Practical joker

So that's why it was a grainy picture. This is the Fisker Karma, the luxury hybrid from Denmark's finest designer that we told you about back in October.

Those details were accompanied by a grainy shot that got us all excited at the prospect of an Aston-like super-hybrid with looks to die for.

But, seeing the Karma unveiled in Detroit, we now realise why we only got a blurry image before. Because the big four-seater isn't the finest-looking creature around. Although we like the sculpted flanks and low roofline, that front end is over-fussy and the grille is, well, terrifying.

However, look beyond the Jack Nicholson's Joker face, and the Karma makes a whole lot more sense. Powered by a new plug-in hybrid system called Q Drive, it features a small petrol engine that turns a generator to charge a lithium ion battery pack.

This powers an electric motor which turns the rear wheels, allowing the Karma to run on electric power alone for up to 50 miles. When the battery power is spent, the Karma plugs back into the mains or can be ordered with a full-length solar panel roof, allowing it to self-charge. Clever.

Beyond its eco-credentials the Karma should be good to drive, too. The petrol engine and electric power work together in 'Sport' mode to propel it to 60mph in under six seconds, and the battery pack is positioned at the centre of the vehicle for decent balance. Because of the electric-hybrid drivetrain, maximum torque is available from zero rpm upwards.

Good news in the price department, too: Fisker says the Karma will cost from just $80,000 when the first deliveries arrive towards the end of 2009. Fisker reckons that annual production could reach 15,000 cars - serious numbers for a manufacturer that, until now, has specialised in low-volume conversions.

We eagerly wait to find out if Fisker can deliver on the big promises. But first Henrik, please sort that horrible grin out. No joking.

Surprise! It's the diesel R8

We knew Audi was planning something big in Detroit, and here is it: the world's first diesel supercar.

This is the Audi R8 V12 TDi, and although it's being billed as a concept, it should be on the road within a couple of years.

Tearing massive holes in the road, quite possibly. The R8 V12 isn't a cooled-down version of Top Gear's Car of Year: in fact, the diesel version is billed as faster, more powerful and - of course - far more torquey than its petrol brother.

A few raw figures for you. The R8 TDi gets a 5.9-litre V12 twin-turbo diesel with 493bhp and, more scarily, a massive 738lb ft of torque. That'll shove the R8 to 62mph in 4.2 seconds - nearly a half-second quicker than the petrol version - and on to a top speed 'well over 186mph', according to Audi.

Awesome performance, in other words. But it won't come at the expense of economy: The R8 V12 returns 23mpg - just 4mpg less than the V6 TT - and although there's no word on emissions, Audi says it'll meet the 2014 Euro 6 regulations.

All of which sounds like an intoxicating combination, leaving us with just one worry: weight. Audi doesn't quote how much heavier the TDi unit is than the petrol V8, but too much extra weight could play havoc with the R8's delicate, wieldy handling.

However, Audi has managed to shave some weight from the diesel block by using stronger cast iron, allowing for thinner crankcase walls, which reduces weight by some 15 per cent.

Although the bodyshell of the R8 V12 is taken straight from the petrol version, the diesel-burner does get a few cosmetic enhancements. There's a glass roof with a NACA air duct in the middle, as well a new single-piece front bumper and bigger air intakes.

Inside the cabin, there's a bit of extra carbon fibre and, you'll notice, a manual gearbox. Word is that all the diesel torque would simply devour the DSG ?box, so a six-speed shifter it is - good news, because that's the ?box we liked on the petrol R8 anyhow.

We won't see the diesel R8 on the road until after the new Lamborghini Gallardo - and you'll see a V10 petrol version of the R8 beforehand, too. The V12 TDi could be the most tempting of the bunch, though - if the Audi engineers can make it handle like the petrol version. Here's hoping.

2009 Hyundai Genesis

It's the start of something, all right. The Genesis sedan marks the debut of Hyundai's first-ever V-8 engine, its first-ever rear-wheel-drive platform, and its first foray into the luxury car arena. Hyundai is positioning the car as a BMW 5-series/Infinti M/Lexus GS competitor, priced to match the rear-wheel-drive domestic-brand competition (Chrysler 300/Pontiac G8).

If you doubt Hyundai's luxury intentions, check out the car's list of available equipment, which includes intelligent cruise control; adaptive headlights; heated and cooled seats; a rearview camera; high-end audio (by Lexicon) with NavTraffic, iPod and USB inputs; Bluetooth; keyless ignition; leather seating and even a leather-wrapped dashboard.

Like its competition, the Genesis will offer 6-cylinder or V-8 power. Two V-6 engines are rated at 268 hp and 290 hp, while the all-new V-8 generates 368 hp (on regular fuel) and 375 hp (with premium) from its 4.6 liters. All engines are teamed with a 6-speed automatic transmission and drive the rear wheels. (No all-wheel-drive option will be offered.) Hyundai claims the 8-cylinder version will reach 60 mph in less than 6 seconds.

The Genesis goes on sale this summer. The car will come in a single trim level. Prices for the base V-6 engine version will start under $30,000 (though probably not far under), while the V-8 should be around $35,000.

This chassis will also underpin a production version of the Coupe concept seen at the 2007 L.A. auto show, which likely will reach showrooms toward the end of the year.

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2009 BMW 335d and X5 xDrive 35d

BMW is preparing to put the 'd' back into the United States market. Starting in the fall of 2008, two models will be available with a 3.0-liter biturbo in-line six diesel engine. They'll make their first appearance at the 2008 North American International Auto Show.

The 335d and X5 xDrive 35d will be the first BMW diesels sold in the U.S. in well over two decades. The Advanced Diesel with BluePerformance is a version of BMW's diesel in-line six that's already sold in Europe, where diesels account for two-thirds of the company's new vehicle sales. The addition of BluePerformance urea injection allows these models to be sold in all fifty states, even those following California's strict emissions standards.

BluePerformance uses a solution called AdBlue, which is basically urea (yes, that urea) that is injected into the exhaust gas to turn nitrous oxides into nitrogen gas and water vapor. This works with a diesel particulate filter to reduce emissions. The AdBlue solution should only need to be replenished during regular service intervals, and BMW will include free refills in its 4-year/50,000-mile maintenance program. This is the same system that Mercedes-Benz uses in its Bluetec diesels.

But you don't care about any of that, as long as it means you can get a 3-series with 265 hp and - get ready for this - 425 lb-ft of torque.

Wait, 425 lb-ft? As in 130 more than the new M3? Yes, indeed. What's more, two differently sized turbochargers help make that torque available at only 1750 rpm. The smaller of the two spins up first to minimize lag at lower rpm, and the larger turbo comes on at higher engine speeds to keep things going.

The diesel-equipped 3-series has a claimed 0-to-62-mph time of 6.2 seconds - a claim we'd believe, since several Automobile Magazine editors have driven the car in Europe. The 335d is estimated to return fuel economy of 23 mpg in the city and 33 mpg on the highway. The X5 xDrive 35d will take an extra second to reach 62 mph and will consume diesel at a rate of 19 mpg around town and 25 mpg in highway driving.

If these models take hold - and we sincerely hope they do - we expect to see this engine in additional U.S. models. And there's more where that came from, because BMW has a diesel V-8 and three four-cylinders in various models running around the Continent.

2007 Honda CBR600RR

When the original CBR600RR made its debut in '03, it initially appeared to have the all the ingredients for success. A completely new, more compact engine, a trick chassis with innovative rear suspension, underseat exhaust-the new CBR seemed ready for prime time.

Unfortunately, things didn't quite work out as planned. The competition was a lot tougher than Honda had expected, and while the CBR was up to par powerwise, it didn't hold any real advantage anywhere. But the Honda's biggest downfall was its weight; the original 600RR was almost 26 pounds heavier than its lightest competitors, a major shortcoming in a class where the power-to-weight ratio is hugely important due to all the entrants possessing similar power outputs.

The CBR saw some subtle but important changes in '05 that dropped a good portion of that excess heft. (In fact, for once a manufacturer fudged its advertised numbers in a good way, with the CBR actually dropping an impressive 16 pounds instead of the adspeak-stated eight pounds.) The engine also received a thorough massaging that resulted in a midrange power boost, in addition to minor chassis alterations that gave the Honda more-agile steering. It all added up to a narrow victory over the rest of the middleweight class in our '05 shootout ("Middleweight Smackdown," Apr. '05).

Standing still for even a moment in the hypercompetitive 600 category can be hazardous, however. Honda found out the hard way when the basically unchanged CBR fell off the top of the heap and hit the floor in the following year's middleweight comparison test ("The Gang's All Here," July '06). So for '07, Big Red reared back and launched the heavily revised version we got to sample at Alabama's Barber Motorsports Park last issue ("A New Dimension," Mar. '07). We covered all the technical details involved in Honda's extensive revamp of the new CBR600RR in that issue; the extent of those changes is pretty vast, so we won't rehash them here.

A Serious Diet
While blasting around the undulating layout of Barber's challenging circuit gave us a good idea of the CBR's performance at or near the limit, we were eager to bring the bike back to our offices and measure its performance in the less-rarified atmosphere of real-world street and canyon riding. After noting how light the new Honda felt at the track, we also wanted to put the 600RR on our own digital scales to see exactly how much weight was actually pared from the previous version, rather than rely on the stated numbers from our friends at American Honda (not that we don't trust them).

So first thing's first: Once we got the CBR back to our offices, we immediately filled the tank with gas, checked the oil and coolant levels and rolled the bike up onto our Intercomp digital scales. The result? An astounding 412 pounds wet, ready to ride. This puts the new Honda well below the previous class anorexic, the Triumph 675, which scaled in at 417 pounds topped off with fuel. It also represents an amazing 19-pound weight loss from the previous CBR, undercutting the 16-pound reduction listed in the Honda press kit, and even slicing just beneath the 18-pound claim American Honda stated back at the Barber intro.

This obviously is the result of a pretty substantial program of paring weight wherever possible on the machine, a fairly difficult endeavor when you're talking about today's sportbikes, which have already had years of R&D aimed at just that goal. And in the 600 class, where component designs are already shaved to the bare minimum, it's a major achievement.

Just where was all that weight shed? We listed many of the components that lost some mass in our First Ride story, but as you'd expect, it's the sum of a long parts list, with each part carrying small (and some seemingly minuscule) weight savings. We managed to get the list of parts and the weight savings for each from Honda R&D, and after the 3.7 pounds chopped from the engine and the 1.1-pound-lighter frame, the rest of the list reads as follows.

'07 WEIGHT SAVINGS
Rear wheel	0.2kg (7.05 oz.)
Rear sprocket	0.06kg (2.12 oz.)
Rear axle collar	0.08kg (2.82 oz.)
Rear tire	0.41kg (14.46 oz.)
Rear brake caliper	0.15kg (5.29 oz.)
Front axle	0.02kg (.705 oz.)
Front axle collars	0.27kg (9.52 oz.)
Front wheel	0.05kg (1.76 oz.)
Front tire	0.23kg (8.11 oz.)
Front brake rotors	0.2kg (7.05 oz.)
Front wheel bearings	0.06kg (2.12 oz.)
Front calipers	0.32kg (11.29 oz.)
Front fork	0.278kg (9.81 oz.)
Steering stem	0.177kg (6.24 oz.)
Swingarm	0.242kg (8.54 oz.)
Muffler	0.47kg (1.04 lbs.)
Radiator	0.234kg (8.25 oz.)
Fuel injection	0.121kg (4.27 oz.)
Front fairing (upper)	0.467kg (1.03 lbs.)
Front fairing bracket	0.499kg (1.1 lbs.)
Fairing (mid-section)	0.572kg (1.26 lbs.)
Fairing (bellypan)	0.435kg (15.34 oz.)
Fuel tank cover	0.384kg (13.55 oz.)
ECU	0.122kg (4.3 oz.)

That leaves a little less than a pound to be accounted for, which could easily be explained by some random pieces, such as a lighter tool kit or tire production tolerances.

Losing 19 pounds gains performance no matter how you slice it. And with the new CBR, it pays off handsomely.

Hummer H3

On one level, and one level only, the Hummer H3 is the best car of 2007. Because if you've got a blog to write, nothing else gives you as much to say as this car does.

Or gives other people as much to say. It arrived in the office and I got endless abuse from kind-hearted colleagues, who either just laughed or began wondering whether all sense and taste and decency had deserted me.

You see, the H3 - the baby of the range - isn't exactly cool in Top Gear's collective eyes. Some SUVs are, but this thing smacks far too much of George Bush and Arnie, or naff celebrities driving around in it simply because it's large.

But the reason I've been driving it is more scientific. You see, I'm convinced the H3 fills a genuine gap in the market, now that the Discovery has gone upmarket and posh.

Farmers and others of the like who regularly get a bit muddy don't have much choice for wheels these days. The Kia Sorento possibly, the odd pick-up, but everything else is too smart and expensive.

Except the H3. It's good off-road, relatively cheap and, as I discovered, very easy to clean. I had two wet dogs in it over Christmas, plus loads of people with muddy wellies, but all that cheap plastic which journalists slag off just wipes down. Looks as good as new now.

But there are things that stop it being snapped up by farmers. Chief of which is the engine. It's not as slow as I thought it would be, but rev it hard and it sounds like all the valves are about to make a swiss cheese out of the cylinder head.

And because it's petrol, fuel consumption isn't what it could be out of a diesel. GM needs to look at that badly if it really wants to sell more of these cars, which it must do if it bothered engineering it for right-hand drive.

But the final straw that convinced me that Hummer hadn't really thought about this car properly for what I reckon is an open market is that it doesn't get any mud flaps. Or at least I couldn't find any on the options list.

So, you clean it, drive down the road and it's as if you've just taken a trip through the River Ganges. All the mud spatters up the side, gets on the mirrors, gets in the door handles, generally gets everywhere where you don't want it.

Which is fine if you only drive it around clean urban streets, so I can see why they've done it because that's where GM has firmly aimed the H3.

Farmers aren't mentioned much in the marketing bumf. But there are much better cars for posing around town, much more socially aware cars for that too, but not much other stuff that'll do as a workhorse. Apart from anything else, I reckon I wouldn't have come in for so much abuse if the car was more honest about what it should be doing.

Volvo C70 2.0D SE

How much?	£27,995
On sale in the UK:	Now
Engine:	1997cc turbodiesel 4-cyl, 134bhp @ 4000rpm, 236lb ft @ 2000rpm
Transmission:	Six-speed manual, front-wheel drive
Performance:	10.3sec 0-62mph, 127mph, 46.3mpg, 161g/km CO2
How heavy / made of?	1721kg/steel
How big (length/width/height in mm)?	4582/1820/1400

Volkswagen Transporter 2.5 TDI Sportline

How much?	£27,169
On sale in the UK:	Now
Engine:	2469cc five-cylinder, 172bhp @ 3500rpm, 295lb ft @ 2000rpm
Transmission:	Six-speed manual, front-wheel drive
Performance:	12.2sec 0-62mph, 117mph, 44.8mpg (at 56mph), na g/km CO2
How heavy / made of?	1903kg/steel
How big (length/width/height in mm)?	5290/1904/1969

Alfa Romeo 159 2.4 JTD Ti

How much?	£25,400
On sale in the UK:	Now
Engine:	2387cc 20v turbodiesel 5-cyl, 210bhp @ 4000rpm, 295lb ft @ 3000rpm
Transmission:	Six-speed manual, front-wheel drive
Performance:	8.2sec 0-62mph, 143mph, 41.5mpg, 179g/km CO2
How heavy / made of?	1630kg/steel
How big (length/width/height in mm)?	4660/1828/1422