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If you’re feeling the pain at the pump but just can’t see yourself in a four-wheeled eco machine, there are plenty of efficient two-wheelers to help you choose the right bike to save a few bucks scooting around town. Just about every sport bike offers both spectacular performance and decent mileage. But the most effective way to be like a hypermiler on a motorcycle is to choose a bike with a small displacement engine and a light weight—characteristics crystallized in the pint-sized Kawasaki Ninja 250R we rode recently.

The Ninja 250R is playfully referred to as the Ninjette, and has been considered one of the better beginner bikes since its introduction over 20 years ago. This year’s redesign is radical, with new bodywork, more power, beefed up brakes, and—most tellingly—the inclusion of a gas gauge. The Ninja 250R is a great commuter bike for those willing to trade some horsepower for fuel efficiency. Best of all, the Ninja is priced at only $3499. —Basem Wasef

The Specs

One of the most important features to consider for new riders is seat height, and the 2008 Kawasaki Ninja 250R’s saddle sits only 30.5 in. from the ground. It has a rear cowl that can be replaced with a passenger seat for an extra $99. Hidden underneath its sporty bodywork—which is available in green, red or blue—is a carbureted, liquid-cooled, DOHC 249 cc parallel twin engine with exhaust routed through a 2-into-1 system.

The powerplant is now quieter and packs better low- and midrange power—oh, and a tastier exhaust note too. Retuned intake and exhaust ports smooth out the power delivery, and maximum torque is a modest 16.2 lb.-ft. at a stratospheric 9500 rpm. But with only 333 pounds to haul around (plus rider), that number becomes bigger than it sounds. The engine is mated to a traditional six-speed gearbox.

Slowing this tiny package is easy with a two-piston, 290 mm petal-disc setup mounted up front, and a 220 mm disc at the rear wheel. The 37 mm fork is nonadjustable, but the rear Uni-Track suspension has five-way preload adjustability. Larger 17 in. wheels not only accommodate the larger brakes, they also enable vast possibilities for tire fitment.

The Ride

Though it looks like a scaled-down superbike, the Ninja 250R is a rather diminutive and confidence-inspiring motorcycle to throw a leg over. The smallish seat positions the rider’s body at a forward tilted angle, and the adjustable preload settings on the rear suspension help keep heavier passengers from compressing the suspension too much.

Taller riders might find themselves folding their legs a bit because of the Ninja’s compact proportions, but the upside becomes apparent at speed. The parallel twin engine starts up with ease, but requires a slight tug of the choke lever (remember that?) on cold mornings, and a minute or so of idling to completely warm up. The clutch lever is light, and twisting the throttle yields modest but deliberate acceleration. You have to rev hard for maximum forward momentum and revs get somewhat buzzy at higher rpm. Since peak power is close to 10,000 rpm, it’s not uncommon to find yourself shifting at or near the bike’s 13,000 rpm redline.

Ridden with gusto, the Ninja squirts ahead with enthusiasm. Though it will never be confused with a larger displacement sportbike, careful gear selection will ensure that the stronger parts of the powerband are always within reach. The Ninja can accelerate fast enough to merge safely with traffic and ride on highways—if you ride it right. Our time spent on L.A. freeways routinely saw bursts of speed up to 90 mph—more than sufficient for keeping up with fast-paced traffic.

And speaking of traffic, the Ninja 250R is adept at dodging in and out of lanes easily, thanks to its small size and featherweight poundage. Winding up the small engine is fun, but jousting the Ninja through traffic or maneuvering it through canyon roads is a thrill. In fact, its power to weight ratio can be more fun to ride than bigger, heavier motorcycles. Our only beef with the Ninja’s performance was its balky shifter: occasionally we hit false neutrals, and a few times the gearbox was in neutral but the green “N” didn’t light up on the dash.

The Ninja’s official fuel economy rating of 61 mph is completely attainable (and some owners claim numbers as high as 80 mpg). But our aggressive riding produced fuel economy in the low 50s. In order to make decent acceleration, there’s a natural tendency to redline the engine, which makes the ride a lot more fun at the expense of fuel economy. Great cruising range comes courtesy of its 4.8 gal. fuel tank, another boon for commuters.

PEBBLE BEACH, Calif. — Here at the annual Concours d’Elegance car exhibit, Cadillac gives us a sneak peek at what lies beyond the full-size Escalade SUV. The Escalade has been a hit for Caddy, but with fuel efficiency on the minds of every buyer (even Cadillac buyers), the brand needs more wagons that can transport people and stuff—only with better gas mileage and a bit more poise when the road bends, too. So Cadillac has two truck alternatives on deck, ready for consumers looking to make that switch. —Ben Stewart

2010 SRX

The current SRX, which launched in 2004, did an admirable job of providing fuel-efficient and sporty transport. However, it hasn’t been the runaway hit Caddy was hoping for. It could have been the styling. To our eye, the SRX looked a bit like a Caddy wagon on stilts, instead of the cohesive crossover—a look pioneered by Lexus and adopted by Acura, BMW and even Lincoln.
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NEW YORK — Last year, there was only one flavor of Dodge Challenger available­—the raucous SRT8 version packing 425 hp from a 6.1-liter Hemi V8 and five-speed automatic transmission. It was quick, loaded with equipment and expensive—since Dodge built only 6400 cars. For the 2009 Dodge Challenger, we have three flavors and five powertrains to choose from, including the fuel-sipping SE model, the R/T with the “small” 5.7-liter Hemi engine, and, of course, the aforementioned SRT8, which returns with the option of a six-speed manual. Giddyap. —Jim McCraw

The Specs

The new entry-level SE Challenger, powered by the well-proven 3.5-liter V6 engine, churns out 250 hp and 250 lb.-ft. of torque, backed by a four-speed automatic. This combination is rated at 18 mpg city and 25 mpg highway even without a more desirable fifth or sixth gear to boost the highway mileage. And with a 0-to-60 time of only 7.8 seconds, this might be a very popular choice in these days of high-priced fuel. The SE is distinguished by its smooth body, no SE identifiers on the front or rear end, no rear spoiler, and simple five-spoke alloy wheels mounting P215/65R-17 tires. In other words, the look is clean. And SE prices start at a mere $21,995.
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Long-rumored but yet to show its face to the public is the upcoming convertible version of Audi’s game-changing super sports car, the R8. These beautiful and clear spy shots show us a lot about Audi’s next stunner, including its long, slinky, clean bodysides and the new front and rear grille treatments similar to, but more tastefully rendered, than those on the diesel-powered R8 V-12 Le Mans concept.

What we don’t see, however, is just as interesting. For starters, thanks to the prosthetic buttresses and rear window, we can’t tell for certain what the folding top actually looks like, but we’re relatively sure it’s made from canvas, not metal, since the dedicated sports-car chassis—at least insofar as it shares key engineering traits with the Lamborghini Gallardo coupe and its softtop Spyder variant—was not engineered to accommodate a folding hardtop.

Also missing are separate sail panels around the side air intake, or any sort of body panel that would easily lend itself to the contrasting paint schemes that are a signature element of the coupe’s design.

Finally, we still haven’t seen the soon-to-be-optional LED headlamps we’ve been promised since the coupe’s launch nearly two years ago.

We’re certain, however, that the R8 roadster will be as quick, and as sexy as the coupe. The softtop’s interior also is certain to lose some or all of its behind-the-seats cargo space, but with the top down, sight lines will improve dramatically.

We’ll reserve judgment until we see the production version roll out during the fall auto show season, likely in Paris this October, followed by a start of production by the end of 2009. But based on what we see here, we’re thinking we’ll remain coupe fans when all the dust settles. Then again, on a gorgeous day and with the mid-mounted V-8 at full wail, we’d probably find no reason to complain about the lack of a roof. Bring it on.

In just its third model year since debuting for 2005, the Buick LaCrosse is still a relatively new vehicle. While a freshening was expected—and confirmed earlier this year—for 2009, we weren’t under the impression that Buick’s mid-size sedan was being totally redesigned so soon. However, in light of these leaked photos of a pre-production 2010 LaCrosse, it appears GM has put the car on fast-forward.

While grainy, these photos do give us the very first look at the car without camouflage and in near-production guise. Having first seen this vehicle in concept form earlier this year at the Beijing Auto Show as the Invicta Concept—and again last month via another set of leaked GM photos labeled, simply, “Buick Sedan”—the feeling at the time was that it may have been an all-new model for Buick.

Looking very similar to the Invicta concept overall, the new LaCrosse doesn’t have a typical Buick feel to it. Sporting an aggressive roofline—similar in profile to various “four-door coupes” such as the Volkswagen Passat CC and the Mercedes-Benz CLS—and smooth front end, the styling closely mirrors that of Buick’s new Enclave sport-ute. While the translation to production from concept appears to have taken the typical toll—smaller wheels, higher stance, less flash—the rest of the car stays fairly true to its auto-show roots.

The theme continues in the cabin, which—borrowing small cues from the also recently redesigned Cadillac CTS—looks just like illustrations Buick showed us earlier this year. Featuring a slick center console, modern instrument cluster, and curvaceous dashboard, this car may be on track to appeal to a wider market than the previous-generation LaCrosse.

While the hood looks to be popped in the main exterior spy shot, unfortunately no photos were taken of the vehicle’s powerplant. With the Invicta concept sporting a 2.0-liter direct-injected and turbocharged four-cylinder engine with a six-speed automatic transmission, we would expect base versions to come equipped similarly. Another powerful and fuel-efficient possibility is the corporate direct-injected V-6, which makes as much as 304 horsepower in the CTS. With gas prices on the rise, this seems like a more palatable performance option than a V-8–powered “Super” model.

We’ll be sure to get any official photos to you as soon as we have them; we expect an official debut sometime in the near future—possibly at November’s L.A. auto show or in Detroit in January—with sales beginning next spring.

Infiniti is adding a convertible to its G series lineup and will unveil it in November at the Los Angeles auto show.

For those who can’t wait that long, Infiniti is doing a photo reveal on Aug. 16 at the Pebble Beach Concours d’Elegance.

Here’s what we know: It will be called the G37 convertible, it will have a retractable, three-piece hardtop and powertrain configurations will be in line with the rest of the G lineup.

Pebble Beach attendees also will get a look at the G37 sedan and coupe, which get moderate updates for the 2009 model year.

The sedan, formerly called the G35, gets a 3.7-liter, V6 powerplant rated at 328 hp. It can be paired with a new seven-speed automatic or a six-speed manual gearbox. Other updates include sport brakes, a new 18-inch wheel design and scratch-resistant paint.

The coupe gets an all-wheel-drive model, the G37x, and the new seven-speed automatic. It has the potent V6, and the coupe’s powerplant is rated at 330 hp.

Expect pricing to be announced in the next month or so for the coupe and sedan; more details on the convertible will appear closer to the L.A. show.

The 2009 BMW 7-series is a welcome sight. While not an entirely handsome design–the large, pedestrian-friendly front end, with its jumbo kidney grille, can look bulbous from some angles, and the taillights are downright ungainly–the new 7-series retires the overwrought design of the car and is much easier on the eyes overall.

Powering the ‘09 model is a tuned version of the 4.4-liter twin-turbocharged V8 in the X6, turning out a maximum 402 hp, 42 more horses than produced by the 4.8-liter V8 in the ‘08 750i. Its 442 lb-ft of torque eclipses that available in the 4.8-liter by a whopping 82 lb-ft. All told, BMW says the new engine will propel the car to 62 mph from a standstill in 5.2 seconds.

The car also sports a standard Dynamic Driving Control function that allows for various levels of stability-control intervention and shock settings, from the softest comfort mode to a more aggressively damped and tail-wagging sport-plus setting.

There’s also an optional rear-wheel steering system, called Integral Active Steering, which aids in both low-speed maneuvers and high-speed cornering. At parking-lot speeds, the rear wheels turn up to three degrees in the opposite direction from the front wheels, which BMW claims shaves 28 inches from the car’s turning radius. At higher speeds, however, the rear wheels turn in the same direction as the fronts, making the car more responsive on curvy roads.

Perhaps the most exciting development is that BMW totally revamped its much-maligned iDrive system, throwing out everything familiar to the system but the jog wheel. Menus now flow intuitively from one to another, allowing for quick and easy access to stereo and navigation controls, while redundant shortcut buttons sit around the main controller wheel–including a much-needed back button.

Information is displayed on a large, 10.2-inch screen sitting at the top of the center stack, near eye level, and climate controls have been moved out of iDrive completely and are housed in a separate area on the center stack.

Look for the ‘09 750i and 750iL to begin rolling into showrooms early next year, with stickers starting in the mid-$80,000s range.

Volkswagen has resurrected plans for an affordable, mid-engine coupe and roadster tandem as part of an image-building campaign aimed at highlighting the company’s design and engineering prowess.

VW chairman Martin Winterkorn is planning to unveil a concept version of the lightweight two-seater at the Los Angeles show in November. If public opinion is positive, the new car could be in showrooms by 2011. It’s been styled under Walter de’ Silva and borrows from VW’s vast parts bin to keep development costs low.

“We are working on a mid-engined concept for the Los Angeles motor show,” a source revealed to AutoWeek at VW’s Wolfsburg headquarters. “It is the fifth time in as many years that we have created such a car, but this time, more than any other, the signs are looking good that we will get a production green light.”

The new roadster is described as a cut-rate Lotus Elise, designed to be stylish and lightweight while offering genuine sporty performance in combination with class-leading fuel economy. Among the four-cylinders said to be under consideration for the new car is a 170-hp, 1.4-liter Twincharger TSI gasoline engine and a new 125-hp, 1.6-liter TDI common-rail diesel powerplant, both transferring drive through a seven-speed, double-shift gearbox.

This hints at a sub-2,200-pound car serving up Golf GTI levels of acceleration–0 to 62 mph in 6.9 seconds–and the sort of economy offered by the Polo 1.4 TDI BlueMotion.

Unlike its hot hatch and frugal super-mini siblings, the new coupe and roadster are based on a mid-engine layout with rear-wheel drive. To keep weight down and performance strong, VW is said to have tapped Audi for expertise in aluminum-spaceframe construction.

This link is driving rumors of a possible Audi version of the new coupe and roadster, a so-called R4. This car, which has been rumored for almost two years despite official denials out of Ingolstadt, is described as a cut-priced R8 and likely would run more powerful four-cylinder engines than the VW derivative, with Audi’s new EA888-based 211-hp, 2.0-liter TFSI gasoline engine and an upcoming 204-hp, twin-turbocharged 2.0-liter TDI common-rail diesel highly likely.

In another development, VW majority shareholder Porsche is said to have shown interest in the new project, opening the way for a possible resurrection of the 914.

VW first hinted at plans for a mid-engine coupe and roadster with the Peter Schreyer-designed Concept R back at the Frankfurt motor show in 2003. It was followed up by the spartan Eco Racer (an R&D exercise rather than a full-fledged design concept) wheeled out at the Tokyo show in 2005.

Two other concepts have been created but were never revealed to the public, according to AutoWeek sources, who suggest that the production version of the car to be shown at the Los Angeles show could be assembled in Germany by longtime VW partner Karmann.

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