Sport Car Review Database

Di jual Mazda MX 6 (JOGJA)

2010-08-02T19:52:00.000-07:00

Foto Interior (ORI)

Foto Mesin

Khusus Penggemar
Di jual mobil sporty 2 pintu mazda MX 6 th'91, langka jarang yang punya, cocok buat yang pengen tampil beda atau untuk koleksi.

Rp. 44.000.000 (NEGO)

AC dingin

Power stering

Central lock

Power Windows

Velg Racing 17" (masih bagus bgt)

Ban (masih baru 99%)

Interior orisinil standar pabrik (blm ada yg diganti)

2000 cc (tenaga kencang nyaman)

Pokoknya serba modern dengan tampilan sporty

Siap pakai dan siap terjun keluar kota

Iklan mobil mazda MX 6:

Baca tentang mazda MX6 artikel dibawah ini:

http://en.wikipedia.org/wiki/Mazda_MX-6

The first generation MX-6 appeared in 1988 and lasted until 1992 in the United States. In some markets the model years were from 1987 to 1991. It was based on a series of futuristic sports compact concept cars of the early 1980s. It was a large coupé, based on the Mazda GD platform, and was powered by the I4 Mazda F engines.

The US market made use of the F2 2.2 L engine, with the base engine produced 120 hp (82 kW), but a 145 hp (108 kW) turbocharged version was available. European and Japanese market versions were shipped with either the F8 1.8 L, FE 2.0 L or FE-DOHC 2.0 L DOHC engines.

The MX-6 was produced with two transmission options, a five-speed manual transmission or a four-speed automatic with overdrive. The MX-6 was also known to be a very reliable car, mechanically.

This generation was available in several trim levels, which differ depending on the market the vehicle was sold in. In the United States, the MX-6 was available in DX, LX, LE, and GT trim levels:

* DX was the "bare bones" model, offering the base 120 hp (89 kW)/130 lb·ft (176 N·m) F2 2.2 L engine and few options, but most MX-6s sold in the U.S. were equipped with air conditioning.
* LX added power windows, power locks, and power mirrors, as well as an optional electric moonroof.
* LE was a rare "Leather Edition" model that was the same as the LX, but included leather seating surfaces and a leather wrapped shift knob on manual transmission-equipped vehicles.
* GT included all options from the LX, but also stepped up to the F2T 2.2 L turbocharged, intercooled engine, which put out 145 hp (108 kW) and 190 lb·ft (258 N·m) of torque delivering a significant performance boost. It also had four-wheel disc brakes with ABS as optional, and three-way electronically adjustable suspension, dubbed AAS.

In 1989, Mazda offered a special four-wheel steering (commonly abbreviated 4WS) option on MX-6 GTs destined for the U.S. This system consisted of an electronically controlled rear steering rack that turned the rear wheels opposite to the fronts at low speeds to improve cornering, and turned the rear wheels with the fronts at high speeds to improve highway lane change maneuvering. This option was available through all years for GT models in other markets.

European spec vehicles shipped as the 626 Coupé and commonly received either the 1.8 L SOHC F8 or 2.0 L SOHC FE engine in GLX models, or the 2.0 L FE-DOHC engine in their GT models. 4WS was a common option for European 626 Coupés. Australian vehicles were almost always equipped with the 2.2 L turbocharged F2T engine as the US models, as well as 4WS. They also carried the MX6 name of the American models.

Asian spec vehicles were shipped as the Capella C2 and were available in several trims, most notably GT-R (FE-DOHC and 4WS), GT-X (FE-DOHC and AAS) or GT-S (F8 and 4WS or AAS).

New Zealand received vehicles in either European spec or Australian spec, selectable on order. As such, NZ GTs can have either the F2T 2.2 L turbocharged engine or the FE-DOHC 2.0 L DOHC, with optional 4WS.

Porsche Cayenne – the new 2010 4x4 steps out

2010-04-17T13:11:00.000-07:00

It's not long now until Porsche replaces the Cayenne SUV, its most controversial model line ever. Probably. The new Cayenne Mk2 will arrive in spring 2010 with a raft of changes to keep buyers and politicians alike happier with the idea of a hulking great sporting SUV.

Our new spy photos reveal how the new 2010 Cayenne will adopt a slightly softer form language. The back lights appear to be less upright, with a more horizontal shape, split between rear panel and tailgate; the rear of the car appears more pinched for improved aerodynamics; and the front grille is now a less fussy design.

As is the wont of designers at the turn of the decade, the Cayenne's face is dripping with LEDs – a 911 Turbo style day-running light bar bisects the outer air intakes. Prepare to be blinded.

It looks a bit like an Infiniti crossover!

Well, the front three-quarters photos certainly suggest the Cayenne has a curvier style. We can indeed see a little bit of Infiniti FX in the more rounded character lines and swoopier glasshouse. Net effect? It makes the new 2010 Cayenne look less aggressive, more crossover inspired, less brutal, which can only be a good thing.

This is exactly what Porsche is aiming for with its second-gen 4x4. The technical changes underline this: engines will be tweaked for marginal power increases but more significant CO2 and mpg gains. Not least the new hybrid.

A hybrid Porsche? It must be their first electric production car

Indeed it is (although don't forget Ferdinand Porsche's extraordinary Lohner-Porsche full EV of 1899). CAR has already driven the prototype Cayenne Hybrid several times, and the latest iteration uses the Audi 3.0-litre V6 petrol mated to sophisticated hybrid hardware twinned with the gear being readied for the new VW Touareg due at the 2010 Detroit auto show.

The new petrol-electric Cayenne will certainly be a political statement for Porsche, and signals a rush of new part-electrified models. Next up is the Panamera Hybrid.

Porsche Boxster Review

2008-04-04T22:42:00.002-07:00

2007 Porsche Boxster Convertible

When it debuted in the late '90s, the Porsche Boxster ushered in an era of the more affordable Porsche convertible. Featuring a finely balanced midengine layout, sublime handling and steering, and the performance of a proven, sophisticated flat-6 engine, the Boxster quickly became part of the Porsche legend and one of the best-selling cars in the luxury roadster class.

There are several big-name competitors with equivalent cachet, but one drive in a Boxster is often all it takes to end a sports car shopping trip. Several evolutionary updates and detail changes through the years have kept the Boxster generally competitive in the face of faster and newer rivals. The latest version is the most powerful ever, with almost 300 horsepower available.

Inside, the quality of materials used has improved over the years and late-model Boxsters certainly project the aura of a premium sports car. With two ample cargo holds front and rear, the Boxster is a mostly practical daily driver, too. Though its competitive breeding can manifest an edgy nature that's sometimes a bit much around town or during lengthy commutes, our editors believe the Porsche Boxster is the quintessential top-down, high-speed weekend getaway device for two.

After a decade in production, the classically styled Porsche Boxster also remains a serious, purpose-built midengine sports car designed to travel hard and fast -- sometimes demanding a driver's undivided attention but rewarding the skilled pilot with razor-sharp feedback and unmatched thrills and satisfaction behind the wheel. If that's what you're after and you can swing a sometimes pricey bottom line, you couldn't convince us of a more compelling choice, new or used.

Current Porsche Boxster

Now in its second generation, the Boxster continues to be available in the base version or as the more powerful Boxster S. The base model has a horizontally opposed, 2.7-liter six-cylinder engine. Mounted amidships, it's rated at 245 hp and 201 pound-feet of torque. The Boxster S has a 3.4-liter version that produces 295 hp and 251 lb-ft of torque. A manual or automatic transmission is offered. Standard equipment on both models is respectable but most Boxsters leave the dealership floor with a fair number of additional options, which can elevate the price rather quickly.

In our reviews, the Porsche Boxster's midengine power and classic styling, not to mention its sublime steering and brakes and relative practicality, give it a level of desirability that's hard to deny -- particularly among true sports car enthusiasts. If you keep the options list under control, it can also provide unmatched luxury sports car value.

Past Porsche Boxster Models

The Boxster originally debuted for the 1997 model year. At the time, it was considered to be a key release for the brand. Porsche had been struggling financially through the early and mid '90s and the Boxster's affordability, classic styling and simplicity made it a huge hit with consumers.

The first-generation Porsche Boxster came with a power-operated soft top and a 201-hp, 2.5-liter flat-6 engine. In 2000, the big news was the addition of a second, even more focused S model. The Boxster S featured 250 hp, larger wheels and brakes and a more stiffly tuned suspension. In 2001, the tweaks mostly involved interior refinements in layout and materials quality. But underneath, the sophisticated Porsche Stability Management system was made available for both models. For 2004, Porsche increased the power output of both engines slightly.

The second-generation Boxster arrived for 2005. Porsche applied evolutionary changes to much of the car. The styling was subtly tweaked for a sleeker look and improved the quality and look of the interior. The base 2.7-liter six-cylinder gained a horsepower boost from 228 to 240, and the 3.2-liter six in the S increased from 258 to 280 hp. The current model's outputs went into effect for 2007.

Though reasonable for a luxury-sports roadster, the Porsche Boxster is still among the most expensive cars in its class. Of course, this matters less to a serious sports car shopper, as midengine cars are rare at any price point -- from an enthusiast's perspective, it's all about the Boxster's ability to perform precisely when driven hard. And that it does. But either way -- whether more recent or more than a few years old – a Boxster unladen with lots of expensive optional upgrades makes for a serious used sports car value.

Porsche Cayman Review

2008-04-04T22:42:00.001-07:00

2007 Porsche Cayman Coupe

Ever since Porsche introduced the midengine Boxster as a return to the "affordable" Porsche, enthusiasts have been clamoring for a hardtop version. The argument was that a version with a proper roof would be more rigid, less expensive, lighter and a better performer at the track than a convertible. Pleas were finally answered with the 2006 debut of the Porsche Cayman. Based on the second-generation Boxster, the Cayman coupe (whose name is said to reference an alligator indigenous to Central and South America) shares much of its mechanical midengine underpinnings with its drop-top sibling. However, it does wear unique and very attractive sheet metal.

The Porsche Cayman combines its drop-dead gorgeous looks with brakes that beg to be pushed hot into a corner, a chassis that gladly guides the driver around the apex and a choice of two engines that will enthusiastically sing as they slingshot you down the straightaway. Some of our editors who have driven the Cayman extensively report that its well-balanced chassis could actually handle considerably more power, and it's suspected that Porsche limited the Cayman's capabilities as not to overlap with its seminal 911.

If there's a complaint, it's that the Cayman is priced considerably more than its competitors, especially when a host of desirable options are selected. But when it comes to providing a combination of all-around performance, sublime driver interaction, day-to-day comfort and desirable prestige, we can't think of a better car in this segment than the Cayman.

Current Porsche Cayman

The midengine Porsche Cayman is offered in two models, the base Cayman and the Cayman S. The base Cayman is powered by a 2.7-liter six-cylinder boxer engine that produces 245 horsepower and 201 pound-feet of torque, backed by a five-speed manual transmission. Step up to the Cayman S and the engine expands to 3.4 liters and power grows to 295 hp and 250 lb-ft of torque. In addition, the number of cogs in the transmission increases to six. Optional on both models of the Cayman is a five-speed Tiptronic automatic transmission with a manual-shift mode.

When it comes to the suspension, the Porsche Cayman takes advantage of its stiffer-than-a-convertible structure by offering a level of handling and nimbleness that is a step above the capabilities of the Boxster. Safety aids include antilock brakes, traction control and stability control, all tuned to intervene only when absolutely necessary so as not to detract from the sporting nature of the Cayman. Optional is Porsche Active Suspension Management (PASM) which, via a variety of sensors, electronically and automatically adjusts the suspension to optimize either comfort or handling, depending on the setting and the driver's level of aggression. Larger wheels and tires round out the suspension options and help to improve braking. Braking performance is further enhanced on the Cayman S by optional carbon-ceramic brakes.

The interior accommodations take their cue from the Boxster and offer the typical Porsche combination of sport and luxury, with leather and metallic accents decorating the cabin. The leather-appointed seats possess the ability to both hold the driver in place during spirited maneuvers and to coddle driver and passenger during more serene outings. High-end audio and navigation are available on both Cayman models, though the base stereo offerings are disappointing for a car in this price range. Cargo room is generous for such a small and sporting vehicle, as the midengine layout allows for both fore and aft cargo areas that together equal the trunk space of a midsize family sedan.

Past Porsche Cayman Models

The Porsche Cayman made its debut in the 2006 model year. For the first year, only the Cayman S model was available. The base Cayman model launched for 2007.

2007 Porsche 911 Turbo

2008-04-04T22:40:00.000-07:00

Porsche has successfully designed yet another impressive sports car that is not only beautiful to look at, but also easy to drive and incredibly fast. The 2007 Porsche 911 Turbo is the sixth generation of the 911 model, and it is both functional and stylish. The electronically controlled all-wheel-drive system and styling have received complete overhauls, resulting in a superior vehicle that is perfect for the road or the racetrack.

Variable Turbine Geometry

One of the highlights of the 2007 Porsche 911 Turbo is the variable turbine geometry (VTG) for the exhaust gas turbocharger on the vehicle’s power unit. Innovative aerospace-grade materials allow the turbocharged gasoline engine to operate efficiently and safely, even in very high temperatures. VTG increases the 3.6-litre engine’s output from 420 to 480 horsepower by utilizing an advanced control algorithm and by better controlling the exhaust gas flow. Regardless of the engine speed, VTG directs the air in the appropriate direction and angle in relation to the adjustable turbine blades. The revolutionary design also increases the maximum torque from 415 to 460 lb/ft.

Design

Numerous changes have been made to the styling of this impressive sports car. Changes to the 2007 Porsche 911 Turbo’s front end include fog lights that are deep set and widely spaced, LED indicators that appear in the air inlets and cooling air inlets that are drawn very tightly.

The changes to the rear of the 911 Turbo include a tail that is 0.9 inches wider than the one found on the previous model. The wing spoiler slopes downward and has been restructured to fit the wider profile. It is designed to rise automatically as soon as the driver exceeds 120 km/h. Behind the doors, you will find redesigned large lateral air inlets. They do a better job of cooling air to the intercoolers thanks also to the new air ducts introduced in this particular model.

Speed

Porsches are known for their speedy performance, and the Porsche 911 Turbo is no exception. This sports vehicle can reach impressive speeds of 0 to 100 mph in a mere 7.8 seconds. Reaching 0 to 30 mph takes only 1.1 seconds which is an amazing feat. The standard 911 Turbo is incredibly fast and includes a six-speed manual transmission. However, you need to purchase the Tiptronic S five-speed automatic transmission option if you want to obtain maximum performance and soar past the 191-mph mark.

Sports Chrono Package

If you a true speed demon and are searching for an extra adrenaline rush, you may want to consider purchasing the extra sports chrono package. This option will allow drivers to gain a brief boost of power and speed once they engage the Sport button. The turbocharger boost pressure is increased when the vehicle is operating under full throttle and mid-range engine speeds. Specifically, the torque is increased by 45 lb/ft (60 Nm) to an impressive 505 lb/ft (680 Nm). Just imagine the fun you can have if you decide to overtake another vehicle and show others how this remarkable supercar can perform!

Images were reprinted with permissions from original author Chris Ostberg (AudiWorld.com)! Content was written by Tracy McCaskill for sport-cars.org only and you MAY NOT copy, distribute or use this page's content for any commercial or non-commerical purpose without written permission of this site owner and photos authors!

Porsche GT3

2008-04-04T22:38:00.001-07:00

Porsche’s new 2007 911 GT3 made its public debut at the Geneva Motor Show on February 28, 2006. The latest race-bred 911 sports coupe features a 415-horsepower naturally aspirated engine with an 8,400 rpm redline, an active suspension setup tuned for the track, and a mechanical limited-slip differential.

Serving as the homologation basis for Porsche’s 911 GT3 RSR racecar, the 911 GT3 provides enthusiasts with an uncompromising road car that can easily transition to weekend track-day outings. The 415-horsepower, 3.6-liter flat-Six engine produces a specific output of 115.3 horsepower-per-liter, among the highest of any naturally aspirated production car. The Boxer engine’s power peak is reached at 7,600 rpm, on the way to an 8,400 rpm redline -- 200 rpm beyond the previous GT3 model.

In addition to its high-revving characteristics, the Porsche GT3 engine’s performance has been fortified by careful attention to airflow rates. Changes to the variable intake system include a throttle valve enlarged from 76 to 82 millimeters, optimized cylinder heads, and a low-backpressure exhaust system.

To take advantage of the extended-rev characteristics of the engine, the 2007 911 GT3 features a revised six-speed manual transmission, with lower gear ratios for 2nd through 6th, as well as shortened shift-lever throws. A new change-up display, which illuminates the tachometer shortly before the relevant engine speed is reached, provides GT3 pilots with an additional signal to optimize shift timing.

The combination of a more powerful, higher-revving engine and shortened gear ratios produces impressive acceleration figures, allowing the 2007 911 GT3 to reach 60 mph from a standstill in 4.1 seconds, and 100 mph from a standing start in 8.7 seconds. The top test-track speed of the new 911 GT3 is 193 mph.

For the first time, the 911 GT3 boasts an active suspension. The standard Porsche Active Suspension Management (PASM) system offers two chassis in one: the basic configuration is similar to that of the previous model and is suitable for driving on alternating road surfaces. In Sport mode, the system provides even firmer damping, enabling more focused dynamics for the racetrack.

For the best possible transmission of engine power to the road, the GT3 is equipped with a comprehensive traction package, including new electronic Traction Control adapted from the Carrera GT, standard-equipment 19-inch sports tires, and a mechanical limited-slip differential. The new Traction Control setup features traction-slip and drag-torque control functions, allows the safe application of power under any driving conditions, and can be completely disabled if desired.

The 2007 Porsche 911 GT3 will be available in North America beginning in August 2006.

Saab 9-3 Review

2008-04-02T04:34:00.001-07:00

2008 Saab 9-3 Aero Convertible Shown

With so many entry-level luxury car choices from Germany, Japan and America, it's easy to overlook the Swedish Saab 9-3. But the truth is, the Saab 9-3 could be a great match for buyers looking for a spacious, safe and comfortable automobile with a proven safety record and a distinctly modern attitude.

Today's 9-3 lineup is the latest in Saab's long line of near-luxury cars dating back to the 1970s. Offered in a variety of body styles, with abundant cargo space and frugal, yet powerful, engines, it always has represented a competitively priced, character-laden alternative to the me-too near-luxury offerings from other manufacturers.

Though the unique and practical 9-3 hatchbacks were discontinued after the 2002 model year, the 9-3 family continues to be offered in multiple body styles: a four-door sedan, two-door convertible and four-door wagon, the latter called "SportCombi." All utilize small-displacement, turbocharged engines that extract big power while salvaging respectable fuel economy. Recent examples have been made available with V6s as a step up from one of Saab's traditionally lively four-cylinders. Furthermore, the Saab 9-3 tends to be priced aggressively, at least in sedan and wagon form. Convertible models have always been a bit less of a bargain.

Among the Saab 9-3's chief shortcomings are its lower performance thresholds and somewhat cut-rate interior in comparison with German and Japanese competitors. Still, it remains a good bet for near-luxury car shoppers seeking something different in a class of look-alikes.

Today's Saab 9-3 is sold in three body styles: sedan, SportCombi wagon and convertible. Sedan and SportCombi models feel spacious, with low floors, upright windows and seating for five, though three in the rear seat can be tight. Convertible models have a rear seat for two adults of small-to-average size. Cargo room in all models is generous.

All 9-3 models are front-wheel-drive only. The 2.0T trim is powered by a turbocharged 210-horsepower 2.0-liter four-cylinder engine mated to either a five-speed manual or five-speed automatic transmission. The Aero trim features a turbocharged, 250-hp 2.8-liter V6 mated to a six-speed manual or six-speed automatic transmission, and rides on a sport-tuned suspension. Torque steer, the sense of steering wheel tug during acceleration (a common complaint on high-powered front-wheel-drive cars), is present but manageable with both motors.

Inside, dramatic two-tone color schemes with lots of matte-black finishes create an intense, distinctly Scandinavian ambience. Longstanding Saab-isms such as a floor-mounted ignition switch and a "Night Panel" button that darkens all non-essential dashboard lights to reduce eye fatigue remain. However, dozens of radio and climate control buttons present a considerable ergonomic challenge.

One of Saab's strongest suits is safety. Thus, the 9-3 offers two-stage side seat-mounted airbags, curtain airbags on sedan and wagon models, whiplash-reducing head restraints, stability control, tire-pressure monitors and antilock brakes with Brake Assist.

Editorial reviews have praised the Saab 9-3 as one of the better-handling front-wheel-drive cars on the market, while taking note of its comfortable front seats and cavernous cargo areas, even in the convertible. Complaints focus on a sometimes harsh ride quality, turbo lag and a sense of quality far short of its German and Japanese competition.

Shoppers interested in a used Saab 9-3 should note that the vehicle has changed some since its 2003 debut. Originally, the vehicle was available in three trim levels. The base Linear and more luxurious Arc shared a turbocharged, 175-hp 2.0-liter four-cylinder engine and nearly identical styling. The Vector wore sportier clothes, rode lower and offered a 210-hp version of the same engine, which was also optional on the Arc. The 9-3 Convertible appeared in 2004, followed by the SportCombi wagon in 2006. In 2005, Vector models were renamed Aero.

In 2006, the base Linear trim level and its weak motor were dropped, while the Arc was renamed 2.0T and gained the 210-hp engine as standard. The Aero received the 2.8-liter turbocharged V6.

The original Saab 9-3 debuted in 1999. Less a new model than a new name, the 9-3 took over for its Saab 900 predecessor and featured a mildly upgraded interior and revised chassis turning. Other than that, this 9-3 was pretty much the same as the 1994-'98 years of the 900. It was available in three body styles: a two-door hatchback, a four-door hatchback and a convertible.

The first-generation 9-3 is considered one of the last true Saabs. Designed before General Motors took over Saab in 2000, the 9-3 possessed all the eccentricities and quirks that Saab-o-philes consider sacred: temperamental keyholes in the floor, rounded, jet-fighter-like wraparound windshields and bustle-back styling on the hatchbacks.

Early 9-3s were offered with lively turbocharged four-cylinder engines. In 1999, base models produced 185 hp, while next up the ladder were the SE models with 205 hp and 9-3 Viggen models with 230. By 2002, base models were dropped, leaving the SE as the entry-level 9-3.

The most extroverted of the original 9-3s was the convertible. One of the first convertibles to offer a completely one-touch power top, as well as the ability to open and close all four windows with one button, the Saab 9-3 convertible also boasted one of the largest trunks in its class and a generous amount of side glass for good outward vision.

First-generation 9-3s generally provide a decent amount of feature content and safety. Their body structures are built to last, but due to spotty assembly quality, their interiors may not be. Editors at the time couldn't overlook the original 9-3's numerous shortcomings, but nonetheless were smitten by the 9-3's charm and dare-to-be-different packaging. As long as a broken-in 9-3 isn't a broken 9-3, it could be a compelling used-car option -- just be prepared for the generally high maintenance and repair costs that come with owning a European import.

Saab 9-5 Review

2008-04-02T04:30:00.000-07:00

2008 Saab 9-5 Aero SportCombi Wagon Shown

The midsize Saab 9-5 is meant to appeal to buyers desiring a midsize entry-level luxury car with a strong theme of Swedish design. Through the years, the 9-5 has been available in several trim levels -- the high-performance Aero being the most familiar -- and in both sedan and wagon body styles.

Our editors initially thought pretty highly of the Saab 9-5 at its debut in 1999. But as the years have gone on, other manufacturers have redesigned their entry-level luxury cars for better performance and comfort and more advanced features. In an entry-luxury sedan comparison test conducted about five years ago, we ranked the 9-5 last in a group of six cars.

The Saab 9-5 has not been redesigned since its debut, though it did receive a recent update for the 2006 model year that included an exterior face-lift, a retuned suspension and a new control layout. However, we still find fault with the 9-5's choppy ride quality on uneven pavement and unrefined power delivery from its turbocharged, 2.3-liter engine. In addition, wind and road noise levels are higher than they should be in an entry-level sedan and wagon.

While the 9-5 SportCombi wagon is still a reasonable choice for family use or as an SUV alternative given its sizable cargo capacity, in general the 9-5 is outclassed by its competition when it comes to what's important: refined luxury and engaging performance.

Current Saab 9-5

The entry-level luxury Saab 9-5 midsize sedan and SportCombi wagon are available in a single trim level. A turbocharged 2.3-liter inline four-cylinder rated at 260 horsepower and 258 pound-feet of torque powers all 9-5s. A five-speed manual transmission is standard; optional is a five-speed automatic with Sport and Manual modes.

Although the standard equipment list includes most major luxury amenities, including heated leather seats, dual-zone automatic climate control and Harman Kardon sound, the Aero Package is a worthwhile upgrade. It fits the car with a sport-tuned suspension that improves the car's handling capabilities. All 9-5 models feature active head restraints and front-seat side-impact airbags (that protect both heads and torsos), antilock disc brakes and stability/traction control; unfortunately, the midsize Saab offers no airbag protection for rear-seat occupants.

Most drivers will find the Saab 9-5's seats exceptionally comfortable, especially those equipped with optional heating and ventilation. Materials quality could use improvement in some areas, but passenger room is excellent all around. A split-folding rear seat and nearly 16 cubic feet of trunk space give the 9-5 an added level of versatility; the SportCombi wagon supplies up to 73 cubic feet of cargo space for those with lots to carry.

Once the turbo kicks in, the 9-5 is sufficiently quick, although the four-cylinder's power delivery is not as refined as we'd like. Unlike most sport sedans and wagons, the Saab 9-5 actually works better with the automatic transmission, as its shorter gearing is better suited to the turbo's power band.

Recent chassis upgrades provide perceptively improved handling, and together with a relatively low curb weight, give the Saab 9-5 a nimble feel through the twisties. Competitors have sharper reflexes, though, and torque steer remains an issue under hard acceleration due to its front-wheel-drive layout. Ride quality is reasonably smooth, but still a little harsh over bumps.

Past Saab 9-5 models

The Saab 9-5 sedan debuted in 1999 as a replacement for the 9000. The 9-5 retained much of its predecessor's distinctive lines, but replaced the 9000's five-door hatchback design with a more traditional four-door sedan arrangement. The wagon variant followed a year later. In the beginning, the 9-5's lineup consisted of a base 9-5 model, an SE version packed with amenities and a performance-oriented Aero model.

The standard 2.3-liter turbo four-cylinder in the Saab 9-5 base models produced 185 hp (170 hp for '99) and was mated to a five-speed manual or optional four-speed automatic transmission. The 9-5 Aero versions featured a 230-horse, 2.3-liter turbo four with a manual transmission. Initially, the 9-5 SE could be powered by either the light-pressure 2.3-liter (170 hp) or a 200-hp, 3.0-liter turbo V6, but starting with the 2000 model year, all SEs had the V6 and the four-speed automatic.

Although it looked similar, the 2002 9-5 underwent extensive reworking. Three distinct models (Linear, Arc and Aero) now had their own style and equipment specs: The previous year's base model became the Linear and offered the 185-hp turbo four, while the SE became the luxury-oriented Arc and had the turbo V6. In addition, a new five-speed automatic was available across the line, and the 9-5 Aero got a power boost to 250 hp. Revisions to steering and suspension helped dynamic performance, while electronic stability control and adaptive front airbags further improved safety. From a used-vehicle purchasing standpoint, going with an '02 or newer Saab 9-5 is probably a good idea.

Detail changes carried through to 2004 when feature content was shuffled, the Linear model was made a wagon-only trim level and the Arc model dropped its 200-hp V6 in favor of a 220-hp turbo four. DVD-based navigation was added to the 2005 options list, and in 2006 Saab updated the exterior styling, revised the suspension and added a slight horsepower boost to the high-output 2.3-liter turbo four. Additionally, the wagon was renamed the SportCombi, and the familiar Linear, Arc and Aero trim levels went away in favor of a single model for both sedan and wagon. The former Aero model's sport-tuned suspension and laterally bolstered seats were shifted to an optional sport package.

Saleen S7

2008-04-02T04:08:00.000-07:00

Irvine, Calif.-based Saleen says its ludicrously fast S7 supercar is engineered with enough down-force (where scoops, spoilers and other aerodynamic devices channel air currents to force the car against the road) that it can literally drive upside down at 160 miles per hour.

Sounds fantastical and something only a Hot Wheels toy car could perform on a racing loop-the-loop set, but it's plausible: As long as the amount of down-force of a car traveling 160 mph exceeds gravity's pull, it can indeed drive upside down (theoretically).

We'd love to test this theory, but considering each hand-built S7 costs $555,000, the likelihood is slim.

Billed as the first American supercar, the S7 is one of the most extreme sports cars ever built. It debuted in 2002 and shook the performance-car market with its astounding speed, athleticism and price. With only about two dozen expected to be built in 2005 it's truly exotic.

Irvine, Calif.-based Saleen, founded in 1983 by former racecar driver Steve Saleen, specializes in modifying Ford Mustangs, besides building the S7. The firm offers both racing and street-oriented parts a la carte, or as complete packages (for the Ford Mustang and Focus).

Far from a fly-by-night shop, Saleen's considerable expertise is highly regarded. Ford Motor recognizes this by selling certain Saleen modifications and packages through select Ford dealerships.

While few, if any, changes are expected for the 2006 model, the S7 received a significant power boost in 2005 — from an astonishing 575 horsepower and 570 pound-feet of torque to a mind-blowing 750 hp and 700 lb.-ft. of torque. Now, even the cartoonishly potent Mercedes-Benz SLR McLaren and Porsche Carrera GT seem underpowered (617 hp and 612 hp respectively).

The S7 sprints to 60 mph in 2.8 seconds and hits 100 mph in just 6 secs. — which is faster than most cars can accelerate to 60 mph. It has a top speed in excess of 200 mph.

The massive power boost (a 200-hp bump) comes from adding two turbo chargers to the 7.0-liter Ford V8 engine, used since the car's 2002 inception mounted in front of the rear axle (a mid-engine layout). Back then, it made 550 hp.

In 2004, the engine was revised to generate 575 hp and massaged, along with the six-speed manual transmission, to make the car more drivable at legal speeds (high-powered engines in super cars can be rough at lower speeds because they're tuned to perform optimally at high speeds).

The S7's relatively light weight (2,950 lbs.) helps it achieve such insane acceleration and speed. It's built on a steel space frame with honeycomb composite panels employing aluminum and carbon fiber in certain areas. Exterior panels are carbon fiber, which tends to be lighter, stiffer and more expensive than steel.

Wide, long and low with lots of scoops and vents, the S7 looks more like a race car than a street car and has a racetrack-ready suspension (unequal-length double wishbone setup with aluminum shock absorbers). Massive brakes the diameter of some car's wheels (15 inches front, 14 inches rear) enable the S7 to reach a complete stop from 100 mph in just 11.2 seconds. By comparison, the high-clout Lamborghini Murcielago takes 14.2 seconds.

The car rides on 19-inch front wheels and 20-inch rear wheels.

A testament to its superb engineering, a racing only version of the S7, called the S7R, has won nearly 40 races around the world in the last few years and set a new track record at the 24 Hours of Le Mans.

The race-inspired cockpit features snug sport seats and large instrument dials. Adjustable pedals and a tilting/telescoping steering wheel facilitate a comfortable driving position. Like most exotic sports cars, the interior can feel cramped and hard to get into, even though the doors swing up and out of the way.

A long list of standard features includes a DVD player, television reception, a rearview video monitor to compensate for the slit of a back window and custom-fitted luggage. Curiously, at over half a million dollars, a navigation system and polished wheels are optional.

The S7 is sold through Saleen-certified Ford dealers and other dealerships that specialize in exotic motorcars.

Saturn Sky Review

2008-03-30T23:02:00.000-07:00

2008 Saturn Sky Convertible

The new Saturn Sky brings some welcome warmth and interest to the Saturn brand after years of lackluster products. The Sky, and its more spirited Sky Red Line sibling, are the division's first convertibles. As exciting additions, they're sure to turn lots of heads and rev up Saturn's model lineup.

A two-seat rear-drive roadster with a manually operated convertible top, the Saturn Sky rides on a corporate GM platform using advanced, stiff hydroformed longitudinal rails inspired by the Chevrolet Corvette. This helps make the Sky a fun roadster to drive -- even the base model has big 18-inch tires and wheels for a high level of grip, and the 177-horsepower 2.4-liter engine offers enough oomph at speed to tickle your senses. The turbocharged Sky Red Line, with its 260-horsepower engine and stiffer suspension tuning, is a screaming performance value -- Saturn claims zero to 60 mph in just 5.5 seconds.

While the Saturn Sky does offer a lot of bang for the buck, it unfortunately comes with a lack of refinement as well. In reviews, we've found that the car's throttle response can be slow off the mark, and its steering can be a bit numb at times. Also be advised that the trunk is really more of a "trunkette" -- especially with the top down -- and the interior is a somewhat tight tangle of awkward ergonomics for larger drivers that also lacks sufficient storage space.

Some other competitors boast a higher level of quality and a more interactive driving experience for a higher price, but the Saturn Sky is certainly a head-turner and one of the most exciting roadsters in a long time -- no doubt pleasing dedicated Saturn fans and others seeking an expressive, lightweight convertible with sharp styling and everyday comfort for a relatively low price.

The Saturn Sky is a compact two-seat convertible with two trim levels: base and Red Line. Standard equipment includes the expected powered accessories, air-conditioning, a manual cloth top, 18-inch wheels and a six-speaker CD audio system. An MP3/satellite radio upgrade is available, as is a Premium Trim package with leather trim, steering wheel audio controls and flashy metallic sill plates and pedals. The hot-rod Red Line model is similarly equipped but also has unique interior and exterior accents, a sport-tuned suspension with performance tires, and a limited-slip rear differential and stability control for max traction.

The standard Saturn Sky roadster comes with a modest 2.4-liter, inline four-cylinder Ecotec engine developing 177 hp and 166 pound-feet of torque; the Sky Red Line features a torque-rich 2.0-liter version of the power plant with a turbocharger, direct injection, variable valve timing and 260 horsepower. Both transmit their power through a standard five-speed manual transmission or an optional five-speed automatic to the delight of commuters.

Inside, a wraparound dash and high door sills surround the driver. The transmission tunnel is unusually wide, which can put the squeeze on super-sized occupants. When it comes time to drop the top, we've found the Sky's operation a bit fussy. Lowering it requires the driver to turn a windshield latch, pop the rear deck lid with a button inside the glovebox, then get out of the car and manually fold the top down into its well before securing the rear deck lid. Although not difficult, it can be tedious.

Most drivers will find the Sky's substantial lateral grip and quick steering enjoyable enough to make it a fun and engaging choice. Ride quality is quite acceptable for normal daily use, and the Saturn Sky is among the best highway cruisers in its class. The base 2.4-liter engine is only adequate in terms of acceleration and refinement, but thankfully the Red Line is a far more serious performance machine. Our editors note that it's impressively quick in a straight line, but more serious drivers may find the somewhat numb steering and imprecise throttle prevents them from feeling truly connected when driving hard on curving, twisty roads.

Overall, the drop-top Sky is still generally fun to drive and easy to live with. And with an alluring, eye-catching shape and available high-performance Red Line variant, the Saturn Sky provides a lot of bang for the buck for new compact convertible shoppers.

Saturn ION Review

2008-03-30T22:57:00.000-07:00

2007 Saturn ION 2 Coupe

The Saturn Ion is the brand's entry-level car. Aimed at younger buyers, it has edgy styling and design features and a strong 2.2-liter engine. Over the past few years, Saturn has gone through a brand restructuring by moving more upscale in appearance and price. It has announced that it will eliminate the Ion after only one generation, replacing it with a new compact car based on the Opel Astra, which General Motors currently offers in Europe.

The front-wheel-drive Saturn Ion comes in two body styles: a four-door sedan and the "Quad Coupe." The Quad Coupe is styled like a two-door coupe but actually has two rearward-opening doors similar in style to an extended-cab pickup. For each body style there are two primary trim levels: a base 2 and 3.

Both trims come standard with a 145-horsepower 2.2-liter four-cylinder engine. The Ion 3 sedan also has an optional 2.4-liter four-cylinder with variable valve timing, which is good for 175 hp. It is part of an Enhanced Performance Package -- only available with the Ion 3 -- and also includes antilock brakes, traction control and a sport-tuned suspension. A five-speed manual transmission comes standard on these main trims, and a four-speed automatic is available as an option.

There is an additional performance trim for the Quad Coupe called the Saturn Ion Red Line. It's powered by a supercharged 2.0-liter four-cylinder engine, which bumps power up to 205 hp. The Ion Red Line comes exclusively with a close-ratio five-speed manual transmission, 17-inch wheels, upgraded disc brakes and a track-tuned suspension package.

Saturn has been improving the Ion since its introduction and what was once a cheap-looking interior has evolved quite a bit. It's still nowhere near class-leading in style or comfort, but at least it's now competitive. This is particularly important, as more and more manufacturers are offering premium-looking interiors in their economy cars.

There is plenty of cargo room in all trims. The front passenger seat folds down flat, and trunk space is among the largest in the segment. The Ion 2 trim comes pretty bare-bones, without standard air-conditioning or power mirrors and windows. You have to step up to the Ion 3 for these features, as well as 16-inch wheels and tires, cruise control and an upgraded CD/MP3 audio system.

In road tests and comparison tests, our reviewers found the Saturn Ion to be among the lower performers in the entry sedan and coupe classes. Despite the strong engine, the Ion lacks liveliness, and overall performance can be classified as conservative at best. The steering is overly heavy. Even with the recent interior improvements, the seats could be more comfortable and offer more support.

Although the Saturn Ion is still in its first generation, there have already been several major changes to the model lineup. The Ion launched in 2003 as a replacement for the now-defunct S-Series. Originally, there was a stripped-down Ion 1 sedan trim level, as well as a continuously variable automatic transmission (CVT) option. The Ion 1 was dropped in 2006 (the same year Saturn added the 170-hp 2.4-liter engine option) and the CVT was dropped in 2005.

The company has also been vigilant about making minor improvements to the quality of the ride, such as better fitting of interior pieces (thus reducing rattling), so we suggest that interested used-vehicle buyers should try to get the most recent model year available that fits their budget.

Scion tC Review

2008-03-29T04:54:00.000-07:00

2008 Scion tC Hatchback

Few cars in the under-$20,000 segment promise as much style and fun as the Scion tC. This compact sport coupe has a long list of standard equipment and a low price that undercuts the competition by thousands. And as part of Scion's mission to appeal to younger buyers, the tC can also be customized to a considerable degree with additional options. Whether you like it stock or modified, the Scion tC is a worthy choice for an affordable coupe.

The tC debuted for the 2005 model year as the latest addition to the Scion brand. Those unfamiliar with Scion's short history might be surprised to learn that it was created by Toyota as a means of attracting more youthful buyers. This means that one can assume with fair confidence that the parent company's reputation for building reliable and durable cars also applies to the tC.

Although the Scion tC is classified as a compact car, its relatively long wheelbase provides more than ample legroom, especially for those riding in the back. Long doors and sliding seats on both sides make entry and exit relatively easy, and rear passengers will also enjoy the split seat backs that can individually recline up to 45 degrees. The tC's cabin has an upscale look and feel thanks to high-quality materials and metallic-look trim pieces. An elegant "waterfall"-style center stack flows into the center console.

The tC's hatchback design allows extra flexibility when it comes time for carrying cargo. By folding down the rear seats, the tC has nearly as much cargo volume as a compact SUV. The tC's passenger-side front seat also folds down flat, which provides the opportunity to load up long items such as snowboards or surfboards.

Like other Scion models, the tC sport coupe comes in one trim level and is chock-full of unexpected features such as 17-inch alloy wheels, one-touch power windows, a large sunroof, cruise control, air conditioning, steering-wheel-mounted audio controls, keyless entry, mirror-mounted turn signal lights and a satellite radio-ready Pioneer sound system with CD player and mini-jack port. Four-wheel antilock disc brakes are also standard.

A considerable number of optional features and accessories (from the factory or dealer-installed) are also available on the Scion coupe. Highlights include interior and exterior styling mods, a front-seat side and head curtain airbag package, 18-inch wheels, premium audio system upgrades and Toyota Racing Development (TRD) performance parts. Power for this front-drive sport coupe comes from a 2.4-liter inline four-cylinder engine. It's capable of 160 horsepower and 163 pound-feet of torque. A five-speed manual gearbox is standard, with a four-speed automatic available as an option.

In Scion tC reviews, our editors have commented that the car is enjoyable to drive. Although its acceleration figures aren't stunning, the tC is quick enough for typical urban use. The sport-tuned independent suspension and wide tires also make the compact car fun to pilot on twisty roads. In posted consumer commentary, owners frequently praise the car's long list of standard features, sunroof and value for the money. Complaints are few but typically mention the car's large blind spots, easily scratched or chipped exterior paint and the engine's high rpm at cruising speed.

Subaru Impreza Review

2008-03-26T20:45:00.001-07:00

2008 Subaru Impreza 2.5i Sedan

In the small car segment, the Subaru Impreza is often overshadowed by more popular nameplates. There are two primary reasons behind this: the Impreza's higher-than-average pricing and a lack of brand awareness regarding Subaru vehicles. But for the right kind of buyer, especially one seeking driving excitement, the Subaru Impreza can be an excellent choice among compact cars.

The Impreza's performance edge comes from its distinctive powertrain, as this model has always been available with all-wheel drive. It provides extra traction in slippery conditions and, on higher-horsepower models, works in combination with the Impreza's well-sorted chassis to provide excellent handling. For power, the Impreza has always been equipped with its unusual horizontally opposed four-cylinder engine.

The Impreza's most recent, third-generation model is larger and more refined than its predecessors. It should appeal to a wider audience, but it's not as fun to drive as the previous model. As a used vehicle, the second-generation Impreza is an excellent choice; the turbocharged Subaru Impreza WRX, in particular, provides exceptional bang for the buck. Earlier Imprezas are rather unremarkable, although Subaru made enough improvements during that first generation's run that the latter-year cars are a decent choice for a small car.

Current Subaru Impreza

The Subaru Impreza has been fully redesigned for the 2008 model year. It's offered as a sedan or four-door hatchback. The latter essentially replaces the former wagon and has more of a European flavor to its design. But overall, the styling for this Impreza is not as dramatic as on past generations.

There are two basic trim levels: 2.5i and WRX. The 2.5i models have a horizontally opposed 2.5-liter four-cylinder engine. It's rated at 170 horsepower and 170 pound-feet of torque. Impreza WRX models receive a turbocharged version of that engine; it produces 224 hp and 226 lb-ft of torque. Both engines send their power to all four wheels through either a five-speed manual transmission or four-speed automatic with manual shift control.

Subaru doesn't equip base 2.5i levels with much equipment; most examples on dealer lots will be fitted with desirable optional equipment. The WRX comes with most of the Impreza's options as standard and has specialized wheels, tires and suspension tuning for increased handling ability. There's also an Impreza Outback Sport; offered as a hatchback only, it has a slightly raised suspension for better ground clearance and a two-tone exterior paint scheme.

In reviews, we've found that this Subaru Impreza provides enjoyable levels of performance. Thanks to all-wheel drive, there's plenty of traction, particularly in wet-weather conditions. Though acceleration of the 2.5i model is adequate, most people will be happier with the WRX. Lacking, however, is the fun-to-drive spirit of earlier Imprezas. The suspension tuning is softer and the car is less eager to corner aggressively. As such, competing performance models might be a better choice for driving enthusiasts.

Past Subaru Imprezas

The previous Subaru Impreza was sold from 2002-'07. It was available as a five-passenger sedan or a wagon. Mechanically, the two body styles were similar. At its debut, this Impreza was sold in the following trim levels: 2.5 RS sedan, WRX sedan and wagon, 2.5 TS Sport Wagon and Outback Sport wagon.

Powering non-WRX models was a 2.5-liter engine making 165 hp. The WRX had a turbocharged 2.0-liter engine making 227 hp. Transmission choices included a five-speed manual or four-speed automatic. Imprezas of this period were reasonably well equipped, with the most features and performance-oriented hardware coming on the WRX.

Though all years of this Impreza are highly regarded, there are some changes to be aware of. Models made for 2004 and later benefited from a variety of feature updates including revised front-end styling, updated suspension components for a better ride quality and more convenience features. In 2006, Subaru updated the Impreza's front styling again and introduced updated engines. The renamed 2.5i trim levels came with 173 hp, while the WRX sedan and wagon gained a turbocharged 2.5-liter engine producing 230 hp.

From 2004-'07, Subaru also sold the ultra-high-performance Impreza STi. This special variant of the sedan came with a 300-hp version of the 2.5-liter turbo engine, a six-speed manual transmission, an even stiffer suspension and powerful Brembo brakes. It also had exclusive features like a driver-adjustable center differential and a water sprayer for the intercooler.

At the time, we found the second-generation Subaru Impreza to be one of the best performance cars available for the money. Though lacking the most up-to-date features and suffering from an increasingly dated interior design, this generation had a fun-to-drive personality that kept it competitive with more modern performance hatchbacks and sedans. The STI, meanwhile, was capable of out-accelerating and out-handling many dedicated sport coupes of the time.

Considering the glorious halo associated with this second generation, it might be somewhat surprising to learn that the Subaru Impreza had a rather meek American debut in 1993. The first-generation model was available as a sedan or wagon and came equipped with a 1.8-liter flat-4 good for just 110 hp. All-wheel drive was optional, not standard. There were three trim levels: base, L and LS. The LS (later renamed LX) came with more equipment, including a standard four-speed automatic transmission and antilock brakes.

Subaru made its first major changes to this generation in 1995. Additions included a two-door coupe model, the Outback wagon and a larger 135-hp 2.2-liter engine option. The larger engine was available only with a four-speed automatic, however. This situation was rectified in '96 when the five-speed manual became available for the 2.2-liter. That year Subaru also made the larger engine standard on all trims, except the low-budget Brighton coupe.

The first-generation Subaru Impreza continued to improve in its later years. In 1997, Subaru brought out an improved Outback model, increased the power output of the 2.2-liter, made AWD standard and dropped the LX trim. A year later, the desirable Impreza 2.5 RS debuted. Though not as powerful as the turbocharged WRX versions that Subaru was selling in other parts of the world, the coupe-only 2.5 RS came with a 165-hp 2.5-liter engine, a sport-tuned suspension, a non-functional hood scoop and 16-inch wheels. It also tied in nicely to the Impreza's success in the World Rally Championship during this time. No more significant changes were made to the Impreza, though a 2.5 RS sedan did arrive for 2000.

Subaru Legacy Review

2008-03-26T20:43:00.000-07:00

2008 Subaru Legacy 3.0R Sedan Shown

Introduced almost two decades ago, the Subaru Legacy is the company's longest-running nameplate in the U.S. Thanks to its all-wheel drive, the Legacy is often selected as a winter-beating alternative in the midsize sedan or wagon segment. It's also been highly regarded by Edmunds.com editors and has won two Edmunds.com Editors' Most Wanted^SM awards.

There have been four generations of the Subaru Legacy. For the current model, Subaru revamped the vehicle and its image by adding power and moving it more upscale with a slicker profile and premium standard features. The most significant change was the addition of the WRX STI's turbocharged engine, which slots the powerful Legacy GT into a category that's typically occupied by European cars.

Current Subaru Legacy

With the current model, the Subaru Legacy has really come into its own, claiming the role of Subaru's premium sedan. True, it's not a groundbreaking design, and it even bears some of the quirks that have come to characterize Subaru, such as a chunky hood scoop. But the Legacy does possess a more metropolitan character than in generations past. The interior materials are excellent, and style, fit and finish are competitive with more expensive European marques.

The Subaru Legacy comes in two body styles — sedan and wagon — which share four trim levels: 2.5i, Limited, Special Edition and GT Limited. Both body styles are quite functional with 60/40-split folding rear seats and plenty of storage compartments. However, the rear seats are on the tight side compared to more spacious midsize rivals.

Powering the 2.5i, Limited and Special Edition trim levels is a 175-horsepower 2.5-liter horizontally opposed four-cylinder engine. The sportier GT Limited trim gets an exciting turbocharged 2.5-liter four-cylinder good for 243 hp. The Legacy sedan also comes in a high-performance trim, called the 2.5 GT Limited spec.B. It adds a firmer suspension, 18-inch wheels and a six-speed manual transmission. As with all Subaru vehicles, AWD is standard across all models.

In road tests, our editors found the Subaru Legacy to be both sporty and comfortable -- a challenging combination for manufacturers to master. The steering is perfectly weighted. The ride is quiet. The 2.5-liter engine provides adequate power, but the Legacy GT (and its turbocharged engine) is truly a fun car to drive hard. The one glaring bit of criticism has been the GT Limited's automatic transmission, which seems to be ill-suited for the vehicle's turbocharged engine.

Past Subaru Legacy Models

The previous, third-generation Subaru Legacy was more of a rugged all-weather performer than the current model. Sold from 2000-'04, it launched with three primary trim levels: base L, sporty GT and premium GT Limited. A Brighton value trim was also included in the 2000 lineup for the wagon, but was removed the following year.

Although it was a bit lacking in refinement, the previous Legacy was well stocked with standard features, including AWD. All trims came with a smooth and responsive 165-hp 2.5-liter four-cylinder engine. A five-speed manual transmission was standard and a four-speed automatic was optional. In 2003, Subaru moved the L trim upscale and added the L Special Edition trim, which was renamed the 35th Anniversary Edition a year later.

Value-minded buyers looking for an all-weather vehicle might take a look at the second-generation Legacy. Sold from 1995-'99, it was best known for spawning the Outback wagon, a rugged SUV alternative that came with standard AWD. The model's one weak link was its anemic 135-hp 2.2-liter four-cylinder engine, which many people felt was a downgrade from the 160-hp turbocharged 2.2-liter four-cylinder that was available in the first generation's Sport Turbo trim (sold from 1991-'94).

Tesla Roadster

2008-03-26T20:30:00.000-07:00

The first performance electric car manufactured by Tesla Motors, the high-performance, zero-emissions Tesla Roadster, was unveiled before a throng of well-wishers, car buffs, and potential customers Wednesday evening during Tesla’s “Signature One Hundred” event at Barker Hangar.

More than 350 invited guests spent the evening learning about the new sports car, speaking with Tesla Motors executives, and going for rides along the tarmac at the Santa Monica Airport, adjacent to the event. Many signed up to be among the first to take delivery of the Tesla Roadster, becoming Signature One Hundred Members.

Celebrities in attendance included actor Ed Begley Jr., producer Richard Donner, businessman Michael Eisner, PayPal founder (and Tesla Motors Chairman) Elon Musk, Participant Productions’ Founder and CEO Jeff Skoll, also of eBay fame, and producer and car collector Joel Silver. California Governor Arnold Schwarzenegger stopped by prior to the evening’s activities to learn more about Tesla Motors and the Roadster.

“We’re thrilled to have the support of top people from so many different industries,” said Martin Eberhard, CEO of Tesla Motors. “High-tech, CleanTech, entertainment, automotive, you name it. It’s gratifying to have others realize the significance or what Tesla Motors is doing.”

The electric-powered Tesla Roadster boasts a top speed of more than 130 mph and a range of 250 miles on a single charge, a combination heretofore unseen in a mass-produced electric vehicle. Its extended range is due to its state-of-the-art lithium-ion Energy Storage System. The Tesla Roadster is capable of accelerating from 0-60 mph in about four seconds.

“The Tesla Roadster delivers sports car performance without using any gasoline,” said Eberhard. “This is what we hoped to achieve when we started the company three years ago, to build a car with zero emissions that people would love to drive.”

Using a unique two-speed manual transmission, the Tesla Roadster’s power comes from a 3-phase, 4-pole AC induction motor coupled with the Power Electronics Module (PEM) which provides multiple functionality of inverting direct current to 3-phase alternating current, the charging system, and the regenerative braking system.

The Roadster’s Energy Storage System (ESS) provides power to the entire vehicle, including the motor. Its durable, tamper-resistant enclosure includes: 6,831 lithium-ion cells; a network of microprocessors for maintaining charge balance and temperature among the batteries; a cooling system; and an independent safety system designed to disconnect power outside the enclosure under a variety of detectable safety situations.

The Tesla Roadster comes complete with its Electric Vehicle Service Equipment (EVSE), a home-based charging system. An optional mobile charging kit, for re-charging while away from the EVSE, also features this automatic disconnect system. Charging the Tesla Roadster takes approximately 3.5 hours.

The Tesla Roadster is capable of driving up to 250 miles (EPA Highway) on a single charge, a range roughly triple that of previous mass-produced electric vehicles, like General Motors’ EV1.

“It didn’t make sense to sell a car that couldn’t go 90 miles on a charge. You’d spend more time charging the old EVs than driving them,” said Eberhard. “Lithium-ion technology, which has been proven in many different applications, has allowed us to achieve exactly what we thought it would in terms of power, range and efficiency.”

The body design of the Tesla Roadster, which included a collaborative effort by the company’s employees, has been headed by Barney Hatt, Principal Designer at the Lotus Design Studio in England. The result is a sleek, stylish sports car that will appeal to enthusiasts and environmentalists the world over.

Tesla designers and engineers have gone to great lengths to ensure that not only is the Tesla Roadster safe to drive, but also when charging the performance electric car, at home or on the road. Their goal is to not only meet, but to surpass the rigorous standards of the Federal Motor Vehicle Safety Standards, or FMVSS, as implemented by the National Highway Traffic Safety Administration (NHTSA).

Tesla co-founders Eberhard and Marc Tarpenning, who serves as Vice President, Engineering, have brought together a team of automotive industry veterans plus Silicon Valley electronics and Internet engineers to bring the Tesla Roadster to life.

Research and Development for Tesla Motors is based at the Corporate Headquarters in San Carlos, Calif. Engines are manufactured at Tesla’s facility in Taiwan, and assembly takes place at Tesla’s plant in England

Volkswagen GTI Review

2008-03-25T19:50:00.000-07:00

2008 Volkswagen GTI 2 Door Hatchback

The Volkswagen GTI is one of the best-known budget performance cars sold in America. For more than 20 years, Volkswagen has been taking its entry-level, economy car-based two-door hatchback model and turning it into a GTI by adding a more powerful engine and brakes, a sport-tuned suspension, and special interior and exterior trim pieces. The result is a practical car that's also fun to drive and desirable.

The original Volkswagen Rabbit GTI stormed onto American shores for 1983 and has been frequently credited for creating the niche-oriented "hot hatchback" market segment. Though many of the original GTI's specs don't seem particularly great by modern standards (its 1.8-liter engine made just 90 horsepower, for instance), it was a lightweight and agile revelation for many consumers used to bulky and underperforming American sport coupes.

Since then, there have been four more generations of Golf- or Rabbit-based VW GTIs, and some have been more highly regarded than others. The latest model is the most powerful GTI yet and could be considered a minor return to glory for the nameplate. Shoppers interested in a used GTI will likely want to do some research in order to determine which model year is best suited for them.

The latest Volkswagen GTI was introduced midway through the 2006 model year. The platform on which it's based is representative of the fifth-generation Golf, which has been renamed the Rabbit for the U.S. market. Highlighted improvements for this generation include a stiffer body structure, a fully independent suspension and new features such as xenon headlights and an available navigation system. The GTI is available only as a two-door hatchback in one trim level.

VW makes many modifications to the GTI to improve its performance and distinctiveness compared to other Golf models. For power, it has a turbocharged, 2.0-liter four-cylinder engine called the 2.0T that's capable of 200 hp. A six-speed manual transmission is standard and sends power to the front wheels. A sequentially shifting six-speed Direct Shift Gearbox (DSG) transmission is optional.

In Volkswagen GTI reviews, this hatchback has earned favorable commentary for its powerful and flexible engine, comfortable seating, upscale interior design and everyday versatility. Downsides include handling abilities that aren't quite as sharp as some competitors' and a price that elevates quickly when options are added.

Consumers interested in earlier GTI models will have plenty of choices. On used-car lots, the fourth-generation GTI, which was produced for the 1999-2006 model years, will be the most frequent. Buyers should be aware that VW frequently overlaps its generational models for the GTI -- for example, both the fourth- and fifth-gen GTIs were sold for the 2006 model year.

The fourth-generation VW GTI debuted in two trim levels -- GLS and GLX. The GLS has a 115-hp 2.0-liter engine and could be had with either a manual or automatic transmission. The GLX came with a 174-hp, 2.8-liter six-cylinder "VR6" and a manual transmission only. The following year, VW replaced the 2.0-liter engine in the GLS with a much more sporting 1.8-liter engine called the 1.8T. Turbocharged, this one produced 150 hp.

In general, this GTI was less sporting than other competing models of its time. This was especially true in terms of reflexes and handling, as the car had a relatively unsophisticated suspension and a somewhat hefty curb weight. It did counter with a high-quality interior and enhanced versatility, however.

For shoppers, GTIs for model years 2002 and newer would be preferable as they had more standard equipment and more power (180 hp for the 1.8T and 200 hp for the VR6). VW also offered a few special models for this generation -- the 2002 GTI 337, the similar 20th-anniversary 2003 GTI, and the rare GTI R32 that had all-wheel-drive and a 240-hp 3.2-liter V6.

The third-gen Volkswagen GTI was available from 1994-'99. For the most part, this model is not as desirable as other generations due to its selection of engines. Though again a two-door hatchback based on the Golf, it debuted with the uninspiring 2.0-liter engine only. Only in 1995 did the VR6 engine (172 hp) finally enter production alongside the 2.0-liter.

The early 1990s GTI was part of the car's second generation. Cars from this period had two versions of a 2.0-liter engine -- the more desirable was a 16-valve version producing 131 hp. Though this car did not quite produce as much excitement as the original Rabbit GTI, it outperformed it in many ways and could be considered the last of the nimble GTIs before VW started focusing more on comfort and features.

Volkswagen R32 Review

2008-03-25T19:49:00.000-07:00

2008 Volkswagen R32 Hatchback

Introduction

What would you get if an early '80s Audi Quattro coupe and the current VW GTI found themselves on a deserted island with an endless loop of Barry White's Greatest Hits playing? Well, glossing over that whole icky age-difference part, you'd likely end up with a spawn that resembles the 2008 Volkswagen R32.

That first Audi Quattro coupe packed a powerful turbocharged five-cylinder engine and all-wheel drive, offering enthusiasts who had to deal with snow and slush a performance car they could drive all year round. Carrying that spirit on today, the Volkswagen R32 is similar to today's GTI but offers two things that hot hatch doesn't -- a ripping V6 engine and all-wheel drive.

The latest model is a follow-up on the limited-production, Golf-based R32 that VW sold in the United States a few years ago. Of course, with the R32 being a compact sporty car with a muscular engine and all-wheel traction, everybody will want to compare it to the forthcoming redesigned Subaru WRX STI and Mitsubishi Lancer Evolution. That's not exactly apples to apples, however, as the R32 is more a fast, comfortable GT than a rip-roaring, apex-attacking super compact.

Yes, the Evo will leave the R32 behind on a tight twisty road and will outgun it in a stoplight sprint. But the Vee-Dub is still plenty quick enough (zero to 60 in 6.5 seconds, says Volkswagen), handles better than most drivers will ever need and would make a much better daily driver and road trip companion thanks to its smoother, quieter ride. The R32 is also more mature, as this performance car does without the gaping air intakes and wing-and-spoiler bonanza. It also has a nicer interior that gives off a neatly tailored European vibe typical of the brand.

Priced at more than $30,000, the 2008 Volkswagen R32 occupies a niche in the hot-hatch segment. It's more expensive than natural competitors and lacks the performance one can get from the Evo or Ford Mustang GT. But this super-sporty Vee-Dub's appeal lies outside the norm. With only 5,000 bound for American shores, the R32 is rare and holds obvious appeal to VW fans, making it a worthy über-GTI. Heck, maybe even the dearly departed Barry White would want to own one.

Body Styles, Trim Levels, and Options

The 2008 Volkswagen R32 comes as a two-door hatchback in a single, fully loaded trim level. Highlights of the standard features list include a unique aluminum grille, xenon headlights, 18-inch alloy wheels, center-mounted dual exhaust, power sunroof, leather upholstery, heated front sport seats with power lumbar support, full power accessories, dual-zone automatic climate control, premium sound system with six-CD changer and satellite radio.

There is but a pair of options: all-season tires in place of the standard performance rubber and a navigation system. Opting for the latter adds an iPod adapter to the sound system but takes away the CD changer.

Powertrains and Performance

A 3.2-liter V6 (hence the "32" in the car's name) with 250 hp and 236 pound-feet of torque powers the R32. It's paired with a dual-clutch sequential automanual gearbox ("DSG") that sends the power to all four wheels via Volkswagen's 4Motion all-wheel-drive system. The V6 provides a broad power spread and a hearty exhaust note, while the DSG snaps off shifts as soon as you flick the wheel-mounted paddles. Left to shift on its own, it works just fine, but selecting the "Sport" setting results in it downshifting (often with a "clunk") when it's really not needed.

Performance estimates put the 0-60-mph sprint at an estimated 6.5 seconds, which is respectable considering the R32's rather portly (3,500-pound) mass. Passing maneuvers and high-speed cruising are effortless and relatively hushed, a result of the car's autobahn pedigree. Fuel economy is estimated at 18 mpg city and 23 mpg highway.

Safety

Antilock disc brakes, stability control, front side airbags and side-curtain airbags are all standard. Though no crash tests have been done on the R32, those done by the Insurance Institute for Highway Safety on the Volkswagen Rabbit (on which the R32 is based) yielded strong scores. In that agency's frontal offset and side impact testing, the Rabbit scored "Good" (the highest possible) for both tests.

Interior Design and Special Features

The R32's sport seats, borrowed from the GTI, grip well without forcing you to climb into them. Scrutinize the well-appointed cabin and it's obvious that VW is related to Audi, given the tight fit and finish, and high materials quality. Burnished metallic accents spice up the cockpit and a flat-bottom steering wheel furthers the sporty feel. Controls and displays are easy to see and use. A roomy rear seat offers decent room for a pair of adults and when flipped down, opens up a massive 43 cubic feet of cargo space.

Driving Impressions

When pressed on a serpentine road, the 2008 Volkswagen R32 is capable, but not as nimble as more sharply focused sport compact cars. With the grip of all-wheel drive and communicative steering that's not calibrated to go-kart spec quickness, the R32 is fairly forgiving when pushed hard, tending toward understeer that diminishes as speed is scrubbed off.

The R32 feels more comfortable when the hairpins turn into sweeping bends. It rolls a little, settles in midcorner and sticks without needing any steering adjustment. Road feel is excellent for an electrically assisted steering system, and the thick rim of the steering wheel provides a satisfying connection between the driver's hands and the hardware.

Thanks to its supple suspension, the R32 feels as at home while cruising on straight roads as it does blasting through canyons. That effortless freeway running character, along with its roomy, quiet cabin and supportive seats make this performance car a great choice for road trippers.

source : www.edmunds.com

Volvo C30

2008-03-24T21:52:00.001-07:00

2008 Volvo C30 T5 Version 2.0 Hatchback Shown

The Volvo C30 may seem like a drastic departure for the Swedish automaker famous for sedans and wagons shaped like big blocks of cheddar, but in reality, it's not without significant family ties. Two-door hatchbacks are certainly not what people think of when Volvo enters a conversation, and true enough, the company hasn't sold one in North America since the 1800ES coupe of the 1970s. But there's a missing link in the C30's design evolution, a car intended for American roads but ultimately never brought over here: the Volvo 480. Sold in Europe from 1986-'95, this hatchback reveals a bit more of the family genes.

Like the 1800ES and 480, the Volvo C30 is a small two-door coupe with a large glass hatchback that provides a very distinctive look and abundant rear visibility. Like the 480, the C30 features four bucket seats, front-wheel drive, a turbocharged engine and handling that's sporty but not quite at hot-hatch standards. While it's unknown how Americans' general distaste for hatchbacks will influence the C30's success, at least we will be given the chance to experience this entry-level Volvo that's actually pretty cool.

Current Volvo C30

The Volvo C30 is a two-door hatchback that seats four people. It is available in two software-inspired trim levels: Version 1.0 and Version 2.0. Standard equipment includes 17-inch wheels, a 50/50-split rear seat, full power accessories, a tilt/telescoping leather-wrapped steering wheel, a CD audio system and the full docket of Volvo's safety systems. The 2.0 adds 18-inch wheels, a sport body kit, a Dynaudio 10-speaker surround sound system and aluminum dash inlays.

The options list is incredibly long, with tons of à la carte choices, no doubt catering to younger buyers. Options of note include cruise control, xenon headlights, a blind spot warning system, power retractable side mirrors, a sunroof, park distance control, headlight washers, an auto-dimming rearview mirror, power front seats, heated seats and keyless ignition. Unlike other Volvos, there is a large selection of "custom" exterior colors and interior color, upholstery and trim choices.

Mechanically, the Volvo C30 bears some relation to the S40 sedan and V50 wagon. Its suspension has been tuned to be firmer, but otherwise this is still a car designed with comfort and everyday drivability in mind. Think of it as a temperate hatch, not a hot one. Nevertheless, the C30's standard turbocharged five-cylinder engine makes a healthy 227 horsepower and 236 pound-feet of torque. Zero to 60 mph is said to be achieved in just over 7 seconds. A six-speed manual transmission is standard, with a five-speed automatic optional.

With a low base price and lengthy options list, the Volvo C30 is able to meet the needs of a variety of different buyers. Whether you're looking for Volvo safety at a budget price or a hip hatch with customizable colors and features, the C30 fills the role. However, the numerous luxury options can elevate the C30 above 30-grand territory, and we're not sure it warrants that price.

Volvo S40

2008-03-24T21:51:00.000-07:00

2008 Volvo S40 T5 Sedan Shown

German car companies have long been the dominant players in the entry-level luxury sport sedan market. The Volvo S40, introduced to the North American market in 2000, was the Swedish brand's first stab at stealing some market share. Though it had its shortcomings, the S40 was a decent small sedan that helped redefine Volvo's image. Instead of the standard boxy shape once associated with Volvos, the S40 had a sleeker silhouette and was pretty fun to drive.

Volvo released the improved second-generation S40 midway through 2004. Styling is sportier and more refined, as are the car's ride and handling dynamics. Additionally, there are now two engine choices, including a 218-horsepower turbocharged five-cylinder known as the T5. Though it still doesn't have the prestige or athleticism of its German competition, the latest Volvo S40 costs less and still offers plenty of refinement, comfort and style.

The Volvo S40 is available as a compact luxury sport sedan. (A related wagon variant is called the V50.) There are two trim levels for the S40. The front-wheel-drive 2.4i trim comes with a 2.4-liter five-cylinder engine that makes 168 hp, and comes standard with a five-speed manual transmission. A five-speed automatic is optional. Those looking for a sportier drive should take a look at the T5 trim, which is powered by a turbocharged 218-hp 2.5-liter five-cylinder. The five-speed automatic is standard on the S40 T5. An all-wheel-drive T5 with a standard six-speed manual is also available; it can be equipped with the automatic as an option.

Standard features include an interior air filtration system, a telescoping steering wheel with auxiliary audio controls, stability control and a full complement of airbags. Leather seating, premium Dolby ProLogic audio, a navigation system and a sport package are just some of the optional luxury features that Volvo offers. Inside the S40, the seats, dash and panels look upscale and classy, and the ultra-slim center stack design makes a fashion statement while adding to functionality. The driving position is snug and comfortable, but adults seated in the rear might find the legroom tight.

In reviews, our editors have found the Volvo S40 to be an entertaining car to drive. The chassis and suspension give the car sharp handling attributes. The optional sport package comes with a revised suspension and bigger wheels and tires, which improves cornering performance at the expense of comfort. For most buyers, the standard suspension setup will provide plenty of thrills while providing more cushioning over potholes. As the base 2.4-liter engine's output is rather unimpressive, going with the T5 probably isn't a bad idea.

Volvo introduced the compact Volvo S40 sport sedan in 2000. The first-generation car came with a turbocharged 1.9-liter four-cylinder engine that made 160 hp and 170 lb-ft of torque. A four-speed automatic transmission delivered power to the front wheels, and there was no manual transmission or AWD option. Standard features included ABS, automatic climate control, power windows and locks, and heated mirrors, while features like leather upholstery and a power driver seat were optional.

In 2001, Volvo added safety features to the S40 and made minor styling changes to the headlights and interior. The company also brought out a new five-speed automatic transmission. For 2003, power was increased to 170 hp, and a CD player became standard. In 2004, Volvo added an LSE trim to the lineup to sustain interest in the car until the current generation launched later in the year. Reviews at the time noted that the first-generation S40 was a decent small sedan but a tough sell over the less expensive but equally upscale Volkswagen Jetta. Officially, the completely redesigned Volvo S40 was introduced midyear as a 2004.5 model.

2007 Volvo S60

2008-03-24T21:50:00.000-07:00

2008 Volvo S60 T5 Sedan Shown

Exterior

Interior

The Volvo S60 is an established yet unconventional entry in the entry-level luxury sedan market. It competes in a class dominated by cars with normally aspirated V6 engines and bucks the trend by offering a choice of three turbocharged five-cylinder engines instead. Styling is another area in which the Volvo S60 is unique. Even well into its model cycle, this midsize sedan's body lines retain a modern, and pleasing, Scandinavian distinctiveness. Inside, the S60 strikes one as more functional than luxurious in its ambience, but it's hard to find fault with its carefully considered ergonomics and orthopedically designed seats.

Where the S60 does lag behind other entry-luxury sedans is on the performance front. The Swedish sedan's handling dynamics are a bit dull and unpolished compared to newer rivals. Standing starts in the 2.5T and T5 can feel a little sluggish when compared to most competitors featuring larger-displacement six-cylinder engines, and although these Volvos ride smoothly, they're just not as composed over bumps as many of their rivals. It also suffers from a backseat that's lacking in legroom. These issues will likely be resolved only through a redesign. If you're not hung up on such deficiencies, though, this midrange Volvo could be worth a look, particularly if you're searching for an entry-level luxury sedan that doesn't resemble the status quo.

Current Volvo S60

There are three Volvo S60 trim levels -- 2.5T, T5 and R. The base 2.5T is reasonably well-equipped, while the T5 is a bit more athletic, thanks to an extra helping of horsepower, bigger wheels and a sport-tuned suspension. The high-performance R features an even firmer adaptive suspension, 18-inch wheels, performance tires and bi-xenon headlights.

Important options for the S60 include a navigation system and a 13-speaker Dolby sound system. As you might expect, all Volvo S60s are protected by an umbrella full of Volvo safety features -- including stability control, anti-whiplash seats and full-length side curtain airbags -- and have performed extremely well in crash testing.

Each S60 model has its own engine. The S60 2.5T comes with a turbocharged, 2.5-liter inline five-cylinder rated for 208 horsepower and 236 pound-feet of torque. A five-speed automatic transmission routes power either to the front wheels or all four on all-wheel-drive (AWD) models. Next up is the S60 T5, which features a slightly smaller 2.4-liter inline-5 but uses a higher-boost turbocharger to produce 257 horses and 258 lb-ft of torque -- and a fair amount of turbo lag and torque steer, too. Unfortunately, the T5 is front-wheel-drive only, but buyers have their choice of a five-speed automatic or six-speed manual gearbox.

Finally, there's the high-flying S60 R with a 2.5-liter, high-pressure turbocharged five-cylinder that pumps out 300 hp and 295 lb-ft of torque. All S60 Rs are all-wheel drive, and buyers can choose between a six-speed manual or a six-speed automatic. Either way, the S60 R is downright quick, and we think it offers an interesting alternative for enthusiasts looking for something different.

The Volvo S60's cabin is functional but doesn't feel upscale unless you order the leather upholstery and premium audio system. The controls are nicely weighted, but the pictograms placed on the various functions can be difficult to understand for the uninitiated. There's generous seating for four -- five in a pinch -- though rear passengers will find the legroom tight. Trunk capacity measures nearly 14 cubic feet, and the 60/40-split rear seat folds to handle extra-long cargo.

All S60s provide a ride that's biased more toward comfort than speed; handling is adequate but the limits are modest on 2.5T and T5 models. The S60 R is more capable on back roads with its multimode adaptive suspension. Judged on their own, any of the Volvo S60s would be satisfying to own as they offer plenty in the way of comfort, safety and personality. However, with so many newer, more refined rivals crowding this segment, it's a good idea to check out some of the S60's competitors before you buy.

Past Volvo S60 models

Volvo introduced its new S60 front-wheel-drive sedan in 2001 as a replacement for the S70, and the debut immediately injected some enthusiasm and style into Volvo's midsize offerings.

At the time, there was the base 2.4, the midlevel 2.4T and the range-topping T5. The three varied in levels of standard equipment and what kind of engine the car had. The S60 2.4 came with a 2.4-liter five-cylinder engine that produced 168 hp. The turbo 2.4T had 197 hp. The most powerful engine was the 247-hp 2.3-liter five-cylinder in the T5.

An all-wheel-drive model called the 2.4T AWD joined the family in 2002, and all models received enhancements to traction control and engine management systems, resulting in improved response. In 2003, the AWD sedan switched to the current 208-hp 2.5-liter engine, prompting Volvo to rename it the 2.5T AWD. In 2004, the hot-rod 300-hp R was added to the mix. Also that year, the front-drive S60 2.4T became the 2.5T, as it, too, picked up the 2.5-liter engine.

For 2005 the Volvo S60 received an exterior and interior refreshing. The T5 got a bump in horsepower to 257 and a few other upgrades. In 2006, Volvo dropped the base 2.4 model and upgraded the 2.5T AWD model with a new all-wheel-drive system for enhanced traction.

Acura TL Review

2008-03-23T21:46:00.000-07:00

2008 Acura TL Sedan

The Acura TL is a midsize, entry-level luxury sedan, and it is currently Acura's best-selling model. Though the TL typically does not deliver the excitement or prestige of competing European sedans, it counters with exceptional value and above-average durability and reliability.

Consumers interested in buying the Acura TL should be aware that there are three generations of the car. The current generation is the sportiest and most desirable because of its chiseled exterior styling, firm suspension tuning, powerful V6 and optional six-speed manual transmission. Nearly all of the TL's luxury features come standard, including a surround-sound audio system. Its interior is notable for its high-quality design and materials.

Like most sedans, the TL is very usable on a daily basis and can perform well in nearly every role. According to our editors, the current TL is "a well-built, high-performing, feature-laden entry-level luxury sport sedan that should please most consumers shopping in this market."

These attributes also hold true for the earlier years of the third generation Acura TL, which includes the 2004-2006 models. Consumers interested in a used or certified pre-owned TL would do well to search for these particular years. There is not much difference between them in terms of features or hardware. Be aware that Acura revised the V6's horsepower rating downward starting in 2006. However, this revision was a regulatory issue and does not reflect a change in acceleration capability.

According to Acura owners who have posted commentary on Edmunds.com, the Acura TL is a "fantastic car" that garners acclaim for its "overall combination of performance, comfort, quality and technology." Owners deem its ride "comfortable yet sporty," and say that with an "amazing" stereo system and a long list of standard features -- including satellite radio and Bluetooth hands-free phone compatibility -- the "fun factor of this car is unparalleled." Others laud the car's interior styling and its "amazing" navigation system -- "I'm in love with the navigation system. I've found my soul mate." However, some owners wish the sedan were available in a wider range of colors; others pine for "improved seating comfort."

The second generation Acura TL was built from 1999 to 2003. Though not as exciting as the current model, our editors gave the previous generation very positive reviews during its run. Improvements were made throughout this period, and the car had a number of TL firsts, including Honda's VTEC variable valve timing and a GPS navigation option. The powerful Type-S version, which debuted in 2002, should be heavily considered by buyers interested in increased performance. Regardless of specific trim level, just about any used second generation model should serve well.

The original Acura TL debuted in 1996 as a replacement for the unloved Acura Vigor. Two versions were offered: a 2.5 with a 2.5-liter inline five-cylinder engine and a 3.2 with a 3.2-liter V6. The 2.5 and 3.2 TL models were available throughout the first generation's run, which lasted pretty much unchanged though 1998. As there is now little price difference between the two, we suggest consumers interested in a first generation used TL go for the more powerful 3.2.

tes............

2008-03-22T22:26:00.000-07:00

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