…this year… but you probably already knew that didn’t you? Let’s talk about some things you may not know, or, may not have considered.

The U.S. market is notorious for turning a blind eye to wagons and sport wagons in general. This probably could be to blame for our lust for big, cumbersome, tyrannical SUV’s. Interestingly enough, in my professional and scientific* opinion, (*note: no science was used in the making of this opinion) I believe our lust for things large is a direct connection to the obesity problem as well, but I digress. Wagons world-wide take a stand as being an economic choice, a stylistic choice and to the enthusiast: a solid competitor for satisfying the need for speed. From BMW to Audi, wagons pose a great threat to standard form cars. Alfa Romeo may, hopefully (fingers crossed), help dilute the disdain for wagons by introducing a little class to our barbaric, muscle car culture.

The goal of bringing Alfa Romeo to the U.S. is to boost the Chrysler brand by creating a union that will see profits for Chrysler through utilization of plants Chrysler has shut down. A smart move in my mathematic based opinion (2+2 = Score).

The big question I must ask: Is the American auto market ready to adopt a new European style? It goes without saying that the Alfa Romeo is a blend between luxury and economy, and utilizes some unique lines and styling to grab attention.

Many may consider the styling a bit bold, while others immediately consume it like Oreo cookies and milk. What is your stance?  Tell us in the comments!

Porsche Boxster Spyder

I love Porsches. I own one. But, the Porsche Boxster isn’t exactly one of my favorite cars….until now. The new Boxster Spyder is quite impressive and, in my opinion, a great looking car. Serious effort was put into weight savings, better handling, better acceleration, and better braking. Think of it as the Boxster version of the amazing GT3.

Let’s first talk about the looks. It’s the best looking Boxster ever. It gets some cues from the 550 Spyder (which is where it gets its name) and the Carrera GT, both amazing looking cars. ‘Nuf said.

Now to the important parts.

Weight

Porsche removed anything that was not “necessary” (it still has electric windows….they must not weigh very much) in order to reduce the already light-weight Boxster by 176 pounds resulting in a curb weight of just over 2,800 pounds. With 320hp this results in under 9 lbs. per horsepower. That’s less than a Lotus Exige S! To do this, Porsche removed the air conditioning (-26 lbs.) and radio (-6.6 lbs.). Then, they added aluminum doors (-33 lbs.), new lightweight sport seats (-26 lbs.), and the lightest alloy wheels Porsche supplies (for the size). Another item that was removed was door handles. Yep….that’s right, door handles. Now what you have is a red strap on each side that you pull. Race car anyone?

Handling

Porsche added a stiffer suspension, a mechanically locking differential, large lateral stabilizers at the front and back, and shock absorbers tuned for hard

Porsche Boxster Spyder

compression and rebound. Since I haven’t driven the car, I’ll have to take their word for it. But, based on my previous Porsche experiences, I would guess that this car grips the tarmac like eggs to a frying pan, or spandex to Oprah…..well, you get the point.

Performance

The 320 horsepower, 2,800 pound curb weight and, with the help of PDK (Porsche’s dual-clutch transmission), the Sport Chrono Package, and launch control produce 4.7 second 0-60 times. Wow…..that sounds like fun!

In conclusion, who needs air conditioning when you have a drop-dead gorgeous drop top? Who needs a radio when you have a Porsche flat-six wailing at over 7,000 RPM? I don’t. This is no secretary’s car. This is a pure sports car. Porsche, I can now start to think about forgiving you for the Cayenne and Panamera.

Since 2006, Volkswagen America has really been making big strides to overcome some of the stigma around earlier models, battling electrical problems, hot competition from Asian competitors as well as an initially horrible JD Powers review (placing VW near the bottom of the list).

But now, 4 years later, Volkswagen has really been pumping out some impressive machines. Three new cars have graced us, the CC, the Golf and the Tiguan, however it is the GTI and the newly announced GTI-R that really has us excited here at Car Overload. Earlier in 2009, VW unveiled the new Scirocco, an awe-inspiring hatchback with the heart of a lion. Yet despite this exciting news, Americans were devastated to hear that the Scirocco would only be available in Europe. Volkswagen was yet to sit back and see an entire continent berate the VW brand by holding a car back from them. Their solution?

The Golf R (GTI-R as it will be known in the U.S.)

Sporting the newly enhanced GTI body, the GTI-R will pack a powerful S3 engine under the hood, pumping out 265 horsepower, coupled with the DSG you can expect 0-60 figures in the low 5 second range (average about .2-.4 seconds slower with the Manual transmission). The GTI-R will incorporate the AWD 4-Motion system, and will replace the R32 as VW America’s sports car.

As awesome as all this sounds, the car only gets better from there. APR already has an ECU upgrade that will bump the peak numbers of 322 horsepower and 321lb-ft. of torque. At this point we suggest putting down your game controller and forfeiting to the VW gods. Game Over America, this is most likely the best buy for your money (expect to see MSRP close to the $35K range).

No word yet as to the U.S. release date, but expect it to be no earlier than November 2010.

If you guys see any photos of this around the net please throw it in our comments below and we’ll be sure to credit you with the find. Thanks!

If you are going to get into auto eroticism, it might as well be with an Audi. However, if your spouse/interest/significant other starts questioning where you are going at night, it probably wouldn’t be a good idea to tell them you are having an affair with an Audi.

The Audi A3 proves that Audi knows what it’s doing when building an affordable, customizable and reliable car. Starting at about $27,000, the 2009 Audi A3 2.0 T, packs the same impressive engine as the VW GTI, and weighs 300lbs more. This is not surprising considering the A3 is 8.1 inches wider, and 4.8 inches longer, which translates to a slightly bigger frame and body.

On a larger scale, the differences between the GTI and the A3 are purely aesthetic. Still, many car enthusiasts and tuners would argue that these differences can make or break the decision between buying an Audi or a Volkswagen.  Both the Audi and the GTI share they same basic stats, 200HP with 207 lb/ft @ 5100 RPM, yet despite this, the GTI boasts a slightly better power to weight ratio at 15.7 compared to the A3’s 17.3. At an even deeper level, the difference in drag between the two cars is somewhat surprising, with results yielding only .01 difference on the drag coefficient scale.

When driving an A3, the most noticeable difference is the handling. Compared to the GTI, the A3 sports a softer suspension, providing a somewhat more comfortable ride, yet sacrifices a little of the racing edge that can be felt in the GTI.

In the end the A3 more than suffices to satisfy one’s thirst for adventure and still provides the comfort and reliability expected from an everyday car. Choosing between the GTI and the A3 ends up being purely aesthetic considering the plethora of after market parts available for both models, allowing for each to compete to a degree far beyond what was originally intended from VW and Audi. Both models easily would satisfy your auto-erotic desires yet still be cars you could bring home and introduce to your parents.

With the new 2010 Audi A5/S5 on the horizon, most of the headlines are talking about the high performance S5. While the S5 is definitely a personal fav, the new 2.0T A5 is looking like the “recession special.” With prices starting at a wallet friendly $36K, you’ll be able to pickup an AWD coupe that offers the performance, luxury, and style that has forced BMW and Mercedes to share das uber spotlight.

Both Audi and VW got plenty of use out of the 2.0T block. It’s pushed the GTI into Car and Driver’s Top 10 list every year since the MkV’s Debut in 2006. While the A5 will, without a doubt, be heavier than the GTI and the TT, APR has got your back. For $700 you can stretch that 207ft-lbs of torque delivered by the 2.0T into 291 with 91 octane. This simple ECU upgrade takes about 30 minutes and aside from giving you an almost 50% increase in torque, it will also give you a more aggressive throttle response to boot. Not satisfied? You can pick up an additional 35-45hp from a methanol injection kit for $300-$400, giving you a total of 300+ ft-lbs of torque and ~300hp. Not bad for a $1,000 upgrade (about half the cost of the factory in-dash nav).

Why not a 3335i?
Many will say, “well you can just pick up a 335i for just $5K more and get a huge increase in power.” Well, there is no doubt there. The 335i is a beast. It’s quick off the showroom floor, but once you’ve given it a little love from Dinan or Active Autowerke, you are looking at a RWD car with 421ft-lbs of torque and excellent handling. The 35′s Twin-turbo 6 is nothing short of breathtaking.

Still the 335 is not for everyone. The A5 is more comfortable and the interior is far superior to its German counterpart. Getting inside a 335 does not get you hot and bothered. If a convertible is what you are looking for, the 335′s trunk space is a joke with the top down. That’s a necessary evil when dealing with 90% of the hardtop convertibles out there. The VW Eos is able to get around this with it’s thoughtful hard top design. The A5 Cabriolet sports a trunk-space-friendly soft top, so golf bags, groceries, or luggage shouldn’t be a problem.

Then there is the transmission issue. The 335 has not joined it’s big brother, the M3, with a dual shift gearbox, so if you are thinking about picking up the automatic, forget it. It will leave a bad taste in your mouth. The A5 however, does have the dual shift gearbox that is on many of the VW/Audi Models. With it’s lightning shifts, it gives your opponent in the car next to you the impression that you’ve got a car with just one gear. If your commute includes traffic, you can pop it into auto, plug in your iphone, roll up your windows, set your climate control to a comfy 75 and enjoy your happy place.

The Verdict
If you’ve got an extra $5K lying around and all you care about is your butt dyno, then pick up a BMW 335i and enjoy. It’s performance out of the gate and huge tuning potential makes this the obvious choice for someone looking to squeeze out the most horsepower possible. However, the A5 is perhaps a jack of all trades, but master of none. It delivers performance, comfort, luxury, an eye catching design, and convenience while coming in at a price significantly lower than it’s counterpart.

Photo credit: Autoblog.com

There are many Ferrarista that believe that once a Ferrari has left the factory, it is a perfect car and it shouldn’t be altered. Well, I’m of the opinion that you shouldn’t always leave good enough alone. As long as the proper respect is given, Ferrari’s can be modified both visually and mechanically while maintaining the true character of the car.

German tuner, Novitec Rosso, has made quite a name for itself tuning Ferrari’s 360 and 430 models. Finally, they have taken a V12 GT to the next level with their new 599 GTB Supersport Bi-compressor.

After 8 months of development, the Bavarian firm has produced an 800HP ultra-exotic that will make any multi-millionaire consider making a dent in their bank account. The added 180HP and 159 lb-ft of torque rocket the car to 60 MPH in 3.5 seconds, down 0.2 seconds over the stock version. The real changes are seen in the 0-100 MPH performance which has now improved to 6.0 seconds over the previous 7.7 seconds. Due to the 599′s gearing, the top speed is unchanged at 205 MPH.

All of this improved performance is achieved without making any internal engine modifications. Each of the Rotex superchargers produce a modest 5.65 PSI but require an additional 20 percent of fuel from new Bosch injectors. Novitec’s desire to use superchargers instead of turbo chargers comes down to the ability to put all of this power to the tarmac. With a very linear power output, the 599 easily maintains grip at lower revs with the increased power and torque available at higher ranges. Besides, who wouldn’t want to rev this beast to its 7,800 RPM limiter.

To balance this beauty, Novitec teamed with KW and developed a new adjustable coil-over suspension system. This drops the ride height by 1.2 inches. As an option, the new front suspension can also be raised by 1.5 inches making it easier to clear speed bumps and steep driveways. Novitec has also added larger front and rear anti-roll bars for some added curve straightening.

Aesthetically, the car remains absolutely beautiful with just a few changes. Novitec has added a small lip to the front spoiler helping to reduce lift at high speeds and also adds a bit more aggressiveness to the look. The side skirts received the biggest change with larger intakes that add to the 599′s already sexy curves. The rear receives a new, larger, diffuser, stainless steel exhaust system, and Novitec’s signature black taillights. A rear spoiler is also an option but, in my opinion, is a little gaudy.

All in all, Novitec has done a superb job with the 599, adding performance and style, while maintaining respect for an already amazing car.

Photo Credits: http://www.flickr.com/photos/char1iej

When the Subaru WRX STI first hit the streets in the US, there were really only two responses possible, love or hate. You either loved how aggressive it looked, or you thought it was hideous and over done. Even after the facelift in 2006, the STI remained an edgy and aggressively designed car with a giant rear wing and hood scoop. At any rate, you have to respect a company that delivers products that will attract some, yet offend many. Both Scion with the xB and Nissan with the Cube are very familiar with this product design strategy.

The STI’s rival, the EVO, is also a “love it or hate it” kind of car too. The Evo X continues that tradition in its current extremely aggressive design.

Its very tough for a big company to design a car that offends people because at the core of every auto company is the desire to sell as many cars as possible, thus trying to offend none. The problem with that strategy is that while no one hates the car, no one loves it either. And as a car that is supposed to appeal to tuners and Scooby fanboys, this is a very bad thing. Well that’s exactly what the latest iteration of the STI does. It’s not an ugly car by any means, but its too tame for its own good. In fact, a popular criticism for the current STI that debuted in 2007 is its resemblance of an economical Ford Focus. A car loved or hated by none.

Fortunately for Subaru, design is subjective and the Boxer 6 engine continues to speak loudly for the STI. The design has grown on many tuners, which is mostly a result of the car’s performance on the street and outstanding marketing. When I say marketing, I’m not talking about ads. Instead, I’m referring to Ken Block and Travis Pastrana. Ken Block’s gymkhana videos along with Travis Pastrana’s outstanding performance in American Rally Racing are two very big reasons to overlook the subtle nature of the STI. Sex appeal is in the eyes of the beholder, and Ken Block can make anything on wheels look sexy.

Photo Credits: http://www.flickr.com/photos/fensterbme, http://www.flickr.com/photos/nayralub, Subaru.com

In a previous Top Gear episode, Jeremy test drove the Ariel Atom. Check out the YouTube clip below and be amazed at the potential the Atom has to offer everyone who calls themselves a car enthusiast.

The Ariel Atom originated in the UK and started one small branch here in the states. TMI Autotech, Inc. was granted the exclusive North American license to assemble the Atom at the raceplex within the Virginia International Raceway. Unfortunately, none of the Ariel Atom models are street legal.

This fast “go kart” is a monster, with a supercharged Honda Civic Type R engine inside a car that weighs next to nothing. The power to weight ratio on the Ariel Atom is immense. It has 300 BHP (Break Horse Power) but it creates 600 BHP per ton and it weighs roughly 1,102 pounds (500 kg). It can do 0-60 MPH in 2.9 seconds. Can you imagine the type of G-force you would be experiencing through turns and on straights? I think your face would fly off!

There’s more about the Ariel Atom on their website, along with their latest model, the V3.

I don’t typically track the sub compact segment too much because, well it bores me. There’s nothing wrong with a Yaris, Fit, or that new Suzuki but they are more “economical” than “performance.” Still, as a self-proclaimed Top Gear fanboy, I remember that episode a few months back where they pit a Fiesta against a Vette inside a shopping mall. Indeed, it’s just as ridiculous as it sounds. They went on to fill up the Fiesta with Royal Marines and Assaulted a beach in the car. Needless to say the episode was a bit over the top, but it was still effective. When I heard that Ford was hosting a Ride and Drive for the 2011 Fiesta in Menlo Park I didn’t have to think twice before grabbing my keys and heading out the door.

Performance & Safety
Ok, don’t expect to be running with EVO’s or STI’s in this car as it’s weighing in at 120hp and 112lbs of torque. However, while that sounds low (and it is), the car supposedly only weighs 2,200 lbs. When I asked the rep how this was possible, he popped the hood and showed me parts that were made of plastic. This to me immediately raised a few concerns about quality and durability, but apparently the car has just been killing it overseas, so perhaps the proof is in fact in the pudding.

I also wondered how safe this car could be. Apparently, very safe based on the 5 star safety ratings it has achieved in Europe. The rep also gave me a laundry list of airbag deployment compartments in the car which, if I remember correctly, added up to seven. In such a small car, that’s more than adequate. I drove the 5 speed manual transmission (it also comes with an auto option). The acceleration felt a lot like my old Focus ZX3, although there were 3 people in the car bringing the weight up by a good 400+ lbs which is nearly a 20% weight increase for such a light ride. Under those conditions the power was adequate, but by no means exciting. The steering wheel was responsive and the car handled quite well. The suspension provides for a comfortable ride while still giving good driver feedback.

Exterior
The two girls I spoke to about the car’s experience called it “cute.” Ford may have been going for that effect since it does list Magenta as an option. While cute is not in my lexicon of adjectives for describing vehicle exteriors, I could sort of see where these two ladies are coming from. Still, when I looked at it, the first thing I saw was the front grille of the VW Scirocco Concept Car turned upside down. That’s not a bad thing since the Scirocco design is very clean.

Interior
We rode in a car with cloth seats, so that was less than great. However, we did get to peak into one of the Fiesta’s sporting the leather interior and it was much nicer. One of my issues with the Ford Focus ZX3 I had was the lack of a leather option, so this was a nice surprise. The surprises didn’t stop there, there was also a voice activated system that lets you control temperature, voice dialing and music selection. Starting the car is a cinch with the Push to Start button easily accessed next to the steering wheel. There were quite a few features typically expected to only be found in more expensive cars. The car comfortably sat Erin, a 6 foot fall brunette with headroom to spare. We were both quite impressed. Still, make no mistake, the overall feel of the interior was not “premium quality,” but again, it was better than expected for a car in the $15K price range.

Would I buy the car? No, but Erin probably would (the pink one). It’s cute appearance, good mileage (~40MPG), safe, and reasonably large trunk space. Still, she admitted that more power would make the decision a lot easier, and the interior didn’t get her very excited. She’s waiting to see if the 2011 release will include a turbocharged option as eluded to on the website.

Pros

• Quick if you keep your friends and other heavy objects out
• Better than expected creature comforts
• An array of great safety features
• Fun exterior
• Spacious for a sub compact
• Plenty of trunk space

Cons

• 120hp looses its edge once you start adding buddies
• Interior materials feel a little cheap

Okay, now we’ve covered marketing and user integration, let’s talk more about the user experience, or more specifically, what we here at Car Overload like to refer to as “the goods”. Hyundai offers several variations of the Genesis Coupe, the most striking differences lie between the 2.0 turbo model and the 3.8L V6 model. Stylistically the two models are the same, which can be recognized as a more mature or modern version of the Tiburon (a much welcome facelift for the Hyundai line in my opinion). Smooth lines and a bold profile give the Genesis Coupe an aggressive look many Hyundai’s have lacked, and its simple yet refined profile give it enough class to bring that aggressive look back into the modern world without feeling too science fiction.

The 3.8L engine model’s baseline 306 HP and 263 lb/ft torque isn’t science fiction either. However, if someone had told me that Hyundai would make a car with specs like that just 2 years ago, I would have laughed my way into a mental institution later that same day. With a curb-weight of about 3,390 it’s not hard to see why this car can fly just as smoothly as it drives.

Equally as tempting and surely as capable to make your knuckles turn white, is the 2.0T model Genesis Coupe. The 2.0T model produces 210hp and 223 lb/ft torque weighing in at 3,290. This is comparable to the 2008 VW GTI, which produces 200hp and 207 lb/ft weighing in at 3,151 (keep in mind the Genesis Coupe is 4.1” wider and is 16.5” longer with 1” bigger wheels baseline option).

Just as surprising as the car’s stock features is the impressive similarity to the prototype unveiled in 2007. The main differences being carbon fiber body kit items which highlighted what Hyundai expected their “target market” to be capable of doing with their stock model.

As the president of the “Haters of Hyundai” club, I surprise myself when I say that no other car has done better for a company than the Hyundai Genesis Coupe when it comes to improving a company’s respect among car enthusiasts. My deepest hope is that American auto makers will take the hint and join the progression towards better automobiles.