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2008 BMW X5 Review

The BMW X5 SUV was recently redesigned, and the current X5 is 7.4 inches longer and 2.4 inches wider than the model it replaced. Its bigger size, including an optional third row of seats, helps differentiate the X5 from BMW’s smaller X3 model.

Though it was resculpted, the X5’s exterior styling remains familiar. The updated look is most pronounced up front. At the rear, L-shaped LED taillight clusters wrap around and into the tailgate. A roof-mounted spoiler is included.

The BMW X5 shares its base six-cylinder engine with the X3. A six-speed automatic transmission with manual-shift capability is standard; a manual gearbox is no longer offered. The top X5 4.8i has a lustier V8 and its own version of the six-speed automatic.

BMW’s xDrive all-wheel-drive system permits adjustable front-to-rear power distribution for surefootedness on wet or snowy pavement and dirt roads, as well as added handling prowess in favorable conditions. Hill Descent Control stabilizes speed on sharp downgrades, while stability control adds another layer of safety by automatically adjusting the throttle and/or brakes to help keep the BMW X5 on track during extreme or emergency maneuvers.

This system was recently upgraded with a traction control feature that affords more wheel slippage before intervening (this makes getting out of a snowed-in parking space easier and allows better handling on dry surfaces). However, because the BMW X5 SUV lacks the low-range gearing included with some all-wheel-drive systems, it is limited to only moderate off-roading.

The X5 has the advanced braking systems that are also standard on several other BMW models. Brake Standby automatically moves the brake pads up against the rotors when the driver suddenly lifts off the accelerator, expecting that hard braking is about to occur. Brake Drying periodically brings the pads up to the rotors to keep the points of contact dry.

Increased torsional stiffness (resistance to twisting) combined with revamped steering and suspension systems yields cornering prowess. A four-wheel independent suspension up front teams with a reconfigured rear setup to give the X5 lively handling, which is what one expects from a BMW. The automaker’s optional Active Steering system is available on the X5. It includes speed-sensitive Servotronic power steering. This provides additional steering boost during extreme maneuvers for quicker handling. While it works as advertised, in BMW passenger cars the active system tends to make the steering feel artificial.

The BMW X5 SUV comes with run-flat, all-season tires. Run-flat tires allow a driver with a flat to keep driving at a reduced speed far enough to reach a safe place to pull off the highway, and/or reach a service facility where the tire can be fixed or replaced.

An optional sport package includes the Adaptive Drive system that combines BMW’s Active Roll Stabilization and Electronic Damping Control systems to help minimize body roll through turns and maintain a smooth and controlled ride at all times. It features driver-selectable modes that emphasize either a softer ride or sharper handling.

he X5’s expanded interior remains tasteful and handsome without being too dressy, and offers a choice of three wood treatments at no extra cost. While the optional third row adds flexibility, it’s strictly for kids: BMW notes that it’s only accommodating for “occupants up to approximately 5 feet, 6 inches in height.” Fortunately, the second-row seats recline and are adjustable to allow adults of all sizes to find their comfort zones.

Standard features include front side and head-curtain airbags, power seats and a power tilt/telescoping steering wheel. BMW’s iDrive control system is likewise included. It combines various systems like the climate control, navigation and audio functions into a single interface that’s operated via a center-console knob. Six instrument-panel buttons can be programmed to quickly and easily select favorite radio stations or to perform often-used functions. Otherwise, iDrive is more difficult to operate than conventional buttons and switches.

Source: forbesautos

Nissan 350Z Roadster Review

The 350Z Roadster is powered by a strong 3.5-liter V6 engine that produces just a touch over 300 horsepower. It may lack the sheer muscle and bragging rights of a V8, but this engine is still able to take the car to 60 mph in around 5.5 seconds.

A six-speed manual gearbox is standard on the Nissan 350Z Roadster, and it adds to the car’s sporty flair, especially for those who like full control of their cars. A five-speed automatic transmission is optional.

The Nissan 350Z Roadster features a fully automatic power fabric top with a glass rear window. It stows beneath a hard tonneau cover behind the seats. Unfortunately, the car isn’t as attractive with the top up as with it down.

The rear-wheel-drive 350Z Roadster rides on the latest generation of the automaker’s so-called “front midship” platform. Enthusiasts favor rear-wheel drive for its superior balance, which aids handling, improves steering feel and allows power to be delivered directly to the rear wheels.

With nearly ideal balance and a lightweight four-wheel independent aluminum suspension, the Nissan 350Z Roadster has stellar driving dynamics. It feels spry and light on its feet.

Large wheels and tires along with a speed-sensitive power-steering system make the 350Z feel connected to the road. Four-wheel disc antilock brakes with electronic brake-force distribution and brake assist stop the car easily.

The 350Z Roadster seats only two and has a small trunk. So it can prove limiting as a household’s primary vehicle.

Depending on optional trim and equipment, top models of the Nissan 350Z Roadster get tire and suspension upgrades and chassis control systems like Vehicle Dynamic Control for added handling prowess and safety. These better-equipped models can also get more expensive in a hurry, so for the best value, choose a lightly equipped version — it’ll still put a grin on your face.

Source: forbesautos

Audi Q5 Review

The styling of the Q5 fits perfectly into the Audi lineup, with its trademark grille and use of LED running lights, introduced with the R8 and now found on the latest Audis. In the case of the Q5, the LEDs are above the headlights rather than below.
The Q5 has a sporty appearance, with a wide stance, pronounced fender flares and available 20-inch wheels. The models on display in Beijing were fitted with both stylish standard alloys as well as bright chromed wheels.

The clamshell cargo hatch is similar to that on the larger Q7, providing both a wide opening for easy loading while needing little space behind the vehicle to raise the hatch. Split taillights, like those on the Q7, leave lights visible even with the hatch open. Inside, the cargo area can be expanded by either sliding the rear seats forward or folding them flat. Tracks in the floor allow for adjustable tie-downs, and a ski pass-through in the rear seat provides for longer objects.

The rear seats are quite roomy for two adults — three would be a tight fit. Both the front and rear seats felt comfortable if firm. Up front, the instrument panel and controls are similar to those found in the new A4, including a large information screen and the latest generation of the Multi-Media Interface (MMI). An optional flat wood trim complements the leather for a luxurious touch, aided by optional heated and cooled cupholders.

International Market
While a number of different engine options are available for the European and Asian markets, the Q5 will be available exclusively with a 270-horsepower 3.2-liter V6 when it goes on sale in North America early in 2009. The Q5 will offer an adjustable suspension, and Audi’s legendary quattro all-wheel-drive system will be standard.

This car is not just for America, and it was no coincidence that the Q5 was shown for the first time in Beijing. In the last year sales in China have surpassed U.S. sales, making China the second biggest market for Audi next to Germany. It is interesting to note that with sales exceeding 100,000 units in China last year, more than 90,000 of those vehicles were built in China.

We saw plenty of evidence of Audi’s popularity during our time in Beijing. It seemed as though the German automaker had planted cars on every street in the country’s capital — typically the A6, which is Audi’s biggest seller in China — and the Audi stand at the show was constantly overflowing with media and other show attendees.

2010 Volkswagen Rabbit Review

Caranddriver.com - The current, fifth-generation Rabbit—sold as the Golf in Europe—is the shortest-lived generation of the car ever, introduced in Europe in 2003. While the charismatic Golf IV is still manufactured and sold in several countries, the Golf V will be extinguished forthwith, says a VW source. It is expensive to manufacture and never achieved quite the following of previous generations.

The Golf VI will come to the U.S. early next year, meaning you’d better run out quickly if you want a current-gen Rabbit or GTI. A GTI based on the sixth-gen car is a done deal, although VW has not yet decided how many less-powerful versions of the Rabbit it will sell in the U.S., or whether it will even keep the freshly resurrected Rabbit moniker or return to calling the car Golf worldwide.

The sixth-generation Golf was developed in a rush and the roof is carried over from the Golf V, but the styling language has evolved nicely. The car looks a bit less rounded, seems lower and wider, and the taillights evoke the premium Touareg SUV. The interior is far nicer—the minivan-like Golf/Rabbit V dash makes way for a cockpit-style cabin with pronounced gauges and metallic accents.

European sales start in October, with four gasoline four-cylinders—from a 79-hp 1.4-liter to a 158-hp, turbo- and supercharged 1.6-liter—and two diesel four-cylinders. Transmission choices for the gas motors include five- and six-speed manuals and a seven-speed automated-manual DSG gearbox.

The available diesels are 2.0-liter common-rail turbocharged units rated at 108 and 138 hp with a six-speed, dual-clutch gearbox engineered for higher torque. An 89-hp 1.6-liter and a 168-hp version of the 2.0-liter turbo-diesel are on the way.

More interesting for enthusiasts is the next-generation GTI and R32. The GTI is set for introduction in early 2009, with the R model to bow some time after. The 2.0-liter turbocharged engine of the current GTI will be upgraded to 207 hp, and the six-speed, dual-clutch DSG gearbox will remain optional. A VW source says the next GTI will be every bit as differentiated from the standard Golf as the current GTI. We are also told that the R’s narrow-angle V-6 will disappear—as will the “R32″ designation—in favor of a high-output version of the 2.0-liter turbo making perhaps even more than the 265 horsepower it makes in the Audi TTS.

Available options in Europe prove that small can be premium. An electronic suspension will be available, and laser-based adaptive cruise control is a first in the segment, as is a parking-aid system similar to the Lexus LS that does the parking by itself—as if you need it in such a compact car.

Look for a similarly upgraded Jetta later in 2009 or 2010.

2009 Chevrolet Aveo5 Review

The 2009 Chevrolet Aveo5 will utilize the same Daewoo-derived platform of the 2004-2008 hatchback. Overall length will grow by 2.2 inches, while width and height will be up only slightly. On the inside, the Aveo5 will have seating for up to five and 42.9 cubic feet of cargo room with the rear seats folded. Chevrolet says the Aveo5 will have engine and sound-proofing enhancements to make it quieter than the last model.

The Aveo5 will come with an updated version of the 1.6-liter dual-overhead cam four-cylinder engine that powers current Aveos. With new variable valve timing, the engine will make 107 horsepower, up four horses from 2008, and 106 pound feet of torque.

A five-speed manual transmission will be standard and a four-speed automatic will be optional. The automatic will have a Hold Control Mode that helps reduce wheel spin and traction loss on slick roads by allowing the driver to select and hold a higher gear.

Chevrolet says fuel economy will also be up 8 percent. With the manual, the Aveo5 will get 27 mpg in the city and 34 mpg on the highway. With the automatic, it will get 24/34.

Three trim levels will be offered, base, LS and LT. Air conditioning will come standard on the LS, while the LT will get cruise control; heated power mirrors; power windows and locks; remote keyless entry; XM satellite radio; fog lights; and alloy wheels. Front side impact airbags will be standard, and LS and LT models will be available with antilock brakes with electronic brake-force distribution.

Pricing hasn’t been announced, but Chevrolet claims the Aveo5 will be the lowest priced car in America when it is released. That means pricing will start at or near $10,000.

Few automotive writers have driven the 2009 Aveo5, but its safe to say that most will be happy to see the older model go. The previous generation Aveo5 was rated by Consumer Reports as one of the 11 worst new cars consumers could buy. Only time will tell if the new model can win critics over.

Chevrolet is touting its redesigned Aveo5 hatchback as a compact car with capabilities that belie its small size. With up to 42 cubic feet of cargo space and an estimated 26 mpg in the city and 34 mpg on the highway, Chevrolet is hoping to lure consumers looking to replace their larger rides to the Aveo5. For 2009, the Aveo5 has an updated 1.6 liter engine with 107 horsepower and 106 pound feet of torque, standard side air bags and front airbags with a passenger sensing systems and upscale features like standard OnStar and available XM Satellite radio.

2009 Mercedes-Benz SLK350 Review

See, now that Mercedes has made numerous changes to the SLK’s mechanical bits and interior quality, its biggest problem is its image. My friend Sarah said the SLK looked like a car for lawyers’ wives. My friend Scott, her boyfriend, said it made me look like the lawyer’s boyfriend. Ouch.

Potential image issues aside, I put 200 miles on the SLK350 in a few days, and wound up not tiring of it. Which is more than I can say about some other cute little convertibles I’ve driven in the last few weeks (Mazda’s MX-5 and Mini’s Cooper S convertible, to name just two). And the best parts of the SLK were things that I never expected: the engine and the steering.

First of all, Mercedes has installed its Direct-Steer System on the SLK. The idea behind this system is that the steering ratio should be relatively slow on-center to reduce dartiness, but should quicken as you turn the wheel further. Rather than going the BMW Active Steering route, which uses a computer to control the constantly varying steering ratio, Mercedes chose the right route: the Porsche way. In place of complex actuators, pumps, and computers, the Mercedes system requires no additional parts - the rack is designed to change to a quicker ratio after a certain amount of lock.

Unlike in the BMW models with Active Steering, where you’re always second-guessing what the result of your steering input will be, you don’t even notice the Mercedes system. You just notice that the SLK has fantastic on-center steering feel, tracks dead straight ahead even at triple-digit speeds, and then turns in progressively and quickly when the road twists. The system gives the SLK a feel of sportiness that it’s been missing since day one.

That second big fix is the engine. Turn the key, and the SLK350’s 3.5-liter V-6 will surprise you with its throaty exhaust note. Stomp on the gas, and you’ll be positively shocked. This is one of the best-sounding V-6 engines on sale today, if not the best. The new engine revs to 7200 rpm, and the seven-speed automatic bangs off quick shifts through closely spaced gears. I kept slowing down so I could floor it and hear the music again and again.

The new engine isn’t just all bark and no bite: horsepower has been increased by 32 compared to last year’s 3.5-liter. Producing an even 300 hp at 6500 rpm and 265 lb-ft at 4900, the SLK is seriously quick. Mercedes claims that it’ll hit 60 mph in 5.3 seconds, which is only four tenths slower than the V-8-powered SLK55 AMG. The V-6’s newfound thrust comes courtesy of a higher compression ratio (11.7:1), a new intake manifold, and modifications to the valvetrain. To sweeten the deal, the 350 actually gets better fuel economy than last year’s engine.

If there is one fault with the SLK350, it’s that it’s not available with a manual transmission. The base SLK300 is, though it’s considerably slower (228 hp, 221 lb-ft, 0-to-60 mph in 5.1 seconds), only revs to 6500 rpm, and doesn’t sound nearly as good.

The rest of the driving experience in the SLK is just as pleasant as its exhaust note: the suspension is taut but gives a surprisingly smooth ride at highway speeds. Handling is fairly neutral, and grip is prodigious. Brake feel is excellent, and cross-drilled rotors stay quiet all the time. The chassis is remarkably solid and free of scuttle shake. The transmission is only occasionally slow to react to sudden throttle inputs, and I was disappointed that the non-AMG SLK models lack a full manual mode.

The interior is finished with materials that are a quantum leap from the first SLK’s, and a medium-sized suitcase can fit in the trunk even with the top lowered. A simple mesh wind blocker stretches across the roll hoops, and combined with heated seats, a powerful heater, and the delectable Airscarf (which blows warm air on your neck), makes top-down Interstate-speed cruising comfortable even when it’s cold. In fact, even at speeds up to 120 mph, airflow is remarkably well controlled in the cabin with the top down.

Mercedes’ new, enhanced stereo system sounds fantastic, and the iPod integration works well. Unfortunately, the small screen on the dashboard appears to have the same resolution as a 1980s monochrome computer monitor. Thankfully, it can be switched off completely.

I wonder if some of the SLK’s target customers (those lawyers’ wives) will tire of the 350’s exhaust note, but I certainly wouldn’t. In fact, other than my friends’ accusations that I was that lawyer’s wife, I wouldn’t tire of the SLK at all. Hats off to Mercedes for turning the SLK into a real sports car. If it were available with a manual transmission, it would even give the Porsche Boxster a run for its money, and that’s high praise indeed.

Porsche 911 GT2 Review

I felt like an Olympic skier or Iron Chef. But there was an element missing from the GT2 experience, a deficiency that niggled like a loose ski boot or a nicked Shun Santoku. Torque. As in instant-on shove. Porsche’s brilliant 3.6-liter boxer engine has too much boost and not enough low-end grunt. But isn’t perfection standard in a Porsche, especially for one that costs $197,000? Aesthetically, the GT2 is equally close to flawless. It’s no lime green Gallardo South Beach Stunta; the top-of-the-line 911 is more like the Armani-wearing MBA who heads to the gym after work. Witness the GT2’s curvaceous fender flares, ram-air equipped whale tail and fierce 19″ wheels. The “regular” speed bits from the Turbo keep the GT2 grounded in reality, especially when finished in Carrera white.

Too bad the GT2’s macho front clip’s smiley speed hole gives the uber-coupe a steroid-infused Pokemon-on-wheels persona. As the umpteenth Cayenne snout indicates, The Sultans of Stuttgart need to hire a designer with a talent for rhinoplasty, stat.

Inside, Porsche turned to Isaac Hayes’ suede-lined Superfly Caddy for inspiration. Decadent Alcantara is the dominating theme of this big-body Porker. Velvety goodness envelops everything: the wheel, shifter, seats and door panels are draped with the goods. The kids may cry pimp, but the GT2’s interior upgrades foreshadows the grippiness to come. The unique carbon fiber seat frames make for God-like thrones worthy of adolescent admiration.

Otherwise, the GT2 is your run of the mill Porsche 911, albeit one loaded-up with a decent BOSE blaster, straightforward satellite navigation and an insightful Sport Chronograph atop the dash. The integrated package- toy-laden, high dollar luxo-street whip seamlessly blended with a purpose built racer– extends and maintains Porsche’s rep as THE everyday supercar. Appearances do not deceive. The GT2’s easy action clutch, informative but effortless tiller and compassionate suspension tuning works wonders on the street. Road noise is minimal, even with barely legal Michelins underfoot. The ride’s so compliant that Porsche engineers obviously bribed the laws of physics with their PASM active suspension dampening. All of which translates into a trip to Costco with the almighty Camry’s spiritual blessings. That is, if you were so blasé about the affair.

Bring Zuffenhausen’s famous soldier to attention and things get serious.

The steering is the GT2’s trump card. As the speed increases, the helm transforms from tame to tango. While there’s nothing particularly wrong with the Turbo’s tiller, everything’s right with the GT2’s steering. Sublime is just a word. If you can’t feel exactly what the wheels are doing, check your arms for needle marks. Credit weight savings from the GT2’s rear wheel drive configuration.

Cornering is predictable to the limit– which you have no business breaching on a public road. The supple ride masks the GT2’s lack of appreciable body roll. Even with rear-wheel-only motivation, the Porker’s foot-long Michelin rubber has Quattro-esque stick. The GT2 rockets out of the hole like a drag star, holding your conscience in automotive arachibutyrophobia.

The launch is soft, but the tach jumps when the turbos kick out the jams. All wheel-drive be damned; a trip to sixty takes all of 3.6 seconds. Quick up shifts and the nicely spaced gearing keeps the GT2 in boost country, provided one’s state of mind is as track-ready as the car. And there’s no running out of breath to the (advertised) 204 mph top speed.

The GT2 absolutely begs to be driven faster, rewarding the driver with smooth throttle and steering inputs. Friction-friendly ceramic brake rotors ensure the same feeling, just in a different direction. Most importantly, in classic 911 fashion, the GT2 feels happy at any speed. This is classic Porsche engineering, something its Italian counterparts just don’t understand. And probably never will.

There’s no doubt the 911 family is a polished grouping, with the stones to justify its price tag. Expect for maybe its commander-in-chief. The sky-high GT2 begs the question: what’s in it for me?  The GT2’s exclusive titanium exhaust is a long-standing Z06 hallmark; its performance gain over the ultimate Chevy is mostly from super gooey tires. Plus, there’s no turbo lag with a 7.0-liter torque monster.

And, near Ferrari’s price point, paying 60 grand over a 911 Turbo for flared fenders, two fewer driven wheels and a modest power bump doesn’t jive. The comparable F430 amazes. 911 loyalists always counter with the magic Porsche factor: inspiring intangibles attributes that turn the faithful into blind worshipers, and everyone else into respectful admirers of limited production and fat fenders.

Then again, what’s wrong with that? Not much to me, since the 911 GT2 makes a strong case for less being (worth) more.

2009 Scion Review

Edmunds - If you want a recipe for a strong-selling car for the coveted 20-to-30-something demographic, ask Scion. Take a solid platform with a well-tuned suspension and a strong engine, add in plenty of standard features such as 17-inch alloy wheels, air-conditioning, a sunroof and a nice stereo, wrap it all up in a smartly attractive coupe-styled body and give it bargain pricing, and you have the 2009 Scion tC. Having a sense of balance is always a good thing, and the Scion tC exhibits that virtue by providing fairly athletic handling along with a compliant ride. Rather than a high-winding engine that requires a lot of revs to extract the performance, the tC employs a big-for-the-class 2.4-liter four that furnishes strong low- and midrange power.

Another ace in the tC’s hand is its relatively upscale cabin and accommodating rear seat. The former features high-quality materials and tight build quality, while the latter has enough room for two adults, a rare luxury in the compact sport coupe segment.

Although the 2009 Scion tC is well equipped, there are still a number of dealer-installed accessories, including a choice of wheels, body kits, stereo head units and interior accents, that can tailor the car to your tastes. Should you hunger for more excitement, your friendly Scion dealer can also hook up your ride with a supercharger that boosts horsepower up to 200 and puts the tC in closer competition against the Civic Si coupe, Mini Cooper S and Volkswagen GTI. Be forewarned that the supercharger is rather pricey, especially when you factor in the cost of having it installed at your Scion dealer.

In its basic form, however, the tC still represents a solid pick for an under-$20,000 sport coupe. True, it’s not going to be able to keep up with the aforementioned competitors in a straight line, and its overall design is now a bit dated, having come out for 2005. But for hatchback or coupe shoppers wanting a little bit of everything without paying too much, it would be foolish to overlook the 2009 tC.

Body Styles, Trim Levels, and Options

The 2009 Scion tC is a two-door hatchback coupe offered in a single trim level. The generous list of standard features includes 17-inch alloy wheels, a dual-pane sunroof, air-conditioning, split-folding and reclining rear seats, keyless entry, cruise control, full power accessories with one-touch up/down windows and a Pioneer CD stereo with an auxiliary input jack and dedicated iPod interface. The tC is so well-equipped that there are no factory options, though dealers offer a wide array of performance and styling upgrades. A choice of satellite radio providers is also available, as well as an upgraded stereo head unit and a touchscreen navigation system.

Powertrains and Performance

Standard power for the Scion tC comes from a 2.4-liter four-cylinder engine making 161 hp and 162 pound-feet of torque. Transmission choices include the standard five-speed manual and optional four-speed automatic. Acceleration is adequate, with the 0-60-mph dash done in around 8.5 seconds. Should you spring for the dealer-installed supercharger, output is boosted to 200 hp and 184 lb-ft of torque, yielding a 0-60 time of just 7.2 seconds. Sans supercharger, an automatic-equipped tC earns a slightly below-average EPA fuel economy estimate of 21 mpg city, 29 mpg highway and 24 mpg combined.

Safety

The 2009 Scion tC comes with antilock disc brakes, a first aid kit, a driver knee airbag, front side airbags and full-length head curtain airbags as standard. In National Highway Traffic Safety Administration frontal crash tests, the tC earned a perfect five stars for driver protection and four stars for front passenger protection.

Interior Design and Special Features

Though the Scion tC is the size of an average compact car, its longish 106.3-inch wheelbase provides ample legroom for passengers in the rear seats (although taller drivers may still like more front seat travel). Rear riders will also enjoy the split seatbacks that can individually recline up to 135 degrees, and owners will appreciate the wide hatchback opening and 35 cubic feet of cargo space (with the rear seats folded). The interior is mostly lined with high-quality materials, and the standard Pioneer sound system is both crisp and powerful. The standard iPod interface is a welcome (and rare) feature, although we suggest opting for one of the upgraded stereo head units for better iPod control. About the only downside to the tC’s interior is its somewhat skimpy headroom for taller folks riding in back.

Driving Impressions

Although not as sharp or engaging as newer rivals like the Civic or Mini Cooper, the 2009 Scion tC features flat, composed cornering and a nimble feel. Its aggressive 17-inch tires provide plenty of grip, and its brakes are strong and fade-free. Ride quality is firm, yet compliant enough to absorb most bumps and ruts on battered city streets. The 2.4-liter provides a relatively strong pull from both low and high speeds. We’d advise buyers to go with the manual transmission, as it has crisp shifting action and a smooth clutch. Automatic-equipped tCs are less enjoyable, as the four-speed can be hesitant and indecisive during enthusiastic runs on back roads.

Audi A8 Review

Forbesautos - The Audi A8 is a high-speed cruise missile that is most at home covering long stretches of road. It is a big and fast sedan that provides confidence-inspiring handling even in adverse conditions. It also coddles occupants with myriad top-shelf luxury features.

The Audi A8 comes in both standard- and long-wheelbase versions. The latter, called “A8L,” has an extra five inches between the wheels for more interior room. The long-wheelbase variant can be equipped with a 12-cylinder engine, called “W12” for the way it fuses two V6 engines.

Both engines in the Audi A8 come mated to a six-speed Tiptronic automatic transmission that can be taken through the gears like a manual. This gearbox includes Audi’s Dynamic Shift Program, which automatically matches a motorist’s driving style to more than 200 pre-programmed shift patterns.

A light yet strong aluminum chassis combines with Servotronic speed-dependent power steering and an adaptive air suspension to give the Audi A8 capable handling characteristics and a smooth ride. The air suspension regulates the vehicle’s ride height and suspension dynamics according to four modes that provide varying degrees of comfort and sportiness.
The Audi A8 comes standard with quattro all-wheel drive. The system distributes power among all four wheels to afford both excellent dry-road handling and added traction when the weather turns ugly.

Standard features in the Audi A8 include adaptive headlamps that can help illuminate the road through curves at night; rain-sensing windshield wipers; and a Bluetooth hands-free cell phone interface that includes voice recognition. Voice recognition can also be used to operate the stereo system and navigation.

Safety features include Audi’s Anti-Slip Regulation and Electronic Stability Program, brake assist and electronic brake-force distribution.

Inside, the Audi A8 is richly trimmed in aluminum, leather and wood, and makes front- and rear-seat comfort a priority. In long-wheelbase A8L models, those in the back enjoy limo-like legroom. Backseat passengers in the W12 A8L are treated to a dual-screen video entertainment system with a six-disc DVD changer.

Audi’s Multi Media Interface incorporates navigation, audio, climate control and other functions into one unit that is operated by a joystick-like knob. While it’s easier to use than BMW’s iDrive system, it’s still more distracting than traditional knobs and buttons.

2008 Dodge Challenger SRT-8 Review

There is no mistaking the new Challenger SRT-8 for anything else. Just a brief glance and you know you’re looking at one. Chrysler has done a great job of bringing the look of the car to the 21st century. The side view shows lines that are shared with the famed version from the early ’70s (I think it’s better for everyone involved if we choose to forget the version from Mitsubishi that sold until the ’80s).

Backstory

While the SE and R/T versions of the Challenger will bow in for the 2009 model year, the ’08 is only available in a five-speed auto equipped SRT-8 model that packs the potent 6.1-liter Hemi (425 horsepower at 6200 rpm with a peak torque of 420 pound feet at 4800 rpm). This works out to about 70 horsepower/liter, impressive in the ’70s, but falling behind the current benchmarks of today. This is probably because the engine uses some serious old-school technology: two pushrod actuated valves per cylinder that use hydraulic lifters.

With an estimated curb weight of 4180 pounds, the power to weight ratio is an impressive sub 10 pounds per horsepower. This is what gives the car a factory-claimed zero-60 time “in the low five seconds.” After driving one briefly on the street, we can see no reason to argue the claim.

Technology

While the engine is somewhat retro, there is lots of new tech built into the car. ABS, traction control, brake assist and stability control are all standard. The suspension is not ’70s muscle car primitive, sporting a short-long A-arm geometry up front and a 5 link independent set-up out back. Bilsteins coil-overs are used at all four corners. Not old school muscle car at all. All this means that you can have a car that looks like the 70s muscle car but can negotiate corners with (some) grace.

When you read all the details that go into the package, it’s a very impressive list indeed. Modern engineering provides a chassis that is stiff indeed (it’s based on the LX platform shared with the Charger/300) and this is very noticeable on both the street and track. In fact, a brief drive in a pre-production version on the street gives you the impression of a truly modern car that absorbs bumps well (for a two-tonner). Mash the go pedal and it, well, goes really quickly, too.

Chrysler claims the dash is designed based on the look of the dashboards of the 70s and we agree with that. We don’t really remember the dashes of that era to be anything that special, and this one isn’t either. But it has all the modern conveniences, and in the brief seat time we had driving on the street, it seems perfectly functional, but it’s just not that memorable.

Performance

The Challenger was a popular ride at the media ride and drive, but what we were really looking for was how it all came together on the track. We did get to drive the car at Mazda Raceway Laguna Seca, and if this had been an original model from the ’70s, this would have been a risky proposition indeed. But with today’s car, all the engineering really paid off.

So here’s the good news. The car accelerates very quickly. Press the pedal and you’re off with the tach swinging to red-line very quickly. There’s a bit of understeer, as you would expect from a front engine rear drive layout with over 55 percent of the weight riding on the front wheels. The chassis stiffness works well on the track, and all the fancy suspension bits do come together so that turning isn’t a white-knuckle event. The Brembo brakes (14-plus inches up front) do a fine job of slowing the beast as well.

So now the bad news. We felt very disconnected from the whole experience. Yes, the car is fast, but you don’t feel like you’re really going fast and when you look down at the speedo you’re shocked to see really high numbers. You turn the wheel, it changes direction well, with the understeer easily controlled with a bit more input or slight application of power. But still, something was missing. It was sort of like playing a video game. We hate to say it, but we got a bit bored. Especially when compared to lots of the other rides of the day that were just as competent and much more fun.

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