Video: Lexus responds with its own champagne glass re-creation

In response to the Lexus owner who unsuccessfully attempted to re-create the now-classic 1990 tv commercial that launched the brand, Lexus proves it’s still possible. Cleverly showing that it’s paying attention, Lexus took the time to pull a 2011 LS460 and 1990 LS400 into the garage, level them (that’s the key!) and run the respective V8s up north of 4,000 rpm. In all cases, the stack ofchampagne glasses remained unperturbed on either hood. Good show of customer-engagement moxie. Check it out after the jump.

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Paris Hilton receives Lexus LFA for 30th birthday

Jealousy is an unbecoming trait… but sometimes it’s hard to ignore. You’re going to have to work extra hard to bury those feelings after we tell you what Paris Hilton has apparently received for her 30th birthday.

A 2011 Lexus LFA.

Okay, just tilt your head back and breathe. Hilton’s LFA still wears its factory yellow paint, though we wouldn’t be surprised to see (and hear) it roaming the streets of LA in a shade of pink very soon. According to the Daily Mail, Hilton’s 29-year-old boyfriend, entrepreneur Cy Waits, picked up the V10-powered Lexus two-door and surprised the heiress ahead of her birthday celebration.

Video: Lexus uses the LFA to teach a swimsuit supermodel about donuts

Nissan may choose to use its Juke to square off with swimsuit-clad supermodels but Lexus takes a different route to interact with the pretty ladies… a circular one. Photographer Yu Tsai wanted a shot of a Lexus LFAperforming a donut around model Rianne Ten Haken. He could’ve simply spent some time playing in Photoshop, but instead decided to capture the real thing.

Performing a perfect donut without bumping into the scanitly clad star of the photo shoot requires serious skill. Rhys Millen, son of Rod and nephew of Steve, lends his talented hands and feet so this stunt goes off without a hitch. You can tell that Millen has serious skills because they say a car will follow your eyes… and somehow Rhys was able to avert his gaze from Ten Haken. You, on the other hand, can stare wherever you like when you watch the clip posted after the jump.

Of course, we should also mention you can view the super-sized version of the pic above right here. Do the right thing.

2011 Lexus GX 460

Despite the rise of the crossover, there’s still a market for traditional SUVs. Moreover, some buyers don’t want to sacrifice luxury to get the capability that a full-frame, truck-based sport utility offers. Lexus makes the GX 460 for consumers who want a blend of opulence and a sure-footed, full-frame, locking-transfer-case 4×4 architecture that’s not afraid to pull a substantial trailer and won’t roar loudly enough to cause permanent hearing damage.

While the Lexus RX grabs the hearts of buyers looking for an L-Finesse crossover, the GX 460 is an alternative choice if you’re considering an LR4 or Range Rover Sport, the most direct competitors in terms of architecture and market segment. Taking price and mission into account, a disparate field of rivals ranges from the BMW X5 and Audi Q7 to the GMC Yukon Denali or even the Ford Expedition King Ranch. The GX 460s footprint and price puts it in between larger crossovers and even bigger SUVs, perhaps an awkward place to be, but sales goals are modest.

So does the GX 460′s tinge of uniqueness help it stand out from the herd? Have the changes made sincebeing knocked for potential instability been effective?

The new Ferrari Four from a different angle

Red may be the iconic color for Ferrari, but not all Ferraris look good in the company’s trademark scarlet shade. Especially the flagship four-seat GTs, like the outgoing 612 Scaglietti and the 456 GT that came before it. But just about every car looks best from the front 3/4 view. So it may have stricken some as a little odd that when Ferrari unveiled the new FF, it only released three initial shots: a front view, a rear view and the side profile… all in red.

Now it’s released a handful of additional photos, including three shots of the test mule drifting through snow banks from the launch video, plus the solitary three-quarter front/side view you see above in silver. Is it looking better? Worse?

Video Official Ferrari FF intro vid from unveiling

Ferrari has dropped the introduction video for the company’s new FF onto the YouTubes and the short flick shows off the extensive testing that the four-seater underwent on its way toward becoming a full-fledged production model. Engineers flogged prototypes of the FF in nearly every corner of the globe, from dirt roads and frozen paths in Argentina to tracks in France and Italy. The Prancing Horse even spent some time in Sweden to iron out any kinks that might arise during severe cold weather. The result of all that abuse is the company’s first four-wheel drive, V12, four-seat sports car.

Ferrari says that its 4RM part-time all-wheel drive system is lighter than standard units, helping give the FF its 47:53 weight balance. Speaking of weight, the newest horse in the Ferrari stable weighs in at less than 4,000 pounds and packs a start/stop system help conserve fuel. Somehow we’re guessing that fuel consumption isn’t on the top of your priority list if you’re itching to park one of these things in the garage. Hit the jump to see the full video.

Graf Weckerle answers all questions with Comte Noir edition Ferrari 599

We’re not saying we’re psychic or anything, but after years of bringing you the best – and the worst – from the automotive industry, we’re getting a bit of a handle on what you, our dedicated readers, are thinking. So here goes: you were thinking that what the Ferrari 599 GTB Fiorano really needed was a set of fleur-de-lis wheels.

Okay, so maybe we’re a little off. But those pentagram alloys on the original 599 didn’t do it any favors. And these? They take 20 days to build. They’re forged from aluminum and titanium and have a two-tone anthracite and black finish. But the Comte Noir (French for “black count”) edition Fiorano is about more than those fancy wheels.

German tuner Graf Weckerle has also upped the 6-liter V12′s output from 620 horsepower to a whopping 835. No word on exactly how they did that, but we wouldn’t be surprised if they turned to an experienced Ferrari tuner like Edo Competition or Novitec Rosso for assistance. They’ve also mounted a new coil-over suspension and adjustable shocks, and hopefully upgraded the brakes to go with the extra power. Otherwise those pretty flowery wheels won’t do you any good as the apex approaches.

Video: Motor Trend pits Ferrari 458 Italia against Ducati 1198S

We’re not saying we’re psychic or anything, but after years of bringing you the best – and the worst – from the automotive industry, we’re getting a bit of a handle on what you, our dedicated readers, are thinking. So here goes: you were thinking that what the Ferrari 599 GTB Fiorano really needed was a set of fleur-de-lis wheels.

Okay, so maybe we’re a little off. But those pentagram alloys on the original 599 didn’t do it any favors. And these? They take 20 days to build. They’re forged from aluminum and titanium and have a two-tone anthracite and black finish. But the Comte Noir (French for “black count”) edition Fiorano is about more than those fancy wheels.

German tuner Graf Weckerle has also upped the 6-liter V12′s output from 620 horsepower to a whopping 835. No word on exactly how they did that, but we wouldn’t be surprised if they turned to an experienced Ferrari tuner like Edo Competition or Novitec Rosso for assistance. They’ve also mounted a new coil-over suspension and adjustable shocks, and hopefully upgraded the brakes to go with the extra power. Otherwise those pretty flowery wheels won’t do you any good as the apex approaches.

Fiat and Ferrari dominate 2011 International Engine of the Year Awards

Italy knows how to put an engine together – at least, according to the International Engine of the Year voting committee. The votes have been tallied, and Fiat has taken home four out of 12 awards. The company’s 875-cc TwinAir mill has earned the title of Best New Engine of 2011, Green Engine of the Year, Sub 1.0-liter Engine of the Year and International Engine of the Year. Ferrari helped Italy earn two more awards, with the 458′s 4.5-liter V8 unit being crowned Best Engine Above 4.0-liters and Best Performance engine. All told, Italian powerplants claimed half of the awards handed out.

BMW was no slouch, however, with the German automaker acquiring four awards in the competition. Audiand Volkswagen also earned recognition. A great showing, but the Italians earn the win thanks to Fiat taking the top prize. Click past the jump to read the full press release and learn more about the International Engine of the Year awards.

BMW 3 Series Review

The BMW 3 Series is the company's top seller in the U.S. and a favorite in the marketplace for good reason: It's a well-built, premium compact vehicle endowed with world-class fit and finish, ample power and a comfortable ride and handling trade-off that is unmatched by most cars at any price. No matter what model you choose, our editors generally agree that you'll be able to go about your weekday routine without feeling that you've sacrificed ride comfort for the sake of weekend thrills.

Recently, the 3 Series has gone through a full redesign. The current model, which represents the fifth-generation 3 Series, is now slightly larger, heavier and faster than the previous model. An even better car overall, the latest BMW 3 Series has a bolder look, revised suspension and braking, more power and more interior space.

As positioned and appointed, the BMW 3 Series also tends to cost more than the competition -- but if you go easy on the optional equipment, we think you'll find that the price of admission is well worth it, as the BMW 3 Series remains the unequivocal "ultimate driving machine" and popular favorite in the entry-luxury category, whether new or used.

In BMW speak, the new "E90" sedan and wagon debuted in 2006 with a complete makeover, and the coupe followed suit in 2007. The newest 3 Series vehicles take the numerical stakes higher as well, with sedans and coupes now badged as either the twin-turbo-equipped 335i with 300 horsepower, or the 328i and 328xi all-wheel-drive sedans, coupes and wagons with 230 horsepower.

Because the updated sedan, wagon and uniquely swoopy coupe are all-new designs, there are variations between them and the carry-over convertible as well as differing standard/optional equipment levels; a new E90-based drop top is set to join the rest of the lineup probably later in the year. For those more concerned with all-weather performance and safety during fall and winter seasons, "x"-designated all-wheel-drive capability is a worthwhile, confidence-inspiring option on all new body styles.

All-new fifth-generation BMW 3 Series are powered by a familiar, well-balanced 3.0-liter inline-6. A normally aspirated version in the 328i and xi models makes 230 hp and 200 lb-ft of torque, and a higher-performance twin-turbocharged version in the 335i generates 300 hp and 300 lb-ft of torque. Most 3 Series models come with a six-speed manual transmission as standard equipment, with a six-speed automatic optional.

Inside 328i, 328xi and 335i models, drivers will find a restrained show of luxury, with an emphasis on driver comfort and involvement -- supportive seats underneath and a clean, clear analog gauge cluster dead ahead. Materials and build quality are exceptional in keeping with its price point; even the standard leatherette upholstery looks and feels better than one might expect.

The BMW 3 Series never fails to impress us as a top choice in its segment. In addition to its other outstanding qualities, Edmunds editors report that "the 3 Series' world-class suspension, steering and brakes provide hours of entertainment on twisty two-lane highways. Beyond simply feeling rock solid when hustled around turns, this car communicates with the driver in a manner that inspires confidence no matter what kind of driving you're doing. And you don't have to give up a comfortable ride to get this kind of athleticism."

If you can ante up the considerable bottom line, the 3 Series is still the standard-bearer of the compact luxury-sport class -- especially when it comes to perfectly sorted and balanced vehicle dynamics, abundant and smooth power, a wide range of configurations to suit any style and available all-wheel drive for those who can't afford to let a little inclement weather stand between them and their well-appointed journeys.

From 1992-'98, the evolutionary third-generation E36 replacement grabbed the BMW 3 Series baton and never looked back, with a handsome, spirited new sedan and unique, more rakishly styled coupe and convertible. A new DOHC 24-valve aluminum head bumped the 325i to a robust 189 hp.

For five years starting in 1995, BMW added an even more compact two-door hatchback called the 318ti to the 3 Series lineup, with a chopped-off tail and the less-sophisticated semi-trailing arm rear suspension of the previous-generation car. With only138 horses under the hood and rather austere interior trimmings, we can only recommend it to the most budget-conscious/entry-level used shoppers.

In 1996 BMW introduced a new 2.8-liter inline-6 to the 3 Series with 190 hp and substantially more torque for improved acceleration, vented rear disc brakes to handle its higher limits and a new 328i designation. Premium and Sport option packages debuted to simplify things, and a year after that in 1997 all models received minor styling revisions in the front grille and rear fascia areas, as well as in the cockpit. In '98, another engine and model update again raised the bar and kept things fresh -- the base 318i coupe and convertible became the 323is coupe and convertible by ditching the aging four-banger in favor of a smoother, more powerful 168-hp 2.5-liter inline six-cylinder power plant. In general, any 3 Series from this generation that's been well maintained and has low mileage should be an excellent value for shoppers of "previously owned" entry-luxury vehicles.

Also widely available for the used BMW 3 Series shopper in search of a great entry-luxury car, the fourth-generation "E46" 3 Series debuted as a sedan for the 1999 model year. The coupe, convertible and wagon models fell in line a year later in 2000, while the entry-level 318ti hatchback was finally axed. In 2001, feature content and engine displacement/technology was boosted -- and all-wheel drive made available -- keeping the 3 Series at the head of a very competitive pack. Detail improvements like DVD-based navigation, bi-xenon headlights, rain-sensing wipers and an SMG transmission -- with an exterior face-lift for sedans and wagons in 2002, and coupes and convertibles following in 2004 -- helped carry the baby 325i and 330i BMWs through the remaining few years of the ever-popular previous 3 Series generation.

BMW 5 Series Review

It's not an overstatement to say that the BMW 5 Series sets the standard for premium sport sedans and, in recent years, wagons, too. Introduced in the U.S. for 1972, the midsize 5 Series has long offered a near-perfect blend of performance, luxury and interior room.

2008 BMW 5 Series 530i Sedan, European Model Shown

Most BMW 5 Series models you'll come across new or used are rear-wheel drive; however, the current-generation lineup includes all-wheel-drive variants. Most 5s also have an inline six-cylinder engine, thoughBMW has offered V8 versions since 1994. Model names are numeric, with the first number identifying the car as a 5 Series and the last two usually, but not always, denoting engine size. Today's BMW 530i, for instance, has a 3.0-liter inline six, yet the BMW 550i, paradoxically, has a 4.8-liter V8. The final "i" originally distinguished 5 Series cars with fuel injection; these days, it only has significance in Europe where diesel models (that carry a "d") are also offered.

When people ask us to recommend luxury cars, the BMW 5 Series is invariably high on the list. Wealthier shoppers may gravitate toward the newer models loaded with technology, but older 5 Series cars can be just as satisfying to drive and own.

Introduced for 2004, the current BMW 5 Series is by far the most radical. On the surface, it incorporates bold styling cues that depart from BMW's traditional styling language established over the preceding four generations. Inside, a system called iDrive corrals audio, climate, navigation and communication functions using a central LCD screen and console-mounted control dial. We've found iDrive cumbersome to use, although it is more sophisticated than the button-heavy layout in older 5 Series cars.

The driving experience hasn't changed much, as the 5 Series still has sharper reflexes and more road feel than any other car in its class. There's still a choice of inline six or V8 power, and you can still get a manual or automatic transmission on whichever model you choose. But there's a lot more technology working behind the scenes, including a stability control system that can do everything from helping you avoid skids to drying off the brakes when it's raining. An optional active steering system can vary the steering ratio to reduce effort in tight turns.

If you like the styling and aren't intimidated by its hefty dose of electronics, the current-generation BMW 5 Series is an excellent choice for a midsize luxury car. The only significant drawback is high pricing.

For 2004 and 2005, the 5 Series was offered only in sedan form and only with rear-wheel drive. There were two six-cylinder models, the 184-horsepower 525i and 225-hp 530i, along with a top-line V8 version, the 325-hp 545i. Buyers looking at six-cylinder models would be wise to focus on 2006 and newer models, as the '06 model year brought a new pair of 3.0-liter sixes, resulting in a more spirited 215-hp 525i and a 255-hp 530i. The V8 sedan was already quick, but it, too, received a new engine, a 360-hp 4.8-liter, and became the 550i. The 5 Series wagon also arrived for 2006. It's offered in a single 530xi model and all-wheel drive is standard. Additionally, all-wheel drive became optional for the 530 sedan.

Shoppers will have little difficulty finding representatives from the fourth generation (1997-2003). Many purists consider this the finest era for the BMW 5 Series, as exceptional on-road dynamics, premium furnishings and unparalleled refinement came together in one classically styled package. Resale value has always been high for this generation, so expect to spend more than you would for competitors of similar age. Reliability has been strong as well.

Provided it's well-maintained, any car from this generation is worth your consideration. For 1997 and 1998, only sedans were offered: a 528i with a 190-hp, 2.8-liter inline six and a 540i with a 282-hp, 4.4-liter V8. The wagon joined the lineup in 1999 and was available with either engine, both of which gained variable valve timing that year. In 2001, the 528i sedan got a new 225-hp 3.0-liter six and became the 530i; the 528 wagon was dropped. BMW also added an entry-level, 184-hp 525i sedan and wagon to the lineup.

Third-generation 5 Series cars (1989-'95) are still common as well. Although not as perfectly balanced as its successor, this luxury car was highly regarded in its day. If you find one in good condition, you'll almost certainly find it enjoyable to own. The best years were 1994 and '95 when BMW offered V8 power in two 5 Series with the 530i sedan and wagon (215 hp), and the 540i sedan (282 hp).

The Nissan Quest is back after a short, one-year hiatus. Originally launched in 1993, the allnew fourth generation Quest minivan will soon be arriving at Nissan dealers. 

According to Nissan, the new Quest is about to take on the toughest job on the planet: parenting. That's because it includes an extensive list of family friendly innovations and amenities that a family on the go can enjoy together.

These clever new features include one-touch power sliding doors, quick release fold-flat seats, an Advanced Climate Control System, and a rear storage well that you can use even when all the rear seats are in the folded, flat floor, position.

The last generation Questwas a unique hybrid styling exercise with a car-like front that didn't quite look like it really belonged to its minivan body. This time around, it's a more homogeneous styling exercise, yet there are lots of interesting and pleasing-tothe-eye aspects to the new design.

Overall, it has a wide, low stance and a muscular front end that sports a much higher cowl height than its predecessor. Striking new features include its full surround privacy glass, matching blackout roof support pillars and liberal use of chrome trim accents. It's also a surprisingly windefficient shape, with a 0.32 Cd aerodynamic rating, which is very good for a van-style body.

Quest competes at the higher end of the minivan market, with the likes of Honda Odyssey, Toyota Sienna and Chrysler Town & Country.

Nissan admitted to an internal debate around the rationale of even staying in the minivan segment, one that larger companies Ford and GM have already abandoned. That made for a less competitive and steadier minivan market, and spurred Nissan to give it another go.

In addition to its innovative design, what also sets new Quest apart from Odyssey or Sienna is the layout and functionality of its interior. Quick release fold-flat second-and thirdrow seats rapidly convert the Quest into a flat-floor cargo hauler. To make this transformation even more convenient, the LE trim comes with thirdrow power-return seatbacks.

The second-row seats slide forward and aft and out of the way to allow entry to the third row. However, they are not removable, like they are in the competition.Nissan is convinced that most owners rarely remove these seats as they are heavy, cumbersome and tricky to reinstall, and I'm sure many prospective buyers agree.

Quest's new "Innovation for Family" design features include keyless push-button ignition, second power windows and one-touch power sliding side doors that easily unlock and open with a single touch (great for when you've got an armful of groceries). You can also add stuff like Dual Opening glass moonroofs, a Blind Spot Warning system and a RearView Monitor.

Power comes from Nissan's award winning VQ 3.5-litre V6 engine, which can produce 260 horsepower and 240 lbs.-ft of torque. It's mated to a silkysmooth Xtronic CVT (Continuously Variable Transmission) with Adaptive Shift Control. The console-mounted shift lever has an overdrive lockout switch that provides engine braking when going down a incline, often an issue with other CVTs.

As was the case with the previous Quest, the overall driving experience is top-notch for the minivan class. Even on the icy and pothole peppered roads of La Belle Province, the Quest offered a stable and impressively comfortable ride.

Drive goes to the front wheels (there's no all-wheel-drive version). Quest S and SV models come with 16-inch wheels (aluminum-alloy on SV) with all-season tires, while Quest SL and LE models feature 18-inch machine-finish aluminum-alloy wheels and all-season tires.

A standard Tire Pressure Monitoring System includes a very handy and innovative new application that Nissan calls Easy Fill Tire Alert. The hazard lamps flash to let you know the system is working as you pump air in a tire and -with a beep of the horn, when correct pressure is reached.