Car Reviews | New Car Pricing

Road test BMW Z4 sDrive 35i

2009-04-16T11:49:00.001-07:00

Road test

BMW Z4 sDrive 35i

12 out of 20

£37,060

Driven March 2009

BMW has well and truly jumped on the bandwagon with the latest Z4. The SLK might have had a folding hard-top since its launch in 1996, but BMW was late joining the party. The 3-Series Convertible only got one in the latest generation and now the Z has finally gained it as well.

The bare figures are this: the roof lowers and raises in 20 seconds, prices start at £28,645 for the 23i and get to £37,060 for the 35i that we've just driven. Oh, and it'll do 0-62mph in 5.1 seconds with the dual clutch gearbox fitted.

So it's not what you'd call slow. The twin-turbo straight six is the highlight of the whole car - it sounds absolutely brilliant. Low and deep to start off with before getting to a wail over 6,000rpm. It's far more enthusiastic than an SLK.

For those worried that this hard-top has made it handle worse than the old Z4, panic not - even though this latest Z4 weighs 100kg more than the last one, there's a sharpness to the steering and chassis that was lacking before. But it's still not the last word in dynamics that you know BMW would dearly love it to be.

That's BMW's whole raison d'etre, and so far no recent BMW Roadster has managed to hit it spot-on. Each generation improves things from the woeful Z3, but this one is still a bit disappointing when you think of something like the Porsche Boxster. There's now electronically controlled damping on the Z4 as an option, but even this can't quite tighten everything up enough. Roof up, you can certainly feel the extra weight up there as it pitches and rolls a bit more through corners. Roof down works better.

As such, the Z4 moves closer to the driving nirvana of the Boxster and pulls further away from the SLK. But it's still not the roadster version of an M3 that BMW so desperately wants.

Piers Ward

Road test Jaguar XK R Review

2009-04-16T11:48:00.000-07:00

Road test

Jaguar XK R

16 out of 20

£72,400

Driven February 2009

(See other road tests)

Here are the raw figures for the new Jag XKR: the all-new 5.0-litre engine produces 510bhp and 461lb ft. There are also alterations to the dampers (they're now constantly variable), and the same trick diff you get at the back of the XFR appears here.

What those stats don't do justice to is the way this new engine has moved the XKR on. It sounds more powerful (the exhaust note is spot on for volume), feels more up for a fast drive. Not that the XFR suffers from a lack of poke, but the XKR - with the same engine as the XF - seems to be slightly more eager to get to wherever you're going. In point of fact, it's only a tenth quicker than the saloon to 60mph.

It also feels slightly sharper to drive. The brakes are still a bit soft for my liking, but the way the XKR turns into a corner is seriously accurate. What you do is rewarded by the car following suit exactly, which means that it's an encouraging process. No hairy moments here.

Other alterations to the exterior and interior are pretty minor. You now get Jag's weird take on the gearlever, which at least looks more modern than the old ‘J' stick. But really it's all about that engine.

Piers Ward

Audi R8 V10 Road Test Review

2009-04-16T11:47:00.000-07:00

Road test

Audi R8 V10

17 out of 20

£99,575

Driven February 2009

Audi hasn't transformed the R8 by adding a pair of cylinders. Not like Porsche transforms the 911 by adding a pair of turbos anyway. No, the R8 V10 is basically an R8 V8 that's faster, a little grippier, and better equipped.

Which means it's the perfect everyday-use supercar. A Gallardo (with which the Audi shares an engine) is too noisy to be more than a special-occasions car. And if ‘everyday' includes the British winter, well you won't want to be getting by on 2WD.

The 525bhp engine has an astonishing spread of power, pulling hard from low in the rev range and getting pregressively and implausibly stronger all the way to an 8,700rpm red-line.

And the magical, predictable, transparent handling of the V8 car isn't messed up by the extra power. This is a car that always seems to be on your side.

The launch price looks high, but at least it doesn't need any extras. The R Tronic and the carbon-ceramic brakes are both a waste of money unless you want to do track days. And actually this isn't a track-day car.

It's too civilised for that.

Paul Horrell

Maserati Quattroporte Sport GT S Review

2009-04-16T11:46:00.002-07:00

Road test

Maserati Quattroporte Sport GT S

18 out of 20

£89,860

Driven March 2009

(See other road tests)

This is the finest large sporting saloon in the world. It sits at the top of a distinguished and expensive heap, including the V10 Audi S8, the 525bhp Mercedes S63 AMG and the all-new BMW 7-Series V8 twin turbo, and it trounces them all in different ways.

High praise indeed, but this new Quattroporte Sport GT S is that good. All the planets seem to have aligned at Maserati with this car, and the combination of a raft of small changes makes it completely rock.

First, a catch-up with the Maserati model line-up, in case it's overtaken you lately. Anything with an ‘S' means the new wet-sump 4.7-litre V8 is under the nose. So, the GranTurismo coupe comes in standard (4.2-litre) and S (4.7) forms. The coupe S uses a version of Ferrari's F1 ‘flappy paddle' robotised manual 'box, fitted at the rear in a transaxle layout.

This Quattroporte Sport GT S gets a very similar 4.7-litre engine, tweaked to give 433bhp (8bhp more than the standard QP S and 38bhp more than the 4.2) but mated to a conventional ZF automatic gearbox - the same 'box you'll find on Jags, Mercs and BMWs, but tweaked to Maserati's high-revving requirements. It is a fantastic auto - quick to change in manual mode, and smooth and direct in automatic, a perfect match for the car's character.

One more feature worth noting is that this QP Sport does not get the adaptive ‘Sky Hook' suspension of other Masers - it gets stiffer springs all round and sits lower, but you can't adjust it. Fine. We'll take what the engineers think is best. Cosmetic changes like darkened headlight lenses, black concave grille spars and oval pipes complete the picture.

At the end of all that, what you have is a striking-looking and strongly built saloon with tremendous handling, a car that can be quiet and comfortable when it needs to be. Then, hit the Sport button, and some flaps open in the exhaust to send the sound straight through. This is one of the very, very greatest engine sounds - a delectable V8 howl, a spine-tingling note that will have you driving through towns in Sport mode with the windows down in first gear at 4,500rpm, just to hear the sound bouncing off the walls.

Then there's the handling, aided by an engine that sits entirely behind the front axle line, effectively making the car front-mid-engined. Its ability from turn-in to apex is electric and instant, with steering that gives you plenty of feel. Weight balance is 49 per cent front, 51 per cent rear, aided by a fuel tank that sits behind the rear seats and cuts into the boot. Who cares? Not us.

Bring on the Porsche Panamera and the Aston Rapide. The Quattroporte Sport GT S awaits them, unblinking and unafraid. No full-sized four-door car goes harder or better.

Bill Thomas

Vauxhall Corsa VXR Arctic White review

2009-04-16T11:46:00.001-07:00

Road test

Vauxhall Corsa VXR Arctic White

11 out of 20

£17,225

Driven March 2009

It's a bit of a nutter, this Corsa VXR. It ain't a regular one, see - this is the ‘Arctic Edition' and just 500 will be made. Which, as the more astute of you may have realised, is Very White Indeed. Whiter than a polar bear's wotsits.

It has a few differences over the standard car, but first let's talk about the exhaust. Because this one is hillarious. Hilarious in a good way, you'll understand, as it rips through traffic and crackles on the overrun like a south London gunshot, sending shoppers diving for cover into shop doorways. Made by Remus and developed by Triple Eight racing (the guys who sort Vauxhall's race cars), it buys you an extra 14bhp and about 1,000 decibels too. The only way to drive this is with the windows down, a baseball cap on and some sort of drum and bass arrangement on the stereo. You won't be popular, but you'll be having fun.

And now for the other changes. In short, Vauxhall has saved you a trip to Halfords. It has distinctive 18-inch alloys, painted black to match the new wing mirrors and tinted sliding glass roof. You get all the scoops and wings from the standard VXR too, painted in that lovely Glacier White paint, which is bright enough to dazzle Mr Magoo.

That exhaust takes power from the 1.6 turbo to 204bhp and will shave a smidge off the 0-62 time, though Vauxhall only quotes the time of the standard car, 6.8 seconds. It drives exactly the same as the standard car, so expect a moment of turbo lag before the front wheels get all flustered as the engine gets on boost and sends them a rush of power. It gets that power down alright - just - but doesn't feel especially refined in how it does it: it's all-or-nothing, and a bit frenzied.

So if you can stick the chavvy image, you'll love it. If you don't care about a slightly hyperactive power delivery, you'll love it. Otherwise, you're better off keeping your £17,225 safe for now and waiting for a new Fiesta ST, if it ever arrives...

Dan Read

Volkswagen Golf GTI Review

2009-04-16T11:43:00.000-07:00

Road test

Volkswagen Golf GTI Mk VI

17 out of 20

£22,000

Driven March 2009

With the incoming Focus RS monopolising REM sleep for most of our hot hatch devotees, the Mk VI Golf GTI might have slipped unnoticed onto our streets this summer. But it won't for two reasons. The first is that it is very good. The other, that it's been styled in the way that an RS aficionado would approve of. That he might have done himself, in fact, through mail order catalogues and Superglue.

Volkswagen has taken the truly excellent Mk V GTI and tweaked it in various vital respects. The engine is slightly lighter, but provides more power with better economy. It now has a limited slip diff to better harness that extra power, and an adaptive chassis that does comfy, not so comfy, and sporty at the touch of a button. The exhaust note is also astonishing and surely unprecedented in a 2.0-litre German hatchback.

So far so good. Positive progress. But the new GTI has also been restyled in a fashion that seems intended to deprive the aftermarket modders of much in the way of Sunday afternoon fun. New grille, headlights and fog lights at the front, new side skirts and wider, symmetrical exhausts at the rear. The wheels have also had their inserts painted black. None of this looks bad per se, but it's all a teeny bit like a first date in Nandos. Mind you, the Focus RS driver is in the Chicken Cottage.

Matt Master

Porsche RUF CTR3 - The Third Generation CTR

2008-06-15T07:37:00.001-07:00

CTR3 is the third generation model of the CTR and it is tuned by RUF, the famous German tuning house. The record-setting 700 horsepower energy output and an awesome 235mph speed entitle the CTR3 to be called as the fastest Porsche on offer. The 3.8-liter flat-6 engine of the new Porsche is powered with a twin-turbo and has a displacement of 229 cu in. The power 700bhp is available at 7000rpm and it produces a torque of 657 lb-ft.

The body of the latest CTR is recreated by the RUF’s aluminum and carbon-fiber fittings. The new fittings, thus, reduces the weight of this sporty model considerably making its function more smooth on the roads. The lattice tubing space frame that is applied in its body work is another important feature that contributed for the weight reduction.

The six-speed sequential manual gearbox is responsible for the top speed achieved by this super model. It can achieve acceleration from 0-62 mph in a span of 3.2 seconds. The body of CTR3 has got an elegant sporty look with its vented roof, the aerodynamic front and the flattened rear. The body appearance alone will catch the attention of the car aficionado all over the world. On the other hand, the interior looks sanguine with more red added in each component of it.

It was exactly 20 years back the original CTR was launched, and since then, the CTR has been known for beating many of its competitors. The story of CTR3 is not going to be different at all, according to Porsche and RUF.

The base price of CTR3 is fixed as $510,000. Are you ready?

Mercedes-Benz C 63 AMG Estate 2008 Supercar

2008-06-15T07:32:00.000-07:00

Mercedes-Benz C 63 AMG Estate comes with 6.3 liter V8 engine, 457 hp @ 6800 rpm, 443 lb-ft torque, which can accelerate 0-62 mph in 4.6 seconds. Power is transferred by the AMG SPEEDSHIFT PLUS 7G-TRONIC. Equipped with AMG steering wheel gearshift paddles and the three driving modes “C”, “S” and “M”, the seven-speed automatic transmission delivers a decidedly sporty or comfort-focused ride depending on the driver’s tastes. The automatic throttle-blipping function when downshifting is another innovation.

(From Daimler Press Release)
Affalterbach – Following in the Saloon’s footsteps, the C 63 AMG Estate is now also due to be launched. Under the bonnet with its distinctive power domes, the AMG 6.3-litre V8 engine delivers effortless acceleration.

The high-revving naturally aspirated engine sets the benchmark in this segment with its maximum output of 336 kW/457 hp at 6800 rpm and maximum torque of 600 Nm at 5000 rpm. The unique high-performance estate accelerates from 0 to 100 km/h in 4.6 seconds; top speed is 250 km/h (electronically limited).

Power is transferred by the AMG SPEEDSHIFT PLUS 7G-TRONIC. Equipped with AMG steering wheel gearshift paddles and the three driving modes “C”, “S” and “M”, the seven-speed automatic transmission delivers a decidedly sporty or comfort-focused ride depending on the driver’s tastes. The automatic throttle-blipping function when downshifting is another innovation. In conjunction with the all-new front axle, the AMG speed-sensitive sports steering and the new 3-stage ESPÒ, the AMG sports suspension provides maximum driving pleasure and superb driving dynamics.

The AMG high-performance braking system with large internally ventilated and perforated disc brakes all round provides optimum stopping power even during particularly dynamic driving. The standard specification includes 18-inch five-spoke AMG light-alloy wheels with 235/40 R 18 (front) and 255/35 R 18 (rear) wide-base tyres. 19-inch AMG multi-spoke light-alloy wheels shod with 235/35 R 19 (front) and 255/30 R 19 (rear) tyres are available as an option.

Design and appointments: more distinctive than ever

The design and appointments on the new C 63 AMG Estate
are comfortably on a par with the sophisticated technology. The top-of-the-line AMG eight-cylinder model has been differentiated more clearly than ever from the series-production C-Class: typical hallmarks of the brand come in the shape of AMG bodystyling, the bonnet with power domes, the distinctive AMG radiator grille, the flared front wings, the AMG rear apron with its black diffusor insert and the AMG sports exhaust system with two sets of chromed twin tailpipes. The interior feel is dominated by the distinctive AMG sports seats with integral head restraints, the three-spoke AMG performance steering wheel with its flat underside and small 365-millimetre rim, and the tube-style AMG instrument cluster with its AMG-specific main menu. As an alternative to the standard-fit aluminium trim elements, AMG carbon trim can also be ordered as an option for the C 63 AMG Estate.

Largest load compartment in its class with up to 1500 litres

The load capacity of the C 63 AMG Estate ranges from 485 to 1500 litres (VDA measuring method) depending on the position of the 1/3:2/3-split rear seat backrests which can be folded forwards. No other car in the premium estate segment of this vehicle class can match this capacity. Standard equipment includes bag hooks and four anchoring lugs to secure the load, side stowage compartments with covers, a collapsible shopping crate as well as a combined luggage cover and retaining net. The new EASY-PACK tailgate opens and closes at the push of a button. The market launch of the C 63 AMG Estate is scheduled for the start of 2008; sales price incl. 19% VAT is EUR 69,853.

Subaru Impreza

2008-06-15T07:31:00.001-07:00

Subaru Impreza, the elegant model from Subaru, has its debut at the New York International Auto Show, and the product will be available in the market soon this summer.

The important modifications of the new model include the chic style and interior design along with additional space and comfort to ensure a smooth driving environment.

The Subaru is provided with the Symmetrical All –Wheel drive facility with the help of horizontally opposed engine.

The engine has a capacity of 2.5 liter. The SOHC feature of this engine enables it to deliver mid to low-end torque and improve the fuel efficiency considerably. The intake manifold, intercooler and turbocharger are also redesigned in order to fit them to the new model. There are both transmissions available, both manual and automatic.

The additional contributing factors for the higher efficiency of the Impreza is its new body construction, chassis and the drivetrain. To improve the suspension and shock absorbing features, the Impreza is provided with double-wishbone rear suspension. The Boxer engine used in the Impreza is characterized by its ability to lower the center of gravity and thus ensure better balance on the roads.

The Impreza body features attractive unique panel curves and sweeping lines on the side. The projecting front fenders and rear quarters give the perfect sporty look to the sports model. The interior is modified to add more space and comfort. The aluminum-look insets, the navigation screen and elegant dashboard, and the high-quality fabric seat are among the important interior features.

Ford Focus RS

2008-06-15T07:29:00.001-07:00

Hot-hatchbacks don't get much hotter than this. Ford's 212bhp Focus may have been a long time in gestation, but marks the welcome return of the RS (Rallye Sport) brand, a moniker which first appeared in 1970 on an Escort.

There have been a succession of RS Fords since then, most of which came with a reputation that the RS will have to try hard to live up to.
Just as well, then that the Focus RS comes well-equipped for the job of Meeting Expectations.

Along with that turbocharged, 2.0-litre engine, the Focus RS boasts Brembo brakes, a Quaife limited-slip differential, an AP-Racing clutch, an up-rated gearbox, unique 18" OZ alloy wheels, the same track as the World Rally Championship Focus, and a Sparco interior.

Only sixty or so engineers have been working on the Focus RS, and it's claimed to have been created for enthusiasts, by enthusiasts. That could be perceived as bull, but it doesn't come across that way.

The Focus has got what it takes to be a stupendous hot-hatchback. And it's definitely worthy of the RS tag.

Although it's a specialist car, there shouldn't be too many worries about the quality of the RS Focus. Some 30 a day are going to be made, and they roll down the same production line as the standard Focus. In fact, the main reason that the Focus RS took so long to reach the market was because productionising the car took longer than expected.

Focus RSs can be bought and serviced at any Ford dealer, and the warranty is the same as for any other model in the Focus range. That said, Ford has used aftermarket suppliers such as Quaife (limited-slip differential) and AP Racing (clutch) and has modified the five-speed gearbox for the Focus RS, and these components haven't yet been customer-proven like in the standard car (though they have all been chosen because they can handle the power).

The carbon insert on the dash, unique seats, steering wheel and trim all appear of pretty sound construction. But though our test cars were pre-production models, one suffered from some minor squeaky trim. Given the stiff suspension, this maybe isn't so surprising.

Editor's note: I recently sat in one as a passenger in a circuit and boy it was very responsive and fast, taking corners at 70mph and straights at 110mph ( short circuit, if its a longer straight we could have gone up to 140mphish i was told ).

A new Ford super-truck is coming this fall

2008-06-15T07:25:00.001-07:00

2004 SVT Lightning Concept

It's been several years since Ford last offered a Lightning version of its F-150 pickup truck but it looks like it will soon strike again. In spite of plummeting sales of big trucks, a high-performance variant of the new 2009 F-150 will launch later this fall, likely at either SEMA or the Los Angeles Auto Show. Ford showed a concept version of an SVT F-150 in 2004 that never made it to production. In March 2007, SVT's Jamal Hameedi told us that a high-performance truck was under development.

While participating in the Ford Racing Invitational media drag racing event this weekend, SVT declined to get any more specific than "a new SVT truck is coming" and "later this fall." When pressed, he did acknowledge that it's based on the big truck platform and that is was unrelated to the so-called Raptor truck. An obvious guess would be an F-150 powered by the GT500 engine. Since the GT500 already uses the cast-iron truck block, it would be an easy installation. Whether it will use two or four wheels to deliver all that torque is unknown, but after my experience trying to put GT500 power down this weekend, hopefully it'll use all four.

Update: After hearing from someone at Ford and talking to Mike Levine from PickupTrucks.com this new truck will almost certainly not be called a Lightning. In fact according to Mike, this new truck is likely to be the new Harley-Davidson F-150.

[Source: Ford]

2009 Ford Flex Review

2008-06-12T16:57:00.000-07:00

When it comes to family-hauling vehicular solutions, we're at the end of the tunnel. In the face of $5 a gallon gas, SUV and minivan sales have vaporized. The mushroom cloud of market crash is overhead. One need only look at the discrepancy between SUV/CUV and small car sales to realize we're in the dystopic, post-apocalyptic era– as far as Detroit's concerned. While Ford rushes its Fiesta compact into production (hola!) and focuses on its existing passenger cars, they've come up with the Flex, a big ass people mover. Seven seats and xB style. How great is that?

Rather than opt for a swoopy crossover or an SUV lookalike, the Flex's designers settled on a boxy two-box design. The biggest details: the Woody-reminiscent side strakes and an aluminum trimmed tailgate. The Flex looks great. Even better– and more significantly– it looks different. The Flex stands apart from its competitors, from the Honda Pilot to the GMC Acadia. In today's market– where many products are comparable in overall function and performance– that's a good thing, not a bad thing. The Flex may not be polarizing enough to fall into J. Mays's intended "love it or hate it" category, but it's what Ford needed to do here. It's a distinctive vehicle in the overcrowded segment.

Once you get the people in the dealership door, what's it like inside? Inside the door of the Ford dealership, it's dusty. Inside the Flex, we find Ford's finest ever interior, at least on this side of the Atlantic. The Flex's fit and finish, the interior detailing and the materials involved are all top shelf. if I was a Ford dealer, I'd be worried about having a Flex on the floor next to everything else.

The Flex's seats are extremely cushy and supporting, wrapped with either herringbone patterned cloth (shades of VW) or leather. Frasier's father would want one of these chairs in his son's living room, which is probably smaller than the Flex's second row. The six inch-stretched D3 platform's wheelbase makes for such an expansive second row that the Flex betters the livery-standard Lincoln Towncar in every way.

The Flex's third row is… functional. Functional in the sense that the way back is inside the car, that it is, in fact, the third row, and a few smaller human beings of smaller stature would be happy in situ, though only two at a time (or three, if the people are Jessica Biel, Kate Beckinsdale and me).

The flip ‘n fold mechanism is the same one that's used in the what-the-hell- do-we-do-with-it-now? Ford Taurus X. The Flex's folding seats are jerky and not especially intuitive. They also became stuck on my test car. (Oops.) Once everything is folded flat, including the front passenger seat, we're looking enough cargo space for the most lifestyle challenged slacker. But let's not carried away here (literally): the Flex is not a realistic alternative to a mega-SUV or minivan for hauling aptitude.

Ford is touting the Flex's available toys and creature comforts. In the interest of space, we're talking about a huge touch screen navigation system, SYNC gen 2, a compressor-driven refrigerator, up to four sunroofs (or as few as none), optional 19" wheels, heated rear seats, rear A/C outlet, etc.. Either you want these fripperies (Jeez that's expensive for a Ford) or you don't (flexible credit terms available ).

The Flex's driving experience– previously embargoed in the name of "Save the Buff Books"– is perfectly fine. The CUV packs a 262 horsepower 3.5-liter V6 hooked-up to a six-speed automatic and optional all wheel-drive. None of the these three factoids is particularly relevant. This is a car for people who don't care about driving. By the same token, insulation isolation is the Flex's trump card. The Flex has a Tempurpedic-quality ride and enough laminated glass to crate a recording studio. In fact, you could hear a pin drop at 75 miles per hour– although what you're doing fooling around with a sharp object at that speed is anybody's guess.

There are two reasons for FoMoCo suits to be worried about the Flex's prospects. First, this concept isn't new; even in recent years (see: Chrysler Pacifica and Ford Taurus X). Second, the Flex's fuel economy (17/24 mpg) is no better than other crossovers like GMC's Acadia (16/24). As Frank Williams has reported, SUV refugees are skipping straight to cars, and for good reason.

Still, the Ford Flex is a lovable machine. It's the first completely, bumper-to-bumper "finished" car Ford has made in many, many years. And it's one of the most– if not THE most– pleasant machine in which to passenger– at least in the first two rows. With the SUV exodus in full swing, Ford will have to hope that style trumps fuel economy. Chances are iffy.

2008 Porsche Cayenne Review

2008-06-12T16:56:00.002-07:00

Kia is one of the only car brands sold in America that's never built an enthusiast's car. Sensible Swedish Saab offered the 900. Before their core clientele started losing their pulse, Buick ran the Grand National. Saturn looked to the Sky for salvation. GMC got caught up in a Typhoon. Even Hyundai has the Tiburon circling its enthusiast oriented customers. Kia? Nothing but cheap. Or… maybe not. "Being practical doesn't mean you have to take the joy out of life," their web copy proclaims. "That's the thinking behind the Rio. It's affordable and likes a good time as much as you do." What exactly does THAT mean?

Affordability aside, nothing much. The Kia's sheetmetal serves as an instant, constant reminder that the good times are not about to roll. For starters, the front fascia appears to be a mismatch of cheap plastics and leftover pre-bankruptcy surplus (check out those diminutive fog lights on the top-of-the-line SX). The orgy of automotive penury continues with side door protectors that look like they came from the wrong side of the 1980's. The Hyundai Accent has these removed– with the mere imprint remaining. But that's like saying the Rio isn't the only sister in the family that grows a moustache.

At the back, the Rio's rear lights came straight from a Chrysler junkyard; the lower end retains the cohesiveness of overexposed cheap plastic. Overall, only the equally dire, equally South Korean Chevrolet Aveo can compare with the Rio's ultra-cheap, I mean "affordable" exterior appearance.

The Rio's interior surprised me, even in base trim. Yes, the radio controls look and feel like rubber dog toys (don't get me started) and the carpet's thinner than my imaginary hairline. But the seats are comfortable, the ergonomics faultless, and the steering wheel feels solid in your hands. In truth, only one element of the Rio's cabin will repel frugal folks before they turn the key: a sour, noxious smell. The olfactory assault may fade over time, but it sends a subconscious signal that you have abandoned all hope of a fly ride.

You don't drive a Kia Rio. You ride in it. Well, on the highway. Anywhere else, you fight with it. There's no handling as such, just a constant struggle against lateral forces and 14" of limited adhesion as you wrestle with the lack of power steering (available on the LX and SX models). Unless you think it's OK for a guy to dance by himself at the High School prom, piloting this machine is a particularly joyless affair. Did I mention the 110hp engine (@ 6000rpm) or understeer? Why would I?

Another non-surprise: the Rio with a manual transmission is a pain to drive, with a box that puts the "arggg" in agricultural. Needless to say, the optional four-speed autobox is geared for maximum mileage (i.e. minimal acceleration). Unfortunately (for Kia), moving up to the automatic lifts the price firmly into Versa / Yaris territory– where the Rio simply can't compete.

The good news: the base Kia rides smoothly down the highway with controlled body motions, and remains quiet, in an "Applebee's isn't as noisy as a TGIF's" way. That's a good fit for most of the general public that seeks to drive no more than 2/10's to 3/10's of a vehicle's capability– and wants an upper body workout. Oh, the suspension bottoms-out on moderate bumps at highway speeds. Sorry.

The word "base" has new meaning here. No power steering. No ABS or rear disc brakes, poor IIHS side-impact safety rating and, just as dangerous for southerners, no air conditioning. You can't even order a chiller in the base model. You can get AC for $700 more in an entry-level, if equally unexciting, Toyota Yaris hatchback along with… power steering! Or, you can get a variety of near-new low-mileage vehicles ranging from the unloved but far more competent Chevy Cobalt, to the quite loved and still fairly unknown Suzuki SX4.
All of which means that if the Kia Rio loves good times as much as you do, you don't love good times. At all. The Rio has nothing whatsoever to offer the enthusiast and even less to offer the frugalist. OK, the warranty is long and extensive. But then most cars today will last 200k miles.

It's a shame that the most economically-vulnerable members of society will be seduced by the Rio's low sticker. If they checked eBay's completed items section they'd see that an ultra-low mileage four-year-old Rio has trouble breaking the $4k barrier. That's $2k worth of depreciation per year. On the flip side, you can buy a certified three-year-old Corolla or Civic for nearly the same price as a new Kia Rio and get lower depreciation, better fuel economy and far better overall quality. Game, set and match.

2008 Porsche Cayenne Review

2008-06-12T16:56:00.001-07:00

"The Porsche Cayenne is a deeply misunderstood machine," RF told me before my test drive. "It's one of the world's fastest off-roaders, not a house-broken truck." Huh? Why would a world famous sports car maker (if not THE world famous sports car maker) tempt infamy by making a kick-ass mud plugger instead of a FX-style sports-car-on-stilts? The answer, I'm told, lies deep in Porsche's DNA. In the late eighties, Porsche jacked-up their 959 supercar and entered it in the grueling Paris - Dakar rally. In their second attempt, the German automaker scooped first, second and sixth places. "Take the entry level V6 off road," RF commanded. "Thrash it without mercy. THEN tell me what you think." Sounded like a plan.

So, as the concierge squealed around the corner, he gunned the Cayenne's engine. An attractive V6 rasp echoed off the concrete parking garage walls at the Wynn Las Vegas. Crisply creased with unnaturally angry Porsche eyes, the Midnight Black Metallic model created a strong initial impression. And then, it turned towards the side, and I shuddered. The Cayenne's rear is displeasingly plump and oddly rounded. The new blacked-out glass at the bottom of the rear window is a rare example of Porsche de-evolution; its angularity makes a bad design worse.

Our tester's interior was overwhelmingly beige. Only a black center stack– with a stereo face from 1986– relieved the Saharan color scheme. Sisters VW Touareg and Audi Q7 both have the Cayenne licked in terms of switchgear, material choices and general cabin appeal. That Porsche can still offer a vehicle at this price point without Bluetooth or iPod connectivity is testimony to the brand's snob appeal, rather than Porsche's ability to compete head-on with its upmarket peers.

Once you get used to the Cayenne's monotone color scheme and lack of toys, you begin to appreciate Stuttgartian subtleties. The Cayenne's buttons, knobs, and dials may be annoyingly small and fiddly, but they're all ideally situated for performance-oriented pilots. Better yet, there's nothing overly-complicated to distract you the business at hand– although saddling-up on expensive options might solve that "problem."

On the road, the base Cayenne proved stable and agile, just like the much cheaper VW Touareg. The Porsche's 3.6-liter direct injection 290bhp V6 motivated the 4949 lbs. truck adequately; the zero to 60 sprint takes only 7.5 seconds. Porsche tuned the exhaust to mimic their flat sixes, but they only receive a participation ribbon in that regard.

The Cayenne's long pedal travel and delayed throttle response added to the building suspicion I was driving an expensive VW, not a [relatively] cheap Porsche. The Cayenne's mileage-seeking tranny always started in second gear, guaranteeing a take-off reminiscent of a Wagoneer (or an over-loaded 727). You can select first gear from the Tiptronic. In traffic, that gets old real quick.

In general, on road, the Cayenne feels like it was designed with only a vague memory of the 911, as if the icon were a faded poster in the closet of the Porsche SUV department.

Leaving Las Vegas, I headed to Tikaboo Valley. Rumbling over the guard rail entrance to the 22.5 mile trail, I doubted Porsche's lumbering lummox could redeem itself. By the end of the first mile, I was looking in the glove box for a Papal dispensation.

The Cayenne's delayed throttle response made power modulation on bumps and sand a doddle; I could feed the six the perfect amount of gas at the perfect pace. Porsche Traction Management and the Cayenne's steel spring multi-link suspension made short work of washboard surfaces, deep sand, scree and dead jackrabbits. Flying down dirt roads, the Cayenne's six-speed transmission was always in the right gear. I was no longer a prat with a Bluetooth earpiece; I was Stig Blomqvist in the Dakar.

The harder and faster you pushed the Cayenne on the fast dirt sections, the more sure-footed it became. The Cayenne is as unflappable in the dirt as a Cayman is on the track. In the really rough sections, the Cayenne's low-range with the lockable differentials allowed absurd bouldering shenanigans. Climbing to the top of Tikaboo Peak, the Cayenne could do no wrong.

Mission accomplished. Point taken. The Porsche Cayenne, even in its simplest form, embodies all the passion and engineering skill of a 911. But it's a fervor rooted in the deserts, plains and mountains of Africa, not the middle of the Nürburgring. The Cayenne's fast and fun on dirt roads, and poised and capable scrambling over river washes and steep climbs. It's a damn shame the vast majority of Cayenne owners will never discover this vehicle's true essence. Because otherwise, cash cow or not, the Cayenne makes no sense.

2009 Lincoln MKS Review

2008-06-12T16:54:00.000-07:00

Ford's "premium" car lineup is engaged in a deadly game of last brand standing. Now that Jaguar, Range Rover and Aston Martin are casualities of war (i.e. someone else's problem), it's down to Volvo and Lincoln. Official denials aside, Volvo's the next to go. Lincoln must carry that weight (a long time). And so we meet the front wheel-drive-based Lincoln MKS, Ford's first post-Carmageddon (karmageddon?) luxury car. Has Lincoln's sibs' dismissal finally liberated the brand from badge-engineered mediocrity?

Genetically, no. The MKS is built on the same platform underpinning the Ford Taurus, Mercury Sable, several Volvos and the Ford Flex (sort of). So if you want to represent the streets and diss the MKS' D3ness, you can slight the big Lincoln as a tarted-up Taurus or a cheaped-out Volvo. Luckily for Lincoln, the brand's current core audience has no idea what I'm talking about.

The MKS' design is as inoffensive/memorable as its nomenclature. The split grill is meant to become a brand trademark, created to stop the Lincoln logo from getting lost in the chrome (what logo?). Despite the nasal blingery, the car's British-born designer claims the Lincoln owner views the MKS as a "reward for hard work, not simply an outward symbol of status." Just as well, really. The MKS scores an F on the all-important Mom test (would your mom recognize it immediately). Still, there are some charming features, such as the too-small taillights cribbed from a Maserati Quattroporte.

The MKS' interior was designed by two different teams. The top half of the cabin (everything from chest level and up) is fantastic. There are nothing but soft touch plastics, trendy stitched soft leather(ette?) on the dashboard, buckets of genuine chromium and a beautiful horizontal strip of wood.

Let's call that wood strip the 38th Parallel. The lower half of the center stack is rock hard, festooned with two counter-intuitive, tightly gathered groupings of small radio and HVAC buttons. Below that: dead space, like some kind of polyurethane desert. Rather than add a cubby or storage area at the bottom of the center stack, buyers of the Aluminum Applique Package are treated to a giant six-inch wide chrome "LINCOLN"– just in case they thought they were driving a top-spec Ford Taurus.

The first-for-Ford application of the enlarged Duratec 35 sits under the MKS' demure hood. The 3.7-liter V6 stumps-up 275hp and 270 ft.-lbs. of twist, feasting on regular gas. It's a far smoother and more flexible powerplant than GM's 3.6-liter six-pot, easily on par with the best of the Japanese V6 engines. For real.

Unfortunately, this sparkling piece of engineering is under house arrest, guarded by a sadistic six-speed autobox named Sucko the Clown. In the interests of fuel economy, it shifts into sixth gear at any speed above 0 miles per hour. Passing, maintaining speed up inclines, and merging all cause the box to reach for a bottle of Advil. The whole bottle.

If NSAID suicide isn't your bag, you can shift the transmission in auto-manual mode, or just lock it into SST mode (I kid you not). This tranny setting holds on to the gears for much longer (at times too long), harnessing the Lincoln's otherwise grazing horses. So configured, the MKS is a reasonably quick car. Seat of pants estimate: zero to 60mph in about seven seconds.

Needless to say, the SST setting exacts a significant fuel economy penalty. I didn't measure the mpg because my actuary is off this week, but when the ostensibly efficiency-oriented "Drive" setting yields 16/23 (AWD model), you know it's not looking good for the sportier transmission setup.

And how does it handle? Yes. It handles. The game here isn't track daze, or high speed cornering, or anything even vaguely involving so-called "sportiness." It's all about the ride. The MKS' new, fully-independent rear suspension makes cobblestone streets your bitch. Also in terms of handling, the MKS is sound-deadened to the point of rigor mortis. Ambulance drivers better hope MKS buyers have keen peripheral vision.

The suspension is the ace up the sleeve for the MKS, a car that desperately needs four of a kind. Even on class-exclusive 20" wheels, you can sink into the supple leather chairs, pile on the highway miles and never remember a thing.

Lincoln aimed for a base hit here, and by God they got one. It's too bad, because you can't come back from three runs down by taking the safest route. Had Lincoln swung for the fences, we might well have seen a very different MKS: a signature car for reborn brand. But they didn't, or couldn't. At this point, my advice is to buy a fully-loaded Mercury Sable instead or buy something used with genuine upmarket cachet.

[Ford provided the car, travel, gas and insurance.]

2009 Ford Escape Hybrid Review

2008-06-12T16:52:00.001-07:00

The Ford Escape was the world's first hybrid SUV. Contrary to popular belief, The Blue Oval's gas - electric trucklette does NOT use Toyota's Synergy Drive. FoMoCo's hybrid cute ute shares some patents with ToMoCo, and that's it. And there's another idea floating around: Ford is artificially restricting supplies to limit their loss-per-vehicle. True dat. Until and unless Ford can find a way to reduce its costs, the automaker has capped production of "the most fuel-efficient SUV on Earth" at 25k special order units per year (so much for Bill Ford's 250k hybrid pledge). Tales of three month waits are not unknown. The question is, what, if anything, are we missing?

Last year, Ford updated the Escape's sheetmetal. Forgoing any remaining off-road pretense, the 2009 Escape features lip and rear-wheel spoilers for improved aerodynamics. Coupled with purpose built, low resistance Michelins, these tweaks increase mileage by 1 mpg across the range, city and highway. Visually they aren't terrible, but I miss the "aw shucks" fuzzies from the first gen Escape. Also, 1959 called and it would like its chrome back. All in all, the new Escape resembles a Jeep Liberty after the Atkins diet.

Inside, it's a makeover to remember. Ford has been engaged in a death match with Chrysler, competing to give customers the worst interiors money can buy. Judging by the new Escape, Chrysler's won. Er, lost. Slab after slab of faux piano key material replaces the nauseating plastic previously dominating the Escape's cabin. It's a major step in the European direction. Blue collar ute purists will question the need for leather in such a vehicle, but we can't fault the 60/40 tip-forward second row seats, which put the "U" in SUV.

Sure, junky parts bin drek like the stalks and switches still stink-up the joint. But the horrid "brick" radio head unit– complete with 70's-style toothpick display– is gone. The Escape's new [optional] nav unit, with Sync and Sirius Travel Link, is a genuine game changer. The screen's bright, legible and large, with no-brainer touch-screen functionality. You get the now-usual "what's it doing" hybrid display, Syncitude (full phone and iPod integration, voice recognition plus a 10 gig drive) and real-time data from Sirius: weather for one, up-to-date traffic info, sports scores, my favorite movie listings and more. Mercedes, BMW, Audi, Lexus, Infinity and Cadillac should all hang their heads in shame. Ford is now selling the best navigation system in the business. Bar none.

The Escape Hybrid still comes with a continuously variable transmission (CVT). Ford's engineers have eliminated the transmission's endlessly annoying, never-shifting whine; it finally works, feels and sounds like a standard autobox. Ford's hybrid team has also created a brake simulation module to convince Escape drivers there are normal, non-regenerative stoppers underfoot. Job done. Perhaps most importantly, the Escape's noise, vibration and harshness levels have been reduced significantly. The cut ute's ride quality still doesn't match the transplants' highly evolved CUVs, but neither does the Escape's comfort level rival that of the Ford Focus.

The Escape Hybrid is the most fuel-efficient model, but it's also the heaviest, by 300 lbs. An additional rear sway bar helps handling, but the gas - electric cute ute's as top heavy as an Anabolic Video actress, and a lot less nimble. It is, however, no longer slower than slow motion. For '09, the gas engine part of the Escape's drivetrain grows from a 2.3-liter to a 2.5-liter four, boosting net horsepower from 155 to 177. The zero to 60mph sprint now takes less than 10 seconds. If you've got patience and persistence, you can just about evoke the gods of understeer. To keep them at bay on slick surfaces, electronic stability control finally makes it Escape debut.

Every chance it gets, the Escape seamlessly shuts the gas engine down and runs off batteries. Like all Hybrids, mileage depends upon how you drive. If you're ready for the possibility of the person behind you exiting their vehicle, running up and bashing your skull in with a mallet (I love LA), very gentle throttle inputs will keep the gas motor at bay up to 40 mph. Even the Lexus LS600hL can only pull off that trick up to 30 mph. When no other cars are present you can hypermile your gas - electric Ford to 60 mpg around town.

Speaking of ToMoCo, a basic Escape Hybrid stickers at $28k. Our full-on tester would set you back $36,500 (ultimate ICE with satellite radio costs $2890). That's a lot of green. At that price, the Escape Hybrid overlaps with the seven-seat Toyota Highlander Hybrid ($33,700) AND it's not a million miles away from the Lexus RX400h ($43k). Factor in depreciation…

The Ford Escape Hybrid may be the politician's PC whip of choice, but it's still overpriced for the mainstream. If The Blue Oval Boyz aren't making money at this price, limiting supply makes a lot of sense. But you know what would make even more sense? Taking the hit.

(Ford provided the test vehicle, insurance and gas for this review)

2008 Dacia Logan MCV 1.5 dCi Review

2008-06-12T16:51:00.001-07:00

I love European "people's" cars. The Renault R4, the Fiat Uno and Punto, Peugeots 205 to 207, the early Golfs– they were all affordable and fun to drive with more character than Marcello Mastroianni. By the same token, I hate what Lee Iacocca called PODS. Lido was referring to Chryslers, but plenty of manufacturers have built cars for Poor Old Dumb Shits. PODS-mobiles are often Russian; Lada leading the pack. More recently, they hail from Korea or Malaysia. They're cheap to buy, miserable to operate and not at all economical to own (as CityRover owners found out). When considering Europe's cheapest car– the Romanian-built Dacia Logan– you have to wonder if the penalty box tradition continues.

Bottom line first. Eurozone consumers can buy a Renault-Nissan developed Dacia Logan for €7500. Back in 2003, that price equated to about $5500 or about twice as much as Tata Motors' theoretical Nano. Today, thanks to a weak Yankee greenback, the base Logan translates to $11,650. But keep in mind that the Logan is a world car, built in Mioveni, Romania; São José dos Pinhais, Brazil; Medellin, Colombia; Moscow, Russia; Casablanca, Morocco; Nasik, India and, yes, Tehran, Iran. Your currency may vary.

From the outside, you wouldn't know the [Euro] Logan's a bargain basement whip. Note the even panel gaps, high-quality paint and almost-acceptable proportions. The Logan looks utilitarian, solid. Ground clearance is third-world- sorry, developing nation compatible. Also to that end, the Logan's enormous hold (24.7 cubic feet) is considerably more capacious than a Mercedes C-class wagon. And with an optional rear row, the Logan seats seven or more (police and safety be damned). Basically, the Logan is station wagon as mini-van.

Unfortunately, the Logan pretends to have a car's interior. Anybody who says that space is the ultimate luxury has never sat in a Dacia. Although the Logan's cabin's been assembled properly, the interior makes an outhouse seem like a penthouse. The materials are hard, scratchy and odd-smelling. Colors are various shades of tombstone gray, ailing mouse, funeral black and deep-pit coal. The single-piece, injection molded dash is as ugly as it is durable. Everything you see and touch is unnecessarily dire.

Luckily, this ain't no living room. The Logan's [optional] diesel powerplant is a pleasant surprise: a bang-up-to-date 1.5-liter common-rail oil burner. The mini-mill may only stable 86 horses, but it delivers strongish torque from 1200 to 4000 rpm in a perfectly linear fashion, and does so less noisily than VW's TDI engines. Even better, the Logan only weighs around 2800lbs. So the car rockets from 0 to 60mph in… wait for it… almost there… 15 seconds. Your problem being?

At autobahn speeds of around 90 mph the Dacia feels almost as unhappy as a moped. Still, in the interests of TTAC's Best and Brightest, I recorded an average of 38mpg. But when in Rome, you do as the Romanians do. When I backed off to around 75, the fuel efficiency rose well into the forties.

The Dacia's handling offers another pleasant surprise. The Logan is softly sprung for pot-holed eastern European roads; it's both comfortable and quiet. Thanks to sufficient damping, the Logan feels well-controlled through the inevitable bumps- a sea change from bouncy and harsh Dacias of old (also based on Renaults). The Logan doesn't hop or skip over rough roads or expander joints; neither does it lose its cool over load-change issues.

The Logan's steering is exact and proportional, giving sublime tactical feedback through twisty European back roads. The transmission is slick and smooth. Combined with the straightforward engine, the Logan is a package you can actually, gulp, hustle. I found myself having unexpected fun, and I didn't have to drive at racetrack speeds (as if) to enjoy myself.

It's not too much of a stretch to call the Logan an intriguing modern-day interpretation of the Volvo 240. The Logan's cheap, robust and easy-to-repair; ideal for struggling economies and rugged roads. Stay away from any and all options– the diesel (a 1.4-liter petrol engine comes standard), air conditioning, electric windows– and the Logan's priced well below the competition. For a young, hard-working family with a few kids and a dog, there is no better deal. It's not for nothing the Dacia Logan leaped to the top of the Euro sales charts. And yet…

It's also not for nothing the Logan crash test is so popular on YouTube. Clearly, dramatically, the Logan is no Volvo. While it has front airbags in Euro-spec, many national versions of the car do not. In a German slalom test, the Logan rolled over at 65 km/h- albeit on worn tires (like that'll ever happen). And, again, the Logan's hideous interior would test the will of a Spartan. As Auto, Motor und Sport put it, "this is a car for those who have little financial power, but plenty of mental fortitude."

2008 Lexus LS600hL Review - Take Two

2008-06-12T16:50:00.001-07:00

I disagree with every review of the Lexus LS600hL ever written. Categorically. To a man, my colleagues misinterpret the most expensive Lexus as a misguided planet-saver that doesn't deliver enough mpg to justify its sky-high price tag. I view the ultimate hybrid as better driving through science. In fact, despite the dorky "hybrid" badges uglifying the LS600hL's flanks, Lexus didn't build this beast to sip fuel. They built it to go toe-to-toe with 12-cylinder Germans.

The LS600hL is no design statement, like the 760Li. It doesn't announce, "I have a huge wallet" like a Mercedes S600. The LS design is much more Audi A8 W12, only without the goatee. The restrained yet handsome lines strike the same chord as VW's Phaeton. Only this time they're brand correct.

The LS600hL is a handsome package. At a distance, the big four-door appears clean and reserved. It's only when you pull up next to (and dwarf) anything else on the road that the long-wheelbase Japanese pseudo limo makes aesthetic sense. In a word: presence. In two: killer headlights.

Inside the LS600hL offers a hilarious split between grasping at straws luxury and techno overkill. You've never seen so many buttons. Lexus engineers loaded a shotgun with 'em and blasted away. The last LS I drove-complete with the mid-level rear-seat overkill option-boasted 166 buttons. This time out, the car was down to about 130 pieces of Camry-quality plastic to press. Still, you'll go crazy. And you'll never even notice the gaudily lacquered wood or hand stitched yet still not that rich leather because your attention will 100 percent focused on the AFS button. Whatever that is.

You want the truth about this car's mileage? Can you handle the truth? But before we discuss how much gas it sucks, I need to tell you about yet another button…

A toggle switch below the gear lever controls the LS600hL's throttle response. In the "Hybrid" setting, the first 10 percent-ish of peddle travel only engages the car's electric motor. "Snow" ups that to an almost undrivable level. Seeing as how this was my second fling with the LS600hL, I knew to stick it in "Sport" (about 3 percent pedal motion) before I pushed the start button. And that was that.

"That" means about 10 mpg around town. Terrible, yes. In both my and the car's defense, the massive, battering-ram acceleration from the 5.0-liter V8 plus the 221 hp electric motor is so addictive that I was forced to bury the pedal every chance I got. But here's the thing — after 300 miles the computer let me know that I had averaged 24.8 mpg. Say what?

As you may have guessed, there's a bit of ideal circumstances involved. The first piece of the puzzle is a lot of open road. The next is the radar cruise control, which does perform impressively (slowing the car down to a stop and setting off again in traffic). Forget the radar part. Just set the cruise to 80 mph and watch in sheer amazement as the tachometer registers a paltry 1,100 rpm and the computer claims 40 mpg.

Now for the part you can't handle… Setting the cruise control at 110 mph returns 25 mpg as the engine just crests 2,000 rpm.

I briefly mentioned the rocket sled-esque forward thrust but it merits repeating. Holy runaway train, Batman! This 5,219 monster flies like a Bentley. Rumor has it that Lexus can't quite figure out how much torque the car produces. They claim "just" 385 ft-lb of the stuff. However, the IS-F kicks out 371 ft-lb and it's the same (gas) engine. And the electric motor offers up 100 percent of what it's got at any rpm. Based on the seat of my pants, I say they're severely underrating the twist.

In his review, Mr. Montgomery described the following as bad manners; when you lift your foot off the gas, the electric mill provides an extra dollop of shove. I find it reassuring. And fun. You think that sounds dangerous? Perhaps, but Lexus did see fit to (uh) fit the LS600hL with some of the most serious stoppers in the luxo-barge biz.

The world's biggest hybrid weighs more than Oprah in her heavier years, but stretches over 17 feet. Which means the handling is about what you'd imagine. To be fair, the world's most expensive hybrid handles commendably. But you'd never know, as gauze-wrapped steering and active anti-roll bars dial out all sensation. Good or otherwise. Of course, you can't hear either engine, the CVT (literally — no whine), the wind, rocket attacks or anything.

So, should you buy one? Yes, absolutely. Look, it ain't going to save the earth or your checking account. But the LS600hL does get appreciably better mileage than the competition. And goes like a jet plane with a silencer.

2008 Mitsubishi Lancer Evolution X Review

2008-06-12T16:48:00.000-07:00

Anyone who’s driven one of the first nine iterations of the Mitsubishi Lancer Evolution (a.k.a. Evo) approaches the tenth fully expecting chest-flattening acceleration and spleen-rupturing cornering. Obviously, the Evo X’s engine and chassis are bound (and determined) to continue the model’s budget supercar-killer tradition. But there’s another less welcome Evo tradition: denture destroying suspension and a Gladware interior. Will the Evo X’s ride quality and interior materials once again conspire to kill the love for all but the masochists among us?

The Evo’s new X-terior has moved Mitsubishi’s compact sedan from the bargain basement to the penthouse suite. The X’s profile now strongly resembles the Acura TSX and Volvo S40. The new Evo’s snout sports a huge black inverted trapezoid-grille, fender vents, a rear wing and body kit. Thanks to the car’s more svelte shape, the macho mods don’t scream “teenage toy.” Of course, it helps that Audi has made the world safe for gargantuan grilles, and that overpriced body kits are now common on overpriced German machinery.

The old Evo’s interior was cheaper than a one-star Romanian hotel. The new Lancer’s interior is a bit more upmarket, but it’s still a third-rate romance, low rent [Buick] rendezvous. Mitsubishi would have been well-advised to replicate the Alcantara interior of the Prototype X concept. One nit an upholstery shop can’t fix: the semi-swoopy exterior yields a windshield base that stretches out like an African Savanna; it’s a bit alienating for a “driver’s car.” Well-bolstered Recaro seats compensate.

Like just about every car (and person) in recent years, the new Evo’s gained some weight. Yet unlike Subaru, Mitsubishi refused to forsake the World Rally Championship’s 2.0-liter rule in their rally car production variant. Two liters of displacement for a 3500lbs. car? That’s like playing croquet with a toothbrush, isn’t it?

Nope. The Evo’s four-pot may not deliver the Subaru STI’s seamless shove, but once the revs crest 4000 rpm, the Mitsu’s mini-mill pulls like an amphetamine-crazed tractor. We’re torquing 300 ft.-lbs. of twist. And the X’s engine revs so freely that getting into the pleasure zone is not a problem. And then, suddenly, 291 horsepower at 6500 rpm.

Thanks to premium-powered variable valve timing and turbo technology, boost lag is also not an issue– provided you keep the revs up. Otherwise, it’s a second of “what the?” followed by “Holy CRAP!” Missing–and missed: a sixth ratio in the GSR’s manual transmission. The Evo’s engine spins at nearly 3000 rpm at 60mph. An extra cog certainly would have helped boost the mpgs from a never-caned 16/22, in case anyone’s wondering.

The Evo’s strangely-hyphenated, driver-adjustable Super All Wheel-Control deploys a pair of trick, electronically-controlled differentials. Minus the jargon-laden physics lessons and references to the anti-HAL handling nanny (I’m sorry Dave, I’m afraid you can’t not do that), the nose-heavy compact feels balanced, agile, controllable, poised, planted, secure, balletic and ballistic.

Like any great driver’s car, the Evo X makes you a better driver than you are without taking you out of the equation (in every sense of the phrase). Point the Evo where you want it to go, and it goes there confidently, smoothly and quickly. The Evo X’s steering isn’t as quick and sharp as before, but compared to just about any other sedan you can buy— including (especially?) BMW’s new M3— it offers a highly responsive, entirely intimate helm.

There’s only one flaw: a tug at the wheel when digging into the throttle on turn exits. Never mind. Whether going, turning, and stopping, the new Evo has an eager, playful nature that’s all-too-uncommon in the post-Lexus age. Mitsubishi’s supercar remains a blast to drive, even in typical suburban driving. At the same time, it feels much more polished and controllable than before. You don’t have to push it hard to enjoy it. And if you do push it hard, you’ll enjoy it even more.

With the old Evo, potential buyers who could see past the crap interior were put off by its rock-hard ride. Here, as elsewhere, the new Evo ups its game without losing its character. No doubt the new lightweight 18” wheels and improved rubber– plenty pricey and not anywhere near immortal asymmetrical Yokohama ADVANS– have helped matters. The Evo’s no more a Lexus than you are, but it’s not a go-kart, either. Some BMWs are worse (128i anyone?).

The new Mitsubishi Lancer Evolution X has eliminated the previous car’s faults without killing the joy. The punishment is gone; the fun remains. Unfortunately, there is a new and major downside: price. The Evo’s hardware is a steal for $35,600. That’s premium compact territory– without a premium compact interior or a premium compact brand. Those who can’t see themselves spending thirty-five large for a mainstream extreme machine, or simply don’t have a BMW-sized budget, might be happier in the upcoming Lancer Ralliart. Or not.

2008 Mercedes-Benz C63 AMG Review

2008-06-12T16:45:00.000-07:00

With all this media talk of a gas electric plug-in hybrid clean diesel hydrogen fuel cell future, someone forgot to tell Mercedes that the horsepower war is over. Sure, the new BMW M3 has a 414hp V8, trumped by the Audi RS4’s 420hp eight pot. But who gives a shit? The new automotive arms race: building and selling enough small, high-mileage, low-profit vehicles that various government agencies will let you sell large, low-mileage, high-profit vehicles. Meanwhile, the Mercedes C63 AMG.

Four-hundred fifty-one horses. That’s the headline number produced by the 6.2-liter V8 crammed into the 3993 lbs. C-Class' snout. It sure doesn’t look lunatic. Yes, there are some tacky pieces of body kit, including a gaudy bumper that speaks of Honda Civics down at the 7-11. But the C63 is a butch little bastard whose hunkered stance and müde autoreifen convey more solidity than Brando at the end of Streetcar.

Aside from my test car’s porno-quality cream-colored leather seats and door panels, the C63’s cabin adds nothing to the sense of occasion– which may or may not be the point. A mere three grand buys you hyper-bolstered sport seats, completely unsuitable for anyone who’s ever eaten a deep fried mozzarella stick.

Drive the C63 around town and you'd never know a murderer lives just beyond the firewall. Burbling around the Best Buy parking lot (where DO the ultra rich hang out these days?), the mini-Merc seems like a normal, albeit brisk, shrunken S. In town, the C63’s sublime suspension tackles all; this ain't no hard-edged tooth-chip express.

Toggle the AMG’s transmission from C (for Comfort) to M for (Manubetterbereadyforthis), grind the gas pedal into the carpet and the C63 parachutes into Afghanistan with the Tenth Mountain Division, all guns blazing. As you’d expect from a combat-ready sedan, time suddenly slows down. The C63’s massive meats shriek and hop around as they desperately try to do something, anything with 443 ft.-lbs. of torque (torque is more modest 369 lb ft from 2000-6250 rpm). You can hear the V8 nuking gasoline; the mega-motor is screaming like a pissed off bear with a megaphone. HOLY SHIT!

Time resumes its normal pace. It has been exactly one second since mashing the gas. The tach needle rockets around. The LCD in the center of the speedo flashes "UP! 2" Pull the damn shift paddle! Second gear is gone before it arrives. The engine is doing a passable imitation of a jet exhaust. At 4.3 seconds, we’re passing sixty. I need to upshift again. Third gear at 5000 pm and the deep, throaty roar indicates V3. I’m mainlining sex, and power, and drugs into my arms. And I like it.

After 9.2 seconds, we're in triple digits. The C63 crests 100 miles per hour on its way to Mach 2. And get this: it was totally an accident. I just was just trying to ingest a little more of that engine bellow, the closest approximation to crack/cocaine money can buy, and probably a lot more dangerous. But it's not my fault.

There's so much power lingering about, it's a wonder the C63 AMG doesn't simply implode when you nail the throttle. The only problem: trying to power out of corners in third or fourth gear. With the torque closer to its peak, the wheels can't deal with all the activity. Yes, we're going sideways– in spite of an optional $4k limited slip differential lock. Lift a little off the gas and everything is jake again. You can absolutely massacre corners at arbitrarily chosen speeds.

The suspension is miraculous. If every car was like this, we'd never bother to fix potholes. I swear you cannot feel them, in spite of the low profile tires and 18" wheels. And the huge brakes scrub off enormous speed in less time than it takes to yell “radar!” And thank God for that.

The C63 AMG is not cheap. The $54,565 sticker competes squarely with the legendary BMW M3, not to mention a regular E350. Oh, did I mention my tester punched out at $70k? And the C63 won't get any love from the Prius people, what with single-digit mileage. But this, my chain saw-wielding, carbon positive friends, is a bargain.

The biggest problem with the C63 AMG: many of the C63's virtues are available in, gulp, a regular C-Class. I'm not saying buy a C300 instead. I'm saying you the C63 AMG needs a lot of lebensraum. Otherwise, you’ll spend your life in that special place called “time exposed to danger,” blasting past the guy in a Lexus RX350 who's blocking "the windy road" to work (at 60 mph). But if you can afford the C63 and all the depreciation that AMG implies, and you have the context in which to drive it, the C63 proves that all's fair in love and war.