, the new 2012 Buck LaCrosse eAssist undercuts the price of conventional hybrids within in its size class. I can conclude that the LaCrosse eAssist is a good value and alterative to other hybrids considering the steadily rising gas prices.

Copyright: 2012 AutomotiveAddicts.com

SPECIFICATIONS

• Price: Base LaCrosse 4cyl eAssist $30,170 / As Tested LaCrosse 4cly eAssist Premium Group 1 $37,980
• Vehicle layout: Front-engine, FWD, 5-pass, 4-door sedan
• Engine: 2.4-liter DOHC 16-valve 182-hp @ 6700 rpm / 172-lb-ft @ 4900 rpm
• Transmission: 6-speed automatic
• Curb weight: 3,835 lbs.
• Wheelbase: 111.7 in
• Length x width x height: 196.9 x 73.1 x 59.2 in
• Headroom: f/r-38.0in./37.8in.
• Legroom: f/r-47.7in./40.5in.
• 0-60 mph: 9.0 sec
• Braking, 60-0 mph: 124 ft
• Lateral acceleration: 0.83 g (avg)
• EPA city/hwy fuel econ: 25 mpg/36 mpg
• Fuel Tank Capacity: 15.7 gallons

Chris Harris has an interesting way of expressing his opinion about every vehicle that he drives. To say the least, he is brutally honest in most cases and sometimes it does not sit well with the manufacturer or die-hard enthusiasts of a particular car. Now comes Chris’ chance spend a good 20 to 30 minutes behind the wheel of the Toyota 86, or aptly known as the Scion FR-S and Subaru BRZ here in America.

Chris Harris heads to Spain and takes the new Toyota 86 for a flogging. See it in action and what Chris has to say about Toyota’s new sports coupe in the video below.

We get it: Cadillac wants the world to know that its new ATS compact sedan is as good as a BMW 3-Series sedan. We’ll reserve judgement until we actually get a chance to drive an ATS (preferably back-to-back with a comparable, 2012 BMW 3-Series), but we sincerely hope that Cadillac doesn’t pull a bait-and-switch on us. The 3-Series line includes a lot of different models, so if you’re emphasizing the “sport sedan” characteristics of the ATS, it’s only fair to throw down against the new 3-Series Sport Line, with the variable sport steering and the adaptive M suspension.

And while we’re complaining, enough with using the “Green Hell” Nürburgring Nordschleife reference in every single ad. That horse has been flogged to death; in fact, it’s been flogged to death, buried, dug up, flogged some more and then buried again. It’s clear: you tested the ATS on one of the world’s most challenging racetracks to fine-tune the suspension, chassis, throttle and brake settings. That should yield a sedan with impressive handling, but we won’t know until we drive one.

We’ve got some concerns about the 270-horsepower turbo four that Cadillac is using in the ATS, too. We’ve driven the engine in Buick Regal GS trim, and to be honest, it wasn’t that impressive. Granted, the ATS is a lighter car, and its rear-drive platform will certainly improve handling. Still, we can’t help but think that Cadillac is setting some unreasonable expectations of the new ATS before the car even hits the streets.

If it’s as good as you’re telling us, finding buyers won’t be a problem. If it isn’t, all the “Green Hell” references in the world won’t help to move inventory.

The Chicago Auto Show has many surprises this year including a new 2013 Hyundai Elantra Coupe to compete with other Asian compact coupes on the market. It doesn’t take much brain power to realize that Hyundai has taken aim on rivals such as the Honda Civic Coupe when you look at the design of the 2013 Hyundai Elantra Coupe alone.

The new 2013 Hyundai Elantra Coupe will be powered by a 1.8-liter 4-cylinder engine with an output of 148 horsepower and 131 lb-ft. of torque mated to either a 6-speed manual transmission or 6-speed automatic.

The design of the 2013 Elantra Coupe is said to be a unique “Fluidic Sculpture”. Best of all, the new 2013 Elantra Coupe 6-speed manual transmission version will tout a 40-mpg highway rating and feature a longer wheelbase and over-all width than that of the Honda Civic Coupe. The new 2013 Elantra Coupe actually has been slotted into the mid-sized category because of its larger dimensions. The 2013 Elantra Coupe looks to be a winner in my book already just from its looks. It is sure to be a winner in other books considering the 4-door Hyundai Elantra took the crown for 2012 North American Car of the Year.

Hit up the full press release below of the all-new 2013 Hyundai Elantra Coupe below for additional details and specifications.

2013 Hyundai Elantra Coupe Press Release

HYUNDAI ADDS SPORT COUPE VARIANT TO ITS AWARD-WINNING ELANTRA LINE-UP

North American Car of the Year Winner adds Sport Coupe Design and Technology Chemistry to the Proven Elantra Formula

CHICAGO, Feb. 8, 2012 – Hyundai today introduced a new sport coupe variant to its industry-leading Elantra line-up at the 2012 Chicago Auto Show. This two-door coupe model of the Elantra sedan, available this spring, will attract even more buyers to the Elantra line-up, further expanding its appeal to savvy consumers. It offers many of the same attributes that made the sedan version a sales success, while broadening its market reach to youthful, sporty buyers willing to forgo four-door versatility for coupe design appeal. The 2013 Elantra Coupe marks the continuing evolution of Hyundai’s “Fluidic Sculpture” design theme with sporty design language, while assuming a compact coupe segment leadership position with an eco-efficient powertrain, generous convenience features, exceptional roominess and abundant safety features.

HIGHLIGHTS FOR 2013 ELANTRA COUPE
• Unique “Fluidic Sculpture” two-door coupe design language
• 1.8-liter “Nu” Dual Continuously Variable Valve Timing (D-CVVT) engine
• In-house-developed six-speed manual and automatic transmissions
• 40-mpg highway rating (estimated) on M/T model
• Eleven percent more fuel efficient than Honda Civic Coupe M/T
• Longer wheelbase, overall length and width than Civic Coupe for a more comfortable, roomy interior cabin
• Standard VSM, ESC, TCS, ABS with Brake Assist and EBD
• 7-inch touch-screen navigation with rearview camera and iPod®/USB inputs
• Bluetooth® hands-free phone system with voice recognition
• Proximity-key entry with electronic push-button start

Elantra Coupe is the latest vehicle in Hyundai’s 7/11 product initiative (seven new models in the next eleven months), following the Azera and Genesis Coupe.

The 2013 Elantra Coupe represents a modern approach to the sporty coupe segment, using youth-oriented design and premium features offered with Hyundai’s strong value proposition. The 2013 Elantra Coupe poses intriguing questions:

• Why can’t a sporty coupe combine generous interior space with sleek design?
• Why pay premium coupe prices to get advanced safety and technology features?
• Why can’t a fun-to-drive sporty coupe offer 40-mpg fuel economy?

“FLUIDIC SCULPTURE” DESIGN LANGUAGE
Elantra Coupe takes Hyundai’s dynamic “Fluidic Sculpture” design principles to the next level. “Fluidic Sculpture” design language replicates the interaction of wind with rigid surfaces to create a perception of fluid in motion.

Hyundai’s signature hexagonal front fascia opening and jeweled swept-back headlights give Elantra Coupe a lean, aggressive demeanor. Fog lights and available side mirror repeater lamps complement the view from the front.

From the side, Elantra Coupe conveys a wedge-like sport coupe silhouette with deeply sculpted surfaces. SE model sporty five-spoke 17-inch alloy wheels with dark spoke inserts add a dynamic presence, while fast A- and C-pillar angles frame a sharply tapered greenhouse, further accentuating the wedge profile. Just below the belt line, a prominent character line carries from the door through to the rear deck. Wheel arch creases give a subtle flared appearance around front and rear wheels, for a wide and aggressive presence. Further, a beveled rocker panel rounds out the lean and muscular effect.

From the rear, a blacked-out rear diffuser valance contrasts with dual chrome-tipped exhaust tips, and the SE model deck lid incorporates a lip spoiler design element.
These sculpted surfaces serve to create a highly aerodynamic body. The drag coefficient for the Elantra Coupe is an exceptionally low 0.28 Cd, resulting in minimal cabin noise intrusion and optimal fuel economy. Elantra Coupe was designed at Hyundai’s North American Design Center in Irvine, Calif.

40-MPG POWERTRAIN
Under the hood, the Elantra Coupe is powered by the same 1.8-liter Nu four-cylinder engine with 148 horsepower (estimated) and 131 lb-ft of torque (estimated) found in the Elantra sedan (145 horsepower and 130 lb-ft of torque for Elantra Coupe PZEV). This high power-density 4-cylinder puts out a full six percent more horsepower than the Civic Coupe 1.8-liter. Thanks to advanced clean engine technology, most Elantra Coupes sold in California, Oregon and several Northeast states are certified as Partial Zero Emission Vehicles (PZEV) by the EPA. The PZEV Elantra Coupe is as clean as many hybrid electric vehicles, without the extra technological complexity and cost. The PZEV Elantra Coupe helps Hyundai meet and exceed its environmental requirements. Outside of these “green” states, the Elantra Coupe is available as an Ultra Low Emission Vehicle (ULEV).

Elantra Coupe 1.8-liter Dual CVVT (Nu Engine Family)
Key Engine Components
• Aluminum block and head
• Dual Continuously Variable Valve Timing (D-CVVT)
• Variable Induction System (VIS)
• Roller swing arm and Hydraulic Lash Adjusters (HLA)
• Electronic throttle control
• Offset crankshaft
The Nu engine features an aluminum block with a cast-iron cylinder liner, cylinder head and crank. This unique configuration results in a block that is 30 percent lighter than an iron block, shedding more than 74 pounds of engine mass, while still providing equivalent strength.

The 1.8-liter Nu also offers Dual Continuously Variable Valve Timing (D-CVVT) camshafts and hydraulic engine mounts for optimum power, efficiency and refinement. Using D-CVVT on both camshafts has several advantages when compared with using it just on the intake camshaft. These advantages include a two-percent improvement in performance (via increased volumetric efficiency), two-percent improvement in fuel economy (via reduced pumping losses) and a 30 percent reduction in hydrocarbon emissions. In the valvetrain, roller swing arms and hydraulic lash adjusters reduce valve-driven friction to improve fuel economy one percent compared with direct valve tappets. The Nu engine also features a maintenance-free silent timing chain to enhance durability and reduce noise, vibration and harshness (NVH).

A plastic two-stage Variable Intake System (VIS) enables intake air to be directed between long and short intake manifolds, resulting in a broad, linear power band. This results in a four-percent improvement in performance, a 15 percent reduction in cost and 30 percent reduction in weight, when compared with aluminum.

Another technology Hyundai engineers have incorporated into the Elantra Coupe is an electronic throttle control. Electronic throttle control replaces the conventional cable and mechanical linkage with instantaneous computerized control. This system accurately controls air intake and engine torque, improving drivability, response and fuel economy.

To further improve fuel economy, Elantra Coupe applies double-pipe plumbing technology to the internal heat exchanger. Double-pipe plumbing improves cabin cooling efficiency, while minimizing compressor size, reducing fuel consumption. In addition, an externally-controlled variable compressor is used to improve fuel efficiency when compared with an internal variable compressor.

The Nu four-cylinder engine also has an offset crankshaft design that reduces friction and pressure between the piston and cylinder wall for a one-percent improvement in fuel economy.

Elantra Coupe’s fuel economy is estimated at 29 mpg city, 40 mpg highway for the six-speed manual transmission, and 28 mpg city, 39 mpg highway for the six-speed automatic transmission. These ratings give Elantra Coupe a highway-only driving range of up to 500 miles.

SIX-SPEED TRANSMISSIONS
The Elantra Coupe can be equipped with a six-speed manual (M6CF3-1) or automatic (A6GF1) transaxle with SHIFTRONIC® manual control. Hyundai now has in-house six-speed automatic transmissions in its small, medium and large FWD cars. Hyundai is also only one of four global car manufacturers building in-house unique six-speed automatic transmissions.

The six-speed automatic is 11 pounds lighter than Hyundai’s global five-speed. It is considerably simpler, having 62 fewer parts, for greater durability, lighter weight and lower cost. It also features an ultra-flat torque converter that shortens the unit’s overall length by 0.43 inches, while being 2.6 pounds lighter.

This transmission, mated to the 1.8-liter Nu engine, helps Elantra Coupe deliver improved fuel efficiency – 11 percent more than its closest competitor, the Honda Civic Coupe.

The Elantra Coupe’s six-speed manual transmission offers positive shift feel and further optimizes powertrain performance. Shifting performance is facilitated by durable triple-cone synchronizers for first and second gears, with double-cones for third gear and a single-cone for fourth, fifth and sixth gears.

OVERALL DIMENSIONS
The Elantra Coupe rides on a 106.3-inch wheelbase, an overall length of 178.7 inches, 69.9-inch width, and 56.5 inch height for uncompromised headroom. Elantra’s total interior volume of 110.2 cubic feet exceeds the 2012 Honda Civic Coupe and 2012 Kia Forte Koup by large margins. The Coupe’s long wheelbase allows for compact coupe efficiency with class-above relative comfort levels. Elantra Coupe’s trunk volume at 14.8 cubic feet also beats Civic Coupe and Kia Forte.

ELANTRA COUPE ARCHITECTURE
The Elantra Coupe is fitted with a McPherson strut front suspension, with coil springs and gas shock absorbers. The rear suspension is a lightweight coupled torsion beam rear design for enhanced steering stability and monotube shock absorbers for ride comfort and control. A substantial 22.0-mm diameter front stabilizer bar helps reduce body roll and turn-in response when cornering. Steering knuckle design, torsion beam rigidity and damper tuning have all been recalibrated for sportier handling and steering responsiveness compared with Elantra sedan. In addition, Elantra Coupe offers a sportier SE model suspension calibration that is optimized for its lower-profile P215/45R17 tire.

All Elantra Coupes have column-mounted, motor-driven electric power steering (MDPS) that adjusts instantly to changing driving conditions while improving fuel economy over a hydraulic steering system. A quick-ratio steering rack is used for crisp feel on turn-in.

World-class weight efficiency was a key program target for the Elantra Coupe engineering team. As a result, Elantra Coupe leads the Kia Koup in weight efficiency, while leading the Civic Coupe in power-to-weight ratio; both are key measures of overall powertrain and structural efficiency.

High-strength steel in Elantra Coupe’s structure allows the suspension to work with precision in all driving conditions. This weight-efficient unibody architecture allows for Elantra Coupe to achieve an estimated 40-mpg EPA highway rating, without the need for a special eco model and its incremental costs.

SPORTY, SOPHISTICATED INTERIOR
Inside the Elantra Coupe, customers will find Hyundai’s expertise in interior packaging, lighting, leading-edge design and craftsmanship. This approach is visible in gauge clarity and the tilt and telescopic steering wheel. Seat construction uses lightweight materials and environmentally-friendly foam for further benefits to fuel efficiency. Elantra Coupe seat design also provides deeper side bolsters compared with Elantra sedan for sportier driving. Heated seats are standard equipment on all Elantra Coupes, while the SE model offers sporty aluminum pedals.

The Elantra Coupe offers two interior color choices, gray and black, available with either the GS or SE trim. All Elantra Coupes have cloth-like pillar trim made of fibrous tissue and volcanic rock for a premium look, feel and minimal environmental impact. Elantra Coupe will offer seven exterior colors, three of which are unique from Elantra sedan color choices: Monaco White Black Noir Pearl and Volcanic Red.

Elantra Coupe is available with two audio systems. Standard is a 172-watt AM/FM/Satellite Radio/CD/MP3 audio system with six-speakers and iPod®/USB/auxiliary input jacks. A 360-watt system with external amplifier is optional with the SE Technology package.

Touch-screen navigation is available on SE trim and includes a high-resolution 7.0-inch screen and voice-activation by headliner-mounted microphone. The sound system plays compact discs, accesses digital music files via Bluetooth streaming audio or allows driver and passenger to access their personal listening devices through the iPod/USB/auxiliary inputs. Bluetooth audio wirelessly streams music from select mobile phones to the head unit. The XM Satellite Radio interface is also integrated into the navigation unit and features channel logos, real-time NavTraffic and XM Data services, such as XM NavWeather®, XM Stock Ticker and XM Sports Ticker. The system also integrates a rear-view camera, which cannot be found on the Honda Civic Coupe or Kia Koup. Users can even upload personal pictures from a USB rather than a CD to be displayed on the system’s home screen.

Elantra Coupe owners can also get premium features, such as proximity key with push-button start, leather seating surfaces, heated front seats, power sunroof, and dual automatic temperature control with Clean Air Ionizer and auto-defogger.

ADVANCED STANDARD SAFETY TECHNOLOGIES: PART OF HYUNDAI’S ASSURANCE COMMITMENT
The Elantra Coupe takes compact coupe safety to the next level with the introduction of Vehicle Stability Management (VSM). Similar to the one found in the Hyundai Equus, VSM optimally manages ESC (Electronic Stability Control) and the Motor-Driven electric Power Steering (MDPS).

VSM works to control two effects. The first is when a driver accelerates or brakes on a split-mu surface (slippery on one side, dry pavement on the other) and the vehicle wants to pull in one direction. VSM detects this condition and sends a signal to the MDPS to apply steering assist. VSM counters the pull and automatically provides eight Newton meters of counter steering force. VSM reacts the same way during sudden lane changes or fast cornering. ESC is still not standard on the Civic Coupe.

Elantra Coupe features six airbags-including dual front, front seat-mounted side-impact, and front and rear side curtain airbag.

The Elantra Coupe also features a state-of-the-art braking package. The package includes four-wheel disc brakes and an Anti-Lock Braking System (ABS) including Brake Assist, which provides maximum braking force when a panic stop is detected, and Electronic Brake-force Distribution (EBD), to automatically adjust the braking force to front and rear axles based on vehicle loading conditions and driving dynamics. Elantra Coupe engineers even looked at something as simple as the parking brake for an integrated rear parking brake caliper for weight reduction.

In terms of passive safety, the Elantra Coupe has strong unibody construction, along with front and rear crumple zones to effectively absorb and dissipate impact energy away from cabin occupants.

HYUNDAI MOTOR AMERICA
Hyundai Motor America, headquartered in Costa Mesa, Calif., is a subsidiary of Hyundai Motor Co. of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced through more than 800 dealerships nationwide. All Hyundai vehicles sold in the U.S. are covered by the Hyundai Assurance program, which includes the 5-year/60,000-mile fully transferable new vehicle warranty, Hyundai’s 10-year/100,000-mile powertrain warranty, and five years of complimentary Roadside Assistance.

For more details on Hyundai Assurance, please visit www.HyundaiAssurance.com

The 2013 Ford Shelby GT500 convertible. Image: Ford Motor Company

If you like a little extra velocity with your sun-in-the-face, wind-in-your hair convertible experience, here’s some good news: Ford is showing its Mustang Shelby GT500 ragtop at this week’s Chicago Auto Show. Like its hardtop sibling, the drop-top Shelby comes packing a blown 5.8-liter V-8, good for some 650 horsepower. To translate that into real-world performance, the new Shelby convertible can lap the legendary Sebring circuit nearly three-and-a-half seconds quicker than the model it replaces.

Like the coupe, the convertible is meant to pull double duty as a daily driver and weekend track car (although hot-lapping with most organizations will require a braced roll bar). Add the optional Performance Package, and you’ll get electronically adjustable Bilstein dampers that can be set to “Normal” for the daily grind, or to “Sport” for maximum performance at the cost of some ride comfort. Opt for the Track Package, and you’ll also get engine oil, rear differential and transmission coolers.

The 2013 Ford Shelby GT500 convertible. Image: Ford Motor Company

Ensuring that the new Shelby stops as well as it goes, Ford has upgraded the Brembo braking system on new Shelby models as well. Front calipers are now six-piston units, and both front and rear rotor diameter is increased. Ensuring that drivers get eye-popping deceleration, Ford has opted to use high-friction brake pads on Shelby models, too.

The only drawback we can see is that Ford is limiting the top speed of the Shelby convertible to 155 miles per hour, probably because the top can’t withstand higher speeds. That’s still plenty fast, but it’s not as fast as the claimed 200 mph top speed of the new Shelby GT500 coupe.