Ladies and gentlemen, we present to you the best pictures yet of the forthcoming Corvette SS. What, you've never heard of the Corvette SS? That's because it's also been called the Corvette Blue Devil. And, more recently, the Corvette ZR-1.

The truth is that no one knows what it'll be called. Sure, photos of a ZR-1 badge have been seen floating around, but we're not entirely convinced that that badge will be resurrected. The original ZR-1 remains an icon of the early 1990s, but also the red-headed stepchild of the Corvette lineup in many ways.

Only time will tell what the new Corvette will be called. But what's most important is that this will be the first real 200-mph Corvette. The biggest factor in getting to the 200-mph mark is, of course, horsepower, and the SS (as we're going to call it) will have a LS9 V-8 that will make somewhere around 650 hp. The first forced-induction factory Corvette will use a supercharger and intercooler to force feed the 6.2-liter V-8.

For packaging reasons and like the supercharged Northstar engine, the LS9's supercharger and charge-to-water intercooler will be nestled in the valley of the engine's vee. The supercharger will be driven by a Magnacharger-type belt and shaft-drive in the rear of the engine.

Of course, power is just half of the equation when pushing a car to ultrahigh top speeds. Reducing aerodynamic drag is just as important. While the Z06 can approach speeds close to 200 mph, it experiences a good bit of aerodynamic lift, reducing stability. The SS will need to reduce lift, and the fender vents visible in the photographs are a good way to start - they allow air out of the engine compartment rather than having pressure build up under the car. The best place to let the pressure out to reduce lift would be up high, so we wouldn't be surprised to find exhaust vents in the hood.

Weight isn't a big factor in top speed, but it sure is a big factor in acceleration - and so the Corvette SS will benefit from additional lightweight materials (read: carbon fiber) wherever possible in the front two-thirds of the car. We expect all carbon fiber panels in all the same places as in the Z06, but also in the hood, doors, and roof panel.

At some point, the SS will have to stop, and the Z06's brakes just aren't up to the task (they have a hard enough time not overheating in the Z06). The spy photos show what looks like cross-drilled carbon-ceramic brakes.

We expect the Corvette SS / Blue Devil / ZR-1 / whatever you want to call it to debut at the 2008 Detroit Auto Show, and to go on sale in the summer of 2008 as a 2009 model. The price will likely be under $100,000, and while that may sound like a lot of money, it continues the Corvette's tradition of outperforming cars costing two and three times as much.

Ladies and gentlemen, we present to you the best pictures yet of the forthcoming Corvette SS. What, you've never heard of the Corvette SS? That's because it's also been called the Corvette Blue Devil. And, more recently, the Corvette ZR-1.

The truth is that no one knows what it'll be called. Sure, photos of a ZR-1 badge have been seen floating around, but we're not entirely convinced that that badge will be resurrected. The original ZR-1 remains an icon of the early 1990s, but also the red-headed stepchild of the Corvette lineup in many ways.

Only time will tell what the new Corvette will be called. But what's most important is that this will be the first real 200-mph Corvette. The biggest factor in getting to the 200-mph mark is, of course, horsepower, and the SS (as we're going to call it) will have a LS9 V-8 that will make somewhere around 650 hp. The first forced-induction factory Corvette will use a supercharger and intercooler to force feed the 6.2-liter V-8.

For packaging reasons and like the supercharged Northstar engine, the LS9's supercharger and charge-to-water intercooler will be nestled in the valley of the engine's vee. The supercharger will be driven by a Magnacharger-type belt and shaft-drive in the rear of the engine.

Of course, power is just half of the equation when pushing a car to ultrahigh top speeds. Reducing aerodynamic drag is just as important. While the Z06 can approach speeds close to 200 mph, it experiences a good bit of aerodynamic lift, reducing stability. The SS will need to reduce lift, and the fender vents visible in the photographs are a good way to start - they allow air out of the engine compartment rather than having pressure build up under the car. The best place to let the pressure out to reduce lift would be up high, so we wouldn't be surprised to find exhaust vents in the hood.

Weight isn't a big factor in top speed, but it sure is a big factor in acceleration - and so the Corvette SS will benefit from additional lightweight materials (read: carbon fiber) wherever possible in the front two-thirds of the car. We expect all carbon fiber panels in all the same places as in the Z06, but also in the hood, doors, and roof panel.

At some point, the SS will have to stop, and the Z06's brakes just aren't up to the task (they have a hard enough time not overheating in the Z06). The spy photos show what looks like cross-drilled carbon-ceramic brakes.

We expect the Corvette SS / Blue Devil / ZR-1 / whatever you want to call it to debut at the 2008 Detroit Auto Show, and to go on sale in the summer of 2008 as a 2009 model. The price will likely be under $100,000, and while that may sound like a lot of money, it continues the Corvette's tradition of outperforming cars costing two and three times as much.

The first hints that Lexus might sell an exotic sports car came exactly two years ago here at the Detroit auto show with the unveiling of the first LF-A concept. That car's primary goal was to introduce the "L-finesse" design direction to the world, but public excitement pushed the brand to take their toy to the track. But now, just as Nissan did with the GT-R and as Mitsubishi is also doing here with the Prototype X, Lexus is showing a second concept of the same car. Is it just another tease? "The first LF-A was pure concept, but one that we went so far as to conduct engineering analysis on," says Lexus general manager Bob Carter. "This latest concept is much closer to a vehicle that we would bring to market, and one in which we will be gauging consumer interest." In other words yes, it is still a tease. And because it might see production, this swoopier LF-A might be an even bigger tease. Thanks a lot, Lexus.

Like the original concept, this LF-A is powered by front mid-mounted V-10 spinning out over 500 horsepower that, along with revised aerodynamics, "makes a top speed of 200 mph not only possible, but probable." A rear-mounted transaxle and rear-mounted radiators improve weight distribution.

While the triple, center-mounted exhaust outlets are beyond cool, the overall styling of the LF-A is too clean and sterile in a purely Lexus manner (although the greenhouse is pure Nissan 350Z.) While the idea of a supercar created by the most conservative brand in the world excites us somewhere inside, we're mostly afraid. Can Lexus head right into the most insanely powerful, wildly expensive segment of the market and still make a car that leaves us saying, "meh?"

Significance: No, it isn't the cutest convertible on the market, but at least it's got some cool features. But the heated cup holders and a music-holding hard drive pale in comparison to the top options: vinyl, cloth, and steel are all available.

Behold! The new-and-improved version of America's best-selling convertible, the Chrysler Sebring--now with multiple top options! That's right; starting in April, you can get your Sebring with a folding roof covered in vinyl, cloth, or steel. All three lids share the same underlying structure, and are designed by Karmann. The folding steel top will make the Sebring the lowest priced convertible to offer a solid roof. The convertible shares a lot with its sedan brother; from the A-pillar forward it's actually identical. The car isn't exactly beautiful, but it is an improvement over the sedan. The proportions are less awkward and the car thankfully has a cleaner, less cluttered appearance. Engine choices match those found in the sedan as does most of the interior, including the dashboard. Noteworthy items on the options list are the key-fob operation for the power top, the MyGig hard-drive stereo system that can store up to twenty gigs of data, music, and photos, and a heated and cooled cupholder.

They say you should never buy a used rental car, and now fans of the Ford Shelby GT-H won't have to. While the GT-H is exclusive to Hertz, Ford is adding a retail version, the Shelby GT. The Shelby GT reaches dealers early next year as an '07 model. Ford has yet to finalize specs, but expect all the major GT-H goodies, including the Ford Racing intake and exhaust (and its resultant 25 extra hp), the horizontal-bar grille, the hood pins, and the side scoops. Don't expect the black-and-gold Hertz color scheme; instead, the Shelby GT will have silver stripes over a black or white body. Best of all, though, is that whereas the Hertz cars are all equipped with automatic gearboxes, the civilian version can be had with either an automatic or a manual. Of course, the other good part is that buyers of the Shelby GT won't have to wonder how many knuckleheads performed neutral drops or smoky burnouts in their baby; they'll be secure in the knowledge that all the abuse their cars endure will be owner-inflicted.

The new Cayman (minus the S) is not the lightest, cheapest, or cutest Porsche, but it may be the smartest one to buy. What the 245-hp, 2.7-liter flat six lacks in low-end vim it more than makes up in 7300-rpm vigor; lighter engine internals and electric throttle response hurl a heavy-footed operator to 60 mph in less than six seconds on the way to 160 mph. The stout coupe body and mid-engine layout are the ideal serving tray for the chassis engineers' most inspired work. And a base price that's barely over $50,000 means that "value" and "Porsche" can share a sentence. Upgrades--such as a six-speed manual, sport seats, eighteen- or nineteen-inch wheels, a navigation system, active dampers, and the Sport Chrono Package--are dear, so don't linger too long over the options list.

The 911 rollout continues not just with the higher-performance variants but with the new Targa as well. As 911 fans know, the Targa concept has changed somewhat since the model first appeared in 1966. Where the early cars had a removable roof section over the front seats, more recent models have an all-glass roof and a power-operated sunshade with a front section that slides rearward. The 2007 Targa continues with that setup, and it also has a hatch-opening rear window that provides a second way to access the cargo hold behind the front seats. What's new this time is that the Targa will be offered exclusively with four-wheel drive and the wider, flared-fender body style. The Targa 4 gets the standard 911's 325-hp, 3.6-liter flat six, while the Targa 4S packs the larger, 3.8-liter engine and an additional 30 hp. As before, all 911 Targas have pointed rear quarter-windows, helping the cognoscenti pick the Targa out of the 911 crowd.

A 47 percent power bump and a 57 percent torque boost are just the nudges needed to rev the Saturn Sky to the Red Line. A 2.0-liter version of General Motors' Ecotec four-cylinder roused by a dual-scroll intercooled turbo, direct injection, and variable valve timing delivers a hunky 260 hp. Improved driveline mounting (similar to the Mazda MX-5's scheme), a sport suspension damped by Bilstein, ABS, stability control, and upgraded tires take the already capable chassis up a notch. But instead of tuning this Sky to run wild with BMWs and Porsches, Saturn focused on polishing its rough edges. The turbo engine is a torquer, not a spinner, so the Red Line delivers thrust immediately, without waiting for the tach needle to find a sweet spot. The new third gear in the manual box is a more useful ratio, and the optional five-speed automatic is smart enough to downshift during hard braking into a corner. The turbo engine not only speaks more softly than the normally aspirated four-cylinder, it also delivers better fuel mileage. While a couple of clouds still hang over the Sky--a storage-shy cockpit and a clunky convertible top--the arrival of the Red Line is convincing proof that polishing works.

The facelifted 2007 Hyundai Tiburon debuted at the 2006 Paris Auto Show. Hyundai's entry level sports coupe has wooed almost a quarter million buyers worldwide with its great looks, and like the previous generation, this coupe looks champagne expensive with a beer-bottle price tag.

Exterior changes are limited to new lighting, wheels, side trim, and new front and rear fascias designed to give the Tiburon an even sportier look. The interior also received a slight facelift with revised HVAC vents and a new center stack with blue LED lighting.

Hyundai wisely left the technical bits alone, investing instead on further improving the styling, which is what has always made the Tiburon move off the showroom floor. We think the Tiburon (which is called simply the "Hyundai Coupe" in Europe) would continue to find buyers if it were powered by a hamster under the hood, simply because it looks like it should cost twice as much as it does.

As self-proclaimed big wigs on the food chain, humans have little fear observing dangerous, wild animals, so long as they're kept in captivity. Mercedes-Benz has taken that philosophy and applied it to its S-class sedan. AMG's 518-hp, 6.2-liter lion resides under the hood of the new S63 AMG, but it's been tamed by Mercedes' finest zookeepers. Enthusiasts can look at it, salivate all over it, and even drive it, all without fear of being eaten alive.

Unlike the raped-ape V-12 flagship S65 AMG, which delivers all of its 604 horsepower in a sudden, twin-turbocharged atomic bomb explosion, the normally aspirated V-8 in the S63 is more linear and doesn't suffer from turbo lag. As a result, the S63 is likely to be the true driver's choice, even if it does produce almost 275 lb-ft less torque.

The S63 hits U.S. showrooms in June 2007 with AMG-specific wheels, brakes, and active sport suspension, as well as a body kit and interior upgrades. European customers can choose a short-wheelbase model, but we will have to make do with the long-wheelbase version only. Mercedes estimates that the S63 AMG can rocket to 60 mph in 4.4 seconds, meaning that the trip to the petting zoo will be as quick as it is comfortable.

The subtle whine of the supercharger and the healthy growl of the exhaust motivate you to keep the transmission one gear lower than necessary. The well-damped suspension perfectly modulated the optional twenty-inch wheels over rough sections of tarmac, and the light but communicative steering points you exactly where you want to go. This is a car that inspires you to stop, tap the paddle shifter down to first, and hit the gas for another intoxicating run through the gears, just to experience the blissful marriage of the engine and the fast-shifting manu-matic. Welcome to the new Jaguar XKR.

The addition of 120 hp is the primary difference between the XKR and the normally aspirated XK, but it's by no means the only one. Consider also the stiffer suspension, a new rear suspension brace, larger front brakes, and recalibrated stability control. A bespoke, aluminum-trimmed front bumper, body-color hood vents, unique nineteen- or twenty-inch wheels, and quad tailpipes distinguish the XKR's exterior. Overall, the subtle styling changes are effective, but we'd lose the Pep Boys-style body-color grilles around the foglights.

Like the XK, the XKR is available either as a coupe or as a ragtop. The latter's rigid structure is a welcome change from the old open XK's body, which was as flexible as a gymnast but not nearly as athletic. The new convertible's cabin is free of excess drafts and buffeting even when you hit triple-digit speeds. The XKR coupe is a serious driver's car, more rewarding than either the Mercedes-Benz SL or the BMW 6-series, the cars Jaguar sees as its principal competitors. The insane M6 is faster, of course, but we prefer the more user-friendly, prettier Jag to the BMW. What the XKR has over both Germans is one of the best paddle-shift manu-matics and a more cosseting and fluid chassis.

The XKR isn't a hard-core sports car like the Porsche 911, but Jaguar has retained the sophisticated body control and comfort for which it is famous while still providing enthusiasts with big grins on back roads. And there's still plenty of room in the XK lineup for a rumored, harder-core XKR-R model. Take that, M6.

While it would appear that only three parts-two headlights and a grille-have been changed to freshen the Touareg for 2007, Volkswagen clams that they've added more than 2300 redesigned parts. It's what's inside that counts, right? After all, that's where the optional new 350-hp, direct-injection V-8 makes its home. A 3.6-liter, 280-hp V-6 from the Passat now comes standard, and topping the range above the V-8 is a massive turbo-diesel V-10 that belongs in a Panzer tank. The latter returns to the U.S. this year after an EPA mandated hiatus of more than two years.

The 2007 Touareg gets some software upgrades, too. Volkswagen's "ABSplus," a traction-control program that shortens braking by as much as 20 percent on soft dirt or sand surfaces, makes its debut. Also, a new adaptive-cruise-control system is capable of bringing the truck to a full stop automatically, "side scan" blind spot-indicators make highway driving safer, and for entertainment purposes, a ten-speaker Dynaudio stereo is offered. Touareg version 2.0 goes on sale in November.

Yes, you read that right. Only a couple years after their debut, BMW's 325i and 330i four-door sedans are slipping out the door with nary a wave goodbye. Taking their place are the 328i and 335i four-doors-powered by a 220-hp, normally-aspirated 3.0-liter six and a 300-hp, twin-turbocharged six, respectively. The 328i engine is essentially a differently-tuned version of the 325i/330i's six-cylinder, while the 335i sedan's engine is identical to the one found in the just-released 335i coupe.

Confusing? A little, yes, but it doesn't matter, because we only care about one thing: the 335i, in either sedan or coupe form, hauls some serious ass. Early test results indicate a 0-60 mph time of 4.8 seconds for the four-door, and a 0-100 mph time of only 11.8 seconds. This is a car that can haul five people and their luggage, exhibits none of the typical turbo-motor histrionics, and provides one of the most rewarding driving experiences this side of a purebred sports car.

When the BMW X3 debuted back in early 2004, it seemed to be an anachronism: an upscale, premium-branded, premium-priced, small sport-utility. After all, the Land Rover Freelander had landed like a thud in our market and was on its way to hiatus status. It turns out that BMW was ahead of the curve, though, because for 2007 the X3 has plenty of competition, including the Freelander's successor, the LR2, plus the all-new Acura RDX. Time for a mid-cycle face-lift, then, for BMW's small SAV, or sports activity vehicle. The freshened 2007 model made its public debut at the Paris salon.

You'll have to look closely at the X3 to detect the physical differences between the 2006 and 2007 models. There are no sheetmetal changes, but last year's black front and rear bumpers are now body-colored, and the twin-kidney grille now has vertical strakes in it. BMW's "corona light rings," known in the parlance as "angel eyes," make their first appearance here, if you opt for the xenon adaptive headlights. Chrome exhaust tips are new at the rear.

BMW has attempted to address complaints about the shoddiness of the original X3's interior with a new dashboard material, additional upholstery in the door panels, and the addition of wood trim to the dash. There's also a new, three-spoke steering wheel, and the optional Cold Weather Package includes heated rear seats in addition to the fronts.

Under the hood, the U.S.-spec X3 adopts the aluminum and magnesium 3.0-liter inline six-cylinder engine that debuted in the 3-series sedan. With variable valve timing, which BMW calls Valvetronic, it produces 260 hp at 6600 rpm and 225 lb-ft of torque at 2500 rpm, increases of 35 hp and 11 lb-ft of torque, respectively. A six-speed manual remains standard, and a new six-speed automatic is a no-cost option, replacing the previous five-speed automatic. With the manual, BMW says the X3 will hit 60 mph in 6.9 seconds, an improvement of 0.7 second over the previous X3 3.0i.

We've already driven the new X3, and although more power and more gear ratios are all well and good, what the X3 really needed was a more comfortable ride, and it didn't receive that in this face-lift. In making the X3 handle like a BMW, BMW's engineers sacrificed everyday livability. This vehicle continues to err on the side of sportiness over comfort, and, at a starting price of $38,695, it isn't cheap, either. BMW sells a lot of them, surprisingly, but that's partly through sweet lease deals.

Yes, that's right, the SLR hasn't exactly been selling well. What's that, you say? You mean, if you had $452,750, you wouldn't go buy an automatic-transmission-equipped Mercedes---no matter how cool and pimpy and McLaren-built it was---either? Us too.

But the folks at Mercedes/McLaren/AMG have decided to boost sales with that cheapest of all sales tactics: horsepower. And hearkening back to the heroics of two men fifty years ago in an SLR model that had two hundred times the charisma, soul, and personality of the car on offer today. So for 2007, we have the Mercedes-Benz SLR 722 Edition, a more powerful, more tarted-up version of the modern "ordinary" SLR.

Power rises by a scant 33 hp. The AMG-built, supercharged 5.5-liter V-8 now puts out a whopping 650 hp. Yep, you're right: the 0-60 time drops, too. The SLR 722 takes only 3.6 seconds to reach the big six-oh, or two-tenths quicker than the standard SLR. Stiffer suspension, new 19-inch wheels, and brake rotors twenty millimeters larger are also part of the package. Top speed rises by one mile per hour to 209; a modified front spoiler and rear diffuser help keep things on the ground.

(In case you were wondering, 722 was the car number worn by Stirling Moss and Denis Jenkinson's 1955 Mille-Miglia-winning 300 SLR; the number, like all Mille Miglia car numbers, indicated the car's start time. In Moss and Jenkinson's case, that time was 7:22 in the morning.)

Mazda's power retractable hard-top version of the MX-5 roadster, which it will sell alongside the current soft-top version, hits dealers this month. While its official--and extremely literal--name, the Mazda MX-5 Power Retractable Hard Top, is a little ridiculous, cost and weight penalties of less that $2000 and 75 pounds, respectively, aren't.

Its name may sound like some sort of African veldt-dwelling wild animal ("Watch as the Antara mauls its prey! Don't get too close, kids-it just might bite yer 'ead off!"), but the Opel Antara is nevertheless a significant vehicle. Opel's latest small sport-utility (remember, Opel is owned by GM) shares the platform of the next Saturn Vue. And while the Vue hasn't ever been anything we've lusted over, if past Opel-GM product sharing is any indication, the next Vue, the Antara-based Vue, ought to be pretty good to drive.

A 3.2-liter, 227-hp V-6 provides motivation, but a 2.0-liter, 150-hp, common-rail diesel is also available. While the diesel is likely to be the most-chosen engine option in Europe, it probably won't make it to our shores. (The V-6, a version of GM's most common corporate engine, most likely will.)

An electronically controlled, electro-hydraulic rear differential helps distribute the power to both front and rear axles, and both ABS and stability control come standard. Under normal conditions, the Antara is a purely front-wheel-drive car, but power is claimed to be instantaneously transferrable to the rear axle when needed; the torque split can rise as high as 50:50 if needed.

Like most Opels, the Antara has its share of nifty features. The so-called "Flex-fix" rear carrier is essentially a bicycle carrier with space for up to two bicycles, but get this: it actually slides back under the bumper and conceals itself completely. And a unique, net-and-partition storage divider allows the rear cargo area to be divided into practical segments in minutes.

Front air bags, front side air bags, and side curtain air bags front and rear are standard.

The GT3 RS is a Porsche 911 for those with no fear. We didn't get the 996-series GT3 RS, but Yankee speed freaks soon will be able to flog the 997-series follow-up. The RS is lighter than the already svelte GT3 thanks to the use of carbon fiber for the car's hood panel and its adjustable rear wing. Wider rear fenders like those from the 911 Carrera 4 cover the RS's increased rear track. Sharing its 415-hp flat six and six-speed manual gearbox with the regular GT3, the RS will be offered with black or silver paint as standard, but buyers can pay extra to have their cars sprayed in funky, 1970s-style shades of orange or green. The 911 GT3 RS hits the track in early 2007.

As concept cars go, the Dodge Avenger may not be the most exciting thing on four wheels, but it at least looks promising. And although Chrysler's famously ordinary mid-size Sebring sedan fails to make us wet ourselves with glee, the Avenger concept--which was reportedly been built on the 2007 Sebring's platform--at least exudes some excitement. Dodge claims that the Avenger "hints at the next-generation global D-segment vehicle from Dodge," but we're fairly sure it does more than "hint." Power comes from a turbocharged 2.0-liter diesel four; that engine will likely be offered outside North America shortly after the production car's launch.

Admittedly, some of the Avenger's visual appeal can be traced to cheap and easy styling cues borrowed from the Dodge Charger (and that goofy-ass rear wing just needs to go), but we like it. Whether or not the next "global D-segment vehicle from Dodge" will drive any better than the mediocre '07 Sebring it's likely to be based on is anyone's guess. We can but hope.

The new Cayman (minus the S) is not the lightest, cheapest, or cutest, Porsche, but it may be the smartest one to buy. What the 245-hp, 2.7-liter flat six lacks in low-end vim it more than makes up in 7300-rpm vigor; lighter engine internals and electric throttle response hurl a heavy-footed operator to 60 mph in less than six seconds on the way to 160 mph. The stout coupe body and mid-engine layout are the ideal serving tray for the chassis engineers' most inspired work. And a base price that's barely over $50,000 means that "value" and "Porsche" can share a sentence. Upgrades--such as a six-speed manual, sport seats, eighteen- or nineteen-inch wheels, a navigation system, active dampers, and the Sport Chrono Package--are dear, so don't linger too long over the options list.

The Land Rover LR2 will step in early next year for the late, unlamented Freelander. The LR2 is powered by Volvo's new 3.2-liter in-line six, which will make 230 hp and 234 lb-ft of torque. The transversely mounted engine is hitched to a six-speed manu-matic. Four-wheel drive and LR3-style Terrain Response system are standard. Inside, the five-seat SUV comes with keyless ignition, an oversize sunroof, and power seats. Options include navigation, swiveling headlights, and Bluetooth. Safety is enhanced by standard stability control with rollover mitigation and front, side, and side curtain air bags, plus a driver's knee air bag. We're eager to see if the LR2 betters its predecessor as much as the LR3 did the Discovery. The LR2 will have to if it hopes to take on the BMW X3, the Acura RDX, and a host of new premium small SUVs coming out in the next few years.

Mercedes-Benz's redesigned megacoupe adapts the style of the new S-class sedan while incorporating characteristic elements such as the pillarless hardtop greenhouse; thin, elegant c-pillars; and a low, wide grille with an integrated star. The interior matches that of its four-door sibling and truly marks a return to the beautiful cabins of classic big Mercs. At launch, the CL-class starts out as a two-model lineup: The CL550 and CL600. The former uses a 5.5-liter V-8 (382 hp, 391 lb-ft) and a seven-speed manu-matic to reach 60 mph in 5.4 seconds. The CL600's twin-turbocharged 5.5-liter V-12 (510 hp, 612 lb-ft) and five-speed manu-matic enable it to achieve the same speed in 4.5 seconds. As one would expect, the CL600 also is suffused with every electronic weapon in the company's considerable arsenal. It's an imposing piece.

Just as imposing is the CL63 debuting here in Paris. It employs the AMG shop's new 6.2-liter, normally-aspirated V-8 with a SAE output of 518 hp and 465 lb-ft, and while that torque figure may seem disappointing next to the CL600's number, the CL63 suffers from no turbo lag on its estimated 4.4-second trip to 60 mph and benefits from a stiffer, AMG-tuned suspension. As expected, the CL63 also gets big wheels and aggressive-looking bumpers and side skirts.

If this big red chunk of hotness looks familiar, it's probably because you've seen it before: Alfa unveiled a concept version of the Competizione at the Frankfurt show in 2003. That look-but-don't-drive concept pretty much blew everyone's minds (the headlights look less bugeyed in person, we promise). A year later, at the 2005 Pebble Beach Concours, Alfa pulled the wraps off of a roadster version of the car. It too was gorgeous.

The car you see here? It's the long-awaited production version of that concept hotness, and we keep having to snap our mouths shut and wipe up the drool. Granted, it's not visually perfect, but the 8C is one of the most beautiful shapes to come out of Europe in some time. The 8C name hearkens back to pre-war Alfa history; it was previously used to identify both racing and road cars that were powered by Vittorio Jano's revolutionary straight-eight. ("Competizione" is intended as an homage to the 1950 6C 2500 Competizione, a car in which Juan Manuel Fangio and Augusto Zanardi competed in the '50 Mille Miglia.)

Power comes from a ninety-degree, aluminum-block, aluminum-head V-8 that displaces just under 4.7 liters. Continously variable valve timing is fitted to the V-8's intake camshafts, and helps produce a peak rating of 450 hp at 7000 rpm-and 347 lb-ft of torque at 4750 rpm. (Eighty percent of that torque is available from 2000 rpm.) A six-speed, paddle-shifted transaxle with a self-locking differential helps put it all to the ground.

We want. Oh, how we want.

BMW's Mini brand has sold more than 800,000 of its cheeky little Coopers, so clearly auto journalists are not its only fans. And although it is as adorable today as it was when it launched in 2002, a new one is on its way for next year. Not just a refresh, this is a completely new design. Engines, transmissions, steering gear, brakes, and safety systems have all been redesigned from the ground up.

Not that you'd notice. At first glance, the Cooper looks just like the old one. It's instantly recognizable as a Mini because it retains all the telltale styling cues and proportions - from the impossibly short overhangs to the shape of the grille. Get out the measuring tape, though, and you'll find that this car is almost three inches longer than the last one.

The biggest changes, however, are hidden under that stubby little hood. While the two available four-cylinder engines haven't grown in size--displacement remains 1.6 liters--they've been rotated 180 degrees so that the exhaust now faces forward. And that's not the only about-face: both engines are now as sophisticated as the old ones were simple.

The base engine puts out 120 hp and 118 lb-ft of torque, up 5 hp and 8 lb-ft from the current model. The big news is that it uses BMW's Valvetronic system, which gives the computer infinite control over both valve timing and lift, eliminates the need for a throttle butterfly, and improves fuel economy. Valvetronic also provides for better low-end torque without sacrificing power at the fun end of the tach.

The new Cooper S dumps last year's supercharger in favor of a twin-scroll turbocharger putting out 11.6 psi of boost. It produces 175 hp, only four percent more than the current model, but torque increases dramatically. Mini claims peak torque of 177 lb-ft from a superlow 1600 rpm all the way to 5000 rpm. If the engine computer is feeling generous, however, it will grant you a few seconds of overboost, pushing that torque number to a more grin-inducing 192 lb-ft. With all that torque, the optional limited-slip differential seems like a good idea - especially if you want to be sure to leave two dark skid marks wherever you go. (Spinning just one wheel is embarrassing, don't you know.)

Both engines are mated to six speed transmissions--manuals are standard with paddle-shift automatics as an option. Fuel consumption is decreased by up to 20 percent compared to the current Cooper. Part of the credit is due to electronic steering along with trick water and oil pumps that deliver only as much pressure as needed.

The new Cooper comes standard with ABS and stability control watching over the four-wheel disc brakes, and a tire pressure monitoring system that keeps its electronic eye on the sixteen- or seventeen-inch run-flat tires. If things go horribly wrong, six standard air bags (front, side, and side curtain) will team up with seatbelt force limiters to keep you safe.