2010 Mitsubishi Lancer Sportback starting at $19,190, Ralliart at $27,590

Lancer, good. Lancer Sportback, better. Lancer Sportback Ralliart, better still. The hatchified version of Mitsubishi's Lancer was confirmed earlier this year to go on sale as a 2010 model. For the first two-thirds, it's a normal Lancer, but out back there's a smidge of extra length and a newly fattened C-Pillar for the practical hatch profile. Not only is it sporting smart-looking hatchy excellence, the Lancer Sportback glowers at the Subaru Impreza and says "bring it."

Tweaking an Impreza's nose is best done when you're rocking the $27,590 Lancer Sportback Ralliart. The entry GTS serves up the style and utility for a reasonable $19,190, but the 2.4-liter four cylinder's 168 horsepower, while good, doesn't exactly get enthusiast blood boiling. If you want your Sportback GTS to shift itself, it will start at $20,190 and pack a CVT with magnesium shift paddles and six fixed ratios to emulate more conventional transmissions.

Real performance isn't the exclusive domain of the Evo. In fact, the Lancer Sportback Ralliart is something of a 2/3 Evo, running an underachieving version of that car's 2.0-liter turbocharged engine spitting out 237 horsepower through all four wheels either via a twin-clutch paddle-shifted six-speed. More hatches are always good, and more higher-performance hatches are even more welcome.

PRESS RELEASE

Mitsubishi Motors Announces Pricing for Versatile Five-Door Lancer Sportback; Newest Model Begins Arriving in Dealerships Aug. 17

Mitsubishi Motors North America (MMNA) today announced pricing for its newest addition to the multiple award-winning Lancer lineup - the versatile five-door 2010 Lancer Sportback GTS and Ralliart. The Lancer Sportback carries with it similar distinctive and aggressive styling as the rally-inspired Lancer Evolution, yet with greater flexibility to accommodate active lifestyles.

The economical Lancer Sportback GTS features Mitsubishi's efficient 2.4-liter engine with 168 horsepower and 167 pound-feet of torque. MSRP for the GTS with a five-speed manual transmission is $19,190, while the six-speed CVT automatic transmission with magnesium paddle shifters starts at an MSRP of $20,190.

The Lancer Sportback Ralliart is powered by Mitsubishi's 2.0-liter MIVEC turbocharged engine that pumps out 237 horsepower and 253 lb.-ft. of torque. All-Wheel Control (AWC) with Active Center Differential (ACD) is standard, as is the quick-shifting six-speed Twin Clutch-Sportronic® Shift Transmission (TC-SST) and magnesium paddle shifters that it shares with the high performance Lancer Evolution. The Lancer Sportback Ralliart starts at an MSRP of $27,590.

"Today's new car buyers are moving toward smaller, fuel efficient cars, and yet, there is still a need for cargo capacity. The Lancer Sportback's carrying capacity, coupled with a more aggressive design than contemporary hatchbacks, perfectly fills the void," explains Bryan Arnett, manager of product strategy of MMNA.

Mitsubishi designers created a dynamic and fluid shape for the Sportback that is instantly recognizable as a Lancer from the front, with its signature "jet fighter" grille, while being completely fresh from the C-pillar rearward. The sleek sloping rear door with integrated roof wing creates a visually distinctive shape while making the Lancer significantly more versatile. The door extends down to the rear bumper to make loading cumbersome objects like surfboards, camping gear and bicycles as easy as possible.

The Lancer Sportback's overall length is just slightly longer than the Lancer four-door sedan, yet it gains substantial cargo-carrying flexibility--especially when the 60:40-split rear seats are folded flat by its one-touch auto-folding feature. To add still more volume, the rear cargo floor of the GTS can be cleverly lowered three inches, yielding 52.7 cubic ft. maximum cargo space. The roof will also conveniently accommodate a plug-in Thule® Sport Rack for additional flexibility.

Premium interior features like those found on the Lancer sedans are also part of the Sportback's resume. Key components in the Ralliart version include a standard 140-watt CD/MP3 audio system with six speakers or an available 710-watt Rockford-Fosgate Premium Sound System, in-dash CD changer with MP3 capability, plus Sirius Satellite Radio. A hard disc-drive navigation system with Mitsubishi's exclusive Diamond Lane Guidance to provide route guidance is optional, as are Recaro sport seats that provide optimal support for the driver and front passenger.

Safety Features
Standard safety features in all Lancer models include an advanced dual front air bag supplemental restraint system (SRS) with occupant sensors, front seat-mounted side-impact air bags and side curtain air bags, plus a driver's knee air bag. Active Stability Control (ASC) also comes on every Lancer Sportback, and the GTS is equipped with Reinforced Impact Safety Engineering (RISE), a unibody construction designed to help absorb energy in a collision. Every Lancer Sportback has a built-in Anti-Theft system with immobilizer key, and the Touring Package adds HID (high intensity discharge) headlamps.

Premium Warranty
The 2010 Lancer Sportback GTS and Ralliart have comprehensive bumper-to-bumper warranties. The GTS comes with a 10-year/100,000 mile powertrain limited warranty with a fully transferable 5-year/60,000 mile warranty for subsequent owners, and a 5-year/60,000 mile bumper-to-bumper limited warranty. The Ralliart offers a fully transferable 5-year/60,000 mile powertrain package and a 3-year/36,000 mile bumper-to-bumper limited warranty. Both the GTS and Ralliart come with a 7-year/100,000 mile anti-corrosion/perforation limited warranty and 5-year unlimited miles Roadside Assistance benefits.

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Review: The 2009 Mercedes-Benz G550

The Mercedes G550 is an unlikely niche vehicle. As with perhaps every other military-derived civilian 4x4, it's a box on wheels, all straight lines and fender flares. Yet unlike most other military-derived civilian off-roaders, it comes standard with solid axles front and rear, three electronically locking differentials front, center, and rear, and, get this, heated rear seats. Celebs, trendsters, and the generally rich keep it in the public consciousness. When Mercedes decided to kill it, a general uproar caused them to belay the order. It costs $100,250, and has no options. Before we drove it, we didn't know why people dug it. Yet after a week with it in the Autoblog Garage, we think we know why: it is colossally fun.
There is little about the Geländewagen that one could call attractive. There are no "lines" of the variety that make aesthetes coo. The fender-mounted turn signals strike us like carbuncles. From the front, the Xenon headlights framed by the chromed bumper guard make it look studious, like a warthog wearing glasses. Without even the rounded lines of the Range Rover – another tall and stupendously upright vehicle – the G550 looks like it is always at attention and will never be at ease. If anything, the attempt at sleek in the rake of the windshield (which does form a nice bodyline that runs all the way to the front wheel arch) only stands out as an absurdity against the perpendicularity of the rest of the vehicle. If we were a product planner looking at the rear of the vehicle, our first question would be, "We're going to sell that? To civilians?"



Still – and we'll be the first to admit that this is this blogger's personal view – the G550 is not unattractive. In fact, it actually seems to transcend the idea of attraction at all; it is simply the ultimate in pragmatism. Crampons aren't beautiful, but they are wonderfully useful. Tubas aren't beautiful, but they can make wonderful noises. A Porsche key fob isn't beautiful, but it can make wonderful events happen on any given night.

Likewise, the G550 isn't exactly beautiful, but it can do wonderful things.

Number one among them: it's nothing but fun to drive.




As soon as we got in, we were all smiles. Why? Because -- and Mercedes might shoot us with a Heckler & Koch for this – the seating position takes us back to being behind the wheel of our favorite old pickup truck. The G550 is bolt upright and close; there's plenty of room, but the cabin isn't spaced out like it is even in current trucks. Everything is a flick away: you roll down the giant windows and slide back the giant sunroof, rest your left elbow on the door, rest your right wrist on the steering wheel, and cruise the streets like an urban cowboy with in a leather-lined chariot with 610 watts of 5.1-channel audio gold pumping out the latest T.I.... or Rhinestone Cowboy, if that's how you roll. We had fun, fun, fun, until Mercedes took the G550 away.

What's wrong with it? Well, technically, nothing, since the G550 is a niche vehicle that sells not even 3,000 units a year. It's like asking 'what's wrong with the Koenigsegg?' If you have the dosh to throw $100,250 at an eight-cylinder brick, then you've got at least four other cars that can check off all the necessary luxury boxes. And that's not including the rides stored at your villa in Mallorca.



But if we must compare, we'll say that the design of the G550 is all over the place. It's best not to think of the G550 as a dated military-derived SUV but as a dated military vehicle with some consumer concessions. It's silly tall, but the door handles are way down low. It has a giant windshield, but tiny windshield wipers, like the arms on a Tyrannosaurus Rex. If you want to hear the sound of small-caliber gunshots, close the doors; it's an undamped explosion of metal-on-metal. Mercedes' typical Rube Goldberg multiple cupholder contraptions are replaced by a single cupholder and a bunch of netting elsewhere.

Other than the windshield, the vehicle is utterly vertical and this leads to a woeful degree of reflections. Given the cover of night to play with, light bounces so freely around the cabin that when we had our Blackberry in the center console behind the gearshift, buried deep between the front seats, we were distracted by the flashing light of the phone on the driver's side window because it was bouncing off the windshield.



None of that matters, however, and for the same reason that you don't nitpick the foibles in a K10 Chevrolet Blazer or an International Harvester Scout: it's a hoot to drive. The steering wheel is meaty and the steering is direct enough, even at highway speeds. The 5.5-liter V8 has gumption aplenty: 382-horsepower and 391 lb-ft of torque – this is a 5,510-pound vehicle that can lope to 60 mph in six seconds. The seven-speed auto kicks down quickly, and a massive lump of torque is available from just 1,000 rpm which keeps hunting and lugging in check. The suspension compromise – on-road civility forced to share a bunk with massive off-road prowess – is just as refined as you'd get on the Land Rover Range Rover or Lexus LX570. We wouldn't recommend an autocross, but the G-Wagen will take the occasionally surprising highway curve at speeds that get your attention and the attention of the people in the next lane.




And when you're finished with all that practicality, there's the backup camera (black & white, though) and reversing radar, the heated windshield, the heated and cooled front seats, the heated rear bench with two settings and a ton of room in the back for what doesn't appear to be a large vehicle, the iPod integration, the COMAND control system, 12-volt outlets everywhere, and all that Mercedes-ness. And there's that Harmon/Kardon stereo assisted by the fact that the G550 is nothing less than a big sound box.

We didn't get a chance to take the G550 off-road, but with proper four-wheel-drive and a 30-year pedigree of German military service we'd be given to thinking it can do the business. YouTube videos seem to point in that direction. However, we do hope to correct the omission ourselves, perhaps with a trip to Bolivia... or the center of the Earth. Stay tuned.



If, for some reason, you "need" more, step up to the G55 AMG. With 500 horsepower and 515 lb-ft, it shaves 0.6-seconds off the run to 60 mph. That's about the only difference, and it will cost you $19,000, but again, if you're hunting this kind of game, the last thing you're worried about is having to bring a little more ammo.

But for the "rest" of you, the G550 should be a thoroughly satisfying. Buckets of fun and go anywhere goodness, it is also the only way we can think of to channel Johnny Paycheck, the plutocrat, and the Pope all at one time. And if that's not worth $100K, then what is?

[Source: Autoblog]

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Lamborghini hybrid coming in 2015, next-gen models available with either AWD or RWD

Following closely in the footsteps of its rival from Maranello, Lamborghini CEO Stephan Winkelmann has confirmed in an interview with German Automobilewoche magazine that the Italian purveyor of high-end supercars is working on a hybrid Gallardo. Not surprisingly, the electrically assisted Bull is expected to hit the market in 2015 – the same year as the upcoming fuel-saving Ferrari.

In contrast to the recently announced fully electric SLS Gullwing from Mercedes-Benz, Lamborghini's eco-friendly efforts won't include replacing the traditional gasoline powerplant completely. Instead, Winkelmann suggests that a small electric motor would be used solely to get the car moving at low speeds, after which either the expected V10 or V12 engine would kick the fun into high gear.

Worry not, Lambo fans – there's no chance the company will lose focus on its high performance roots. In fact, the boys at Inside Line report that both the Gallardo and Murcièlago lines are destined to receive dedicated track-ready Balboni-style rear-wheel drive models to augment the automaker's already amazingly capable all-wheel drive supercars.

[Source: Popular Science]

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BMW considers sharing Mini platform with PSA Peugeot Citroën

According to a report from Financial Times in the U.K., BMW may be in preliminary talks to share small car platforms for future Mini variants with PSA Peugeot Citroën. The two European automakers already share the range of small four-cylinder engines powering the Mini line, which seems to lend an air of credence to rumors of an expanded collaborative effort.

While stopping short of confirming the report, both BMW chief Norbert Reithofer and PSA head Philippe Varin have indicated a willingness to work together and have reportedly met twice so far since May. Whispers of platform sharing is nothing new for BMW these days – earlier this year, we again heard the oft-repeated rumor that BMW was working with Fiat on a shared platform for something even smaller than the regular-grade Mini, possibly as part of its long-rumored Isetta revival.

[Source: Financial Times]

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Review: 2010 Volvo XC60

Volvo has seen better days. Just a few short years ago, the Swedish automaker was the lone bright spot in Ford's European luxury operation, boasting impressive sales and actual profits. Fast-forward to 2009, and the situation couldn't be more different. Sales are downright depressing, revenues are worse, and the automaker has a "For Sale" sign on the front lawn, yet nobody has bothered to show up for the open house. For Volvo to have a legitimate chance of survival, all future products have to be home runs, beginning with the XC60 crossover.

The XC60 slots below the XC70 wagon and the XC90 crossover, finally giving Volvo a player in the lucrative entry-level luxury crossover realm. The stalwarts of the segment – the Lexus RX and Acura MDX – play to consumer's needs and desires, offering superior reliability, inoffensive looks, maxed out interiors, and top-notch tech options. Looking at the XC60 from afar, the newest Volvo passes the appearance and interior test, but does it have enough to get customers back into Volvo showrooms?

Our XC60 tester was an all-wheel drive T6 model with a price tag of $42,250, which includes Volvo's $2,700 multimedia package with a high-end Dolby Surround Sound system, navigation, and a backup camera, as well as a $1,000 climate package bringing with it heated seats and washer fluid, rain sensing wipers and an air quality system. The panoramic moonroof on our tester normally carries a price tag of $1,200, but it is currently being added to all XC60s free of charge.



From the outside, the XC60 is all Volvo, with an XC90-like nose and clean, uncluttered lines accentuated by broad shoulders. Though the XC60 shares plenty of design cues with its larger sibling, the smaller crossover pulls off the corporate Volvo look more gracefully and easily competes with its segment-mates where inoffensiveness tends to trump dynamic styling.

With a six-speed automatic transmission handling shifting duties and delivering the 3.0-liter inline-six's 281 horsepower and 295 lb-ft to all four wheels, the XC60 feels a bit heavy off the line, but there's plenty of pop available once you get all 4,174 pounds moving forward. Although topping the two-ton mark hardly makes the XC60 a bantamweight, it's the lightest crossover among its competitors, and when you slip the transmission into manual mode, the XC60 delivers even more punch from a standstill, though we'd still recommend shying away from stoplight drags. On the fuel economy front, we averaged 18.2 mpg in mixed driving, which puts the XC60 in the middle-of-the-pack for AWD crossovers of this size.



The platform underpinning XC60 is shared with several vehicles, including the Land Rover LR2 and the Ford Mondeo. While notably more edgy than the larger XC90, this smaller Volvo still errs more on the side of cruiser than corner cutter. However, Volvo didn't engineer a wallowing pig. The XC60's AWD system and sturdy suspension still manage to keep the CUV's motions in check, with confidence-inspiring grip and minimal roll. More importantly, the XC60 can be driven long distances in comfort, though its overall ride quality is stiffer than some of its competitors – a compromise we're willing to take if it means we're not scraping the side mirrors through the bends.

And since the XC60 carries the Volvo name, it comes equipped with just about every safety feature available on a production vehicle. Our tester came without adaptive cruise control or a heads-up warning display, but the standard equipment alone was plenty impressive, with the XC60 arriving with an armada of airbags, seatbelt pretensioners front and rear, and so on.



Whether you're a young family or an empty-nester, if you're shopping luxury crossovers and reading Autoblog, chances are you're looking for a rewarding driving experience and plenty of cargo space to fit your things and friends. The XC60 is five inches shorter than the Lexus RX, yet its wheelbase is over an inch longer and its track is an inch wider. Practically speaking, interior space is nearly as good, with total passenger volume within two cubic feet of the RX – the only major difference in metrics being in terms of cargo space.



Volvo took pains to ensure that its newest offering was fitted with high quality, soft touch materials that reward the road warrior behind the wheel. We applaud the use of king's thrones that double as front seats, as the leather-wrapped chairs are among the best in the business. The massive Vista moonroof, with its vast amount of glass and large opening area is a delight, and when you consider its included in the MSRP, it makes the deal that much sweeter. Buttons, knobs, and HVAC controls are also pleasantly intuitive and well within the grasp of even the shortest of arms, making the the XC60's cockpit easily one of the best in its class. But as much as we liked the execution of the XC60's interior, Volvo's navigation system is easily some of the worst mapping tech we've experienced in years.



Unlike most modern sat-nav units, the Volvo's unit isn't a touchscreen, nor doesn't benefit from a knob near the shifter or pack any buttons in the immediate area surrounding the display. Instead, nestled away in the center console, you'll find... a remote control. When that's lost forever (and it will be), you'll have to rely on an even more ill-advised joystick array mounted on the back of a steering wheel spoke. No matter the input method, neither interface is particularly intuitive and the software behind it is dreadfully antiquated. If Ford's nav system is a PhD, General Motors' an associate's degree, and BMW's iDrive a high school equivalency diploma, Volvo's system lands somewhere south of an incomplete on an elementary school geography quiz. It's that bad, and even worse considering Ford set the new standard for ease-of-use with its Sync setup.



But sat-nav issues aside, the XC60 is solid entry into the midsize luxury crossover segment. It looks good, drives well, has a warm, inviting interior and comes with Volvo's reputation for cutting-edge safety. If a good navigation system is on your must-have list, look elsewhere, but if you're ready to upsize your aging wagon or downsize from a hulking SUV, the XC60 is a clear contender – and even then, it's a Garmin or TomTom away from a strong podium finish.




Second Look: Volvo XC60 T6 AWD

Shunk couldn't be more right – the XC60's nav system is an utter disaster. As we understand it, the company was aiming for the safest possible system by setting the smallish display deep into the dashboard (ostensibly to avoid striking it during an accident), but a long reach meant that it couldn't employ touchscreen technology, and Volvo evidently declined to go with an all-in-one controller. As a result, the Swedes went with a frankly infuriating steering wheel joystick/button setup, something you'll want to ditch immediately for the generic-looking wireless remote control. If the idea was to be as safe as possible and keep the driver's hands on the wheel, Volvo has failed. And besides, since their programmers have locked out most of the more user-intensive higher functions while moving (address entry, etc.), what's the harm in giving a more intuitive solution? Perhaps they were trying to discourage GPS use altogether. If that's the case, they have succeeded handsomely.

Moving beyond mapping, this author loved the rest of the XC60's simple controls, ample size and striking two-tone leather. Admittedly, there are an abundance of textures at work inside, and although this many finishes could have looked overwhelming and/or mismatched, Volvo has pulled things off nicely. This is a rich interior that's every bit the measure of its fellow European and Japanese competitors... minus the nav and perhaps the somewhat grainy eight-bit looking stereo readout atop the instrument panel.

Performance-wise, the XC60 makes a good case for itself, as it's among the very quickest studies in its class, though nobody will call the turbocharged six-cylinder's soundtrack 'sonorous.' Better still, it corners with surprising alacrity – a performance attribute that Volvo isn't readily known for. We'd venture to say that this is one of the best handling crossovers in its segment, right up there with the Audi Q5 and BMW X3 (the latter of which endures a stiff-legged ride and a dated interior).

All-in, the XC60 offers good value for the money. It's a very clever package even without Volvo's proprietary active safety bits – lane departure warning, City Safety auto-stop, etc. – all of which featured on this author's tester (the car shown in the photos). If Volvo is trying to craft quicker, more precise-handling automobiles that are better able to avoid potential accidents in the first place, well, we're all in favor of this new "active safety" campaign.

[Source: Autoblog]

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GM reveals details on new Chevrolet Corvette C6.R GT2

After a decade of competing with the GT1 big dogs in the American Le Mans Series and the 24 Hours of Le Mans, this weekend marks the start of a new era for Corvette Racing. The race at Mid-Ohio this Saturday (we'll be on hand live) will mark the debut of the all-new GT2 Corvette C6.R. For the last two years, the Corvettes have run without any factory competition in the ALMS GT1 class, and with GT2 being where all the action is, Chevrolet has decided the time was ripe for a change.

The original GT1 C5R debuted in 1999, and in 2005, the team transitioned to the then-new C6.R body style. Over the years, competitors like the Dodge Viper, Aston Martin DBR9 and Ferrari 575 have come and gone, but the Vettes have soldiered on to fight the good fight. After farewell races at Sebring, Long Beach and Le Mans earlier this year, the GT1 cars have been retired. Mark Kent, GM Racing manager, Doug Fehan, Corvette Racing program manager, Tadge Juechter, Corvette chief engineer, Johnny O'Connell, driver No. 3 Compuware Corvette C6.R all took part in a conference call today to discuss the move to GT2, and we were on the line

[Source: General Motors]

Although GT1 remains relatively popular in European racing, GT2 has become the dominant class here in North America. GT2 cars are less powerful and closer to the production models in dimensions and powertrain configuration. The Ferrari F430 GT and Porsche 911 GT3 have dominated GT2 for the past several years, although a number of other models have been coming on strong recently. This year, factory supported BMW M3s joined the fray as did least two Ford GTs in 2008. A new Jaguar XK should be appearing before the end of the season as well.

The new GT2 car switches from bodywork derived from the roadgoing Z06 to something that looks more like a ZR1. GT2 rules prohibit some body modifications like the reshaped headlights and wider fenders that were present on the outgoing GT1. Instead. the fenders on the new GT2s are now dimensionally identical to the production ZR1. Aerodynamically, GT2 mandates a smaller front splitter and rear wing, changes that manifest themselves as less downforce.

Under the skin is where the biggest changes have taken place. The GT1 used a steel chassis modeled on the base Corvette, while the GT2 switches over to an aluminum chassis based on the production Z06/ZR1. That posed some serious technical issues for the design team in attaching the necessary steel roll cage to the aluminum. According to Corvette Racing manager Dough Fehan, the team has come up with a novel approach to the problem that should make the new car even safer in the event of a crash. Unfortunately, Fehan declined to give details today.

Many of the GT2 rules differences are aimed at lowering cost. Thus, the carbon brakes of the GT1 have given way to more traditional steel brake rotors on the GT2 car. One of the advantages of going to a more production-based platform for the drivers will be the inclusion of a power tilt and telescoping steering column. That will help drivers of different sizes get more comfortable in the car.

Propulsion for the remainder of the 2009 ALMS season comes from a downsized 6.0-liter version of the 7.0-liter V8 that has been running in the GT1 car. The bore size remains the same, with the primary change being a shorter stroke crankshaft. For 2010, some new engine rules in GT2 will mean an all-new engine for the Corvette. Come Sebring next March, the GT2 Vettes will be running a new 5.5-liter V8 based on the next-generation version of the GM small block. Unlike the GT1 engines, the engines for the new cars will be assembled on the line at the GM Performance Powertrain Center alongside the production LS9 and LSA used in the ZR1 and Cadillac CTS-V.

The Corvettes will continue to run on cellulosic ethanol as they have since early in the 2008 season. On the subject of hybrid powertrains, Fehan emphasized that GM has as much knowledge as any manufacturer in the world on the technology. He acknowledged that the team has investigated such systems for the race cars, but he wouldn't commit to any future plans.

The team retains its current partners, with Compuware as the primary sponsor and Michelin and Mobil 1 supplying tires and lubricants. The GT2 Vettes will run the remainder of the 2009 ALMS season starting this weekend at Mid-Ohio and continuing to Road America, Mosport, Petit Le Mans and Laguna Seca. Just as before, the driver lineup stays the same with Johnny O'Connell, Jan Magnussen, and Antonio Garcia in #3 and Oliver Gavin, Olivier Beretta, and Marcel Fassler piloting the #4 car.

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2010 Mercedes-Benz E-Class Estate leaks out ahead of Frankfurt debut

Although the Frankfurt Motor Show is still a month away, images of the 2010 Mercedes-Benz E-Class Estate ("wagon" to us 'Mericans) have leaked out ahead of its official reveal in Germany.

The E-Class Estate joins the thoroughly revised sedan and coupe variants of Merc's mid-sizer and will undoubtedly grow both longer and wider than the outgoing five-door. Although the majority of the interior has been ported over from its siblings, the Estate's party-pieces are its folding rear seats that can be laid flat, a new cargo area nestled within the trunk and a set of rear-facing jump seats bound to make the kiddies car-sick on the Autobahn.

Mercedes' range of four-, six- and eight-cylinder powerplants will carry over from the other Es, including a 204-hp, turbocharged 1.8-liter and a 388-hp 5.5-liter V8. Both rear- and 4Matic all-wheel drive should be available when the E-Class Estate goes on sale in Europe late next month.

[Source: Carscoop]

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