Lamborghini Murcielago Review

Massively powerful, definitively flamboyant and as eyeball-grabbing as an A-list Hollywood celebrity, the Lamborghini Murcielago firmly embodies the spirit and meaning of the word "supercar." Big and brashly styled, it has an undeniable street presence that few other cars can match.
Lamborghini Murcielago

2008 Lamborghini Murcielago Convertible Shown

As Lamborghini's top sports car, the Murcielago carries on the tradition laid down by its V12-powered predecessors, including the Miura, Countach and Diablo. It's not a particularly easy car to drive or, given its approximate $300,000 price, an easy car to obtain. Then again, that's all part of the appeal.

Current Lamborghini Murcielago

In Spanish, Murcielago means "bat," though Lamborghini says the name actually refers to a 19th-century Spanish bull that earned fame through its courageous nature in a bullfight. The supercar comes in two body styles -- coupe or convertible -- and both are powered by the same 6.2-liter V12 engine. Positioned amidships, it's capable of 580 horsepower and 478 pound-feet of torque. The Murcielago LP640, promised for 2007, has even more power. Its 6.5-liter V12 delivers 640 hp and 487 lb-ft of torque.

Feeding and cooling this powerful engine are a variety of scoops and ducts, including two electronically controlled air scoops that automatically raise from the car's rear haunches when needed. Power is sent through an all-wheel-drive system. A six-speed manual transmission is standard, and e-gear -- a paddle-shifted automated-clutch manual gearbox -- is available as an option.

The Lamborghini Murcielago's top speed is in excess of 200 mph. All body panels except the roof and doors are constructed of ultra-lightweight carbon fiber. The suspension features electronic adjustable damping, which can raise the car's front suspension 45 mm to avoid scraping the Murcielago's (normally) low-slung chin on driveways and inclines.

In contrast to the wildly styled exterior, which includes the trademark Lamborghini scissor doors, the Murcielago's interior is an exercise in simplicity. The seats are supportive and comfortable, though difficult to get into. Standard equipment includes air-conditioning, a tilt and telescoping steering wheel, power windows and locks, and an audio system with CD player. Options include a navigation system and a variety of custom accents for the interior, including carbon fiber.

In road tests and reviews, we found the Lamborghini Murcielago drives every bit like the supercar that it is. Its trucklike amble at low revs gives little clue as to the apocalyptic power delivery that awaits. At full throttle, there's a quick surge at 3,000 rpm, which gets more urgent at 4,500 as the exhaust clears its throat. This thrust is followed by the all-wheel-drive system shuttling torque to the rear and the most magnificent feral yowl up to redline. You can feel the accelerative Gs weighting your very fingertips, the scenery exploding through the wide-screen windshield. Handling, though never known as a Murcielago strength due to the car's size and weight, is still quite impressive.

Past Lamborghini Murcielago models

Through its general design and overall purpose, Lamborghini's flagship carries on the tradition set by its predecessors, the Diablo and the Countach. Introduced in 2002, the Murcielago has not undergone many major changes, though there have been a few spin-off models. In 2005, Lamborghini released the Murcielago convertible, which came with a removable hardtop.

Infiniti G37 Review

When Infiniti's first G35 coupe stormed onto the scene in 2002, it proved a worthy alternative to BMW's 3 Series — the best you could get for $35,000 at that time. Now, as the new 3 Series reassumes control of the segment with a rip-snorting 300 horsepower in the 335i, it seems time for Infiniti to hatch the latest G.

That the redesigned G35 sedan already provided a compelling alternative to the 3 Series didn't matter. Infiniti decided against matching that car's 306-hp, 3.5-liter V-6, instead building a 3.7-liter engine for the appropriately named G37 coupe. The larger V-6 sends an estimated 330 hp to the rear wheels through a five-speed automatic or six-speed manual transmission.

Three trim levels are available: base, Journey and Sport 6MT, which is sold exclusively with the manual. Infiniti G37s hit dealerships in August 2007.

Exterior
The G37 looks much like you'd expect for a two-door offshoot of the new G35. The curvaceous body integrates large — but fairly subtle — fenders, while the bumper boasts one of the more sinister interpretations of the familiar air dam and side portals you see on many cars. Twin L-shaped headlights flank the slatted grille. The taillights aren't all that different from those on the previous G35 coupe.

Adding the Sport package to a G37 Journey gets you a sport-tuned suspension, exterior ground effects and massive 14-inch front disc brakes — the same size as those on a Corvette Z06. The Sport package also swaps the G37's standard 18-inch alloy wheels for 19-inchers. The G37 Sport 6MT includes all the enhancements standard.

Infiniti's 4-Wheel Active Steer system is optional on the Journey and 6MT. It turns the rear wheels as well as the front ones, which purportedly improves high-speed handling and makes it easier to turn at parking-lot speeds.

At 183.1 inches long and 71.8 inches wide, the G37 is nominally bigger than the 335i coupe. It's even a bit wider than the G35 sedan.

Interior
Apart from having a smaller backseat with room for two instead of three, the G37's cabin is not much different from that of the G35 sedan. The coupe's interior is a vast improvement over the first-generation G35, and now features such novelties as aluminum trim modeled after Japanese Washi paper.

Standard features include power front seats, automatic climate control, a six-speaker CD stereo and leather upholstery. Heated seats with power side bolsters, a moonroof and a navigation system with real-time traffic monitoring are optional.

Under the Hood
Sporting an elaborate air induction system similar to (no surprise) BMW's Valvetronic, the 3.7-liter V-6 makes an estimated 330 hp and 270 pounds-feet of torque. It teams with a five-speed automatic transmission in the G37 base and Journey, while the Sport 6MT gets a six-speed manual. Cars with the Sport package include a limited-slip differential for better traction while cornering.

Infiniti estimates that the G37's engine actually delivers around 1 mpg better gas mileage than the 3.5-liter V-6 in the G35. With the EPA's revised fuel economy ratings for 2008, that should translate into roughly 21 mpg in combined city and highway driving for a manual-equipped G37.

Safety
All G37s come standard with six airbags, including side-impact airbags for the front seats and side curtain airbags for both rows. Active head restraints, four-wheel-disc antilock brakes, traction control and an electronic stability system are also standard.

Infiniti's Intelligent Cruise Control, which can match highway speeds with the car ahead, is optional. It includes a Preview Braking function that preloads the brakes for faster response if the car in front slams on its brakes. Also optional are pre-crash seat belts that can tighten in response to emergency braking, as well as adaptive headlights that can swivel several degrees to better illuminate corners.

Lexus IS 350 Review

Most entry-level luxury sedans are a compromise between luxury comforts and performance attributes. The horsepower might be there, but the handling might be on the softer side to accommodate as many different tastes as possible. Lexus, however, provides a clever alternative to this compromise -- the company offers two entry-level sedan models, with the IS line specialized for performance.

2008 Lexus IS 350 4dr Sedan

The Lexus IS 350 (and its lesser-powered sibling, the IS 250) considerably improves on the first-generation IS sport sedan in terms of style and performance. With its potent V6 engine, sharp reflexes, aggressive exterior styling and the latest techno-gadgets, this sedan has no major weaknesses. It's one of our top choices for a luxury sport sedan, though test drives of the most popular vehicles in this segment are wise, as each model provides varying degrees of driver interaction. You'll want to find the one that suits you best.

Current Lexus IS 350

The rear-wheel-drive Lexus IS 350 is available in one body style, a four-door sedan, and with only one engine, a robust 3.5-liter V6 that pumps out 306 horsepower and 277 pound-feet of torque. It pushes the car from zero to 60 in 5.6 seconds, which, by the way, is firmly in sports car territory. The IS 350 comes standard with a six-speed automatic transmission. There is no manual option.

Picking out an IS 350 is pretty simple; there's only one trim level. It's very well equipped and includes 17-inch wheels, leather seats, power front seats, automatic dual-zone climate control, a moonroof and an impressive audio system with a six-CD changer. There's an auxiliary jack for MP3 players, and a Mark Levinson 14-speaker 300-watt 7.1 surround-sound audio system is available individually or as part of an option package that also includes a voice-activated navigation system.

Two other option packages worth considering are the Luxury package, which adds heated seats and HID headlights, and the Sport package, which comes with 18-inch wheels, a sport-tuned suspension and sporty interior details, such as aluminum pedals.

Even without options, the Lexus IS 350 comes with a well-crafted interior. It is attractive and features high-quality materials. The front and rear seats are built more for comfort than support, which sheds some light on the difference between the IS 350 and its more performance-centric German counterparts. Like most small luxury sedans, rear seating isn't very spacious, and the Lexus has less rear legroom than many of its competitors.

In reviews and road tests, our editors found the Lexus IS 350 to be a dynamic sport sedan. As impressive as its quickness is the engine's broad and eager power spread. Handling is sharp, but it's still a Lexus, so the drive is perhaps not quite as thrilling as one might get from a BMW or Infiniti. A precise but numb steering rack and a muted exhaust note further this impression. Still, this attribute could be good news for buyers looking for a sport-oriented luxury sedan that's perfectly suitable for daily commutes.


Past Lexus IS 350 models

The Lexus IS 350, which debuted for the 2006 model year, is still in its first generation. Previously, Lexus offered the IS 300. Available as a four-door sedan or wagon, the IS 300 was known for its outstanding driving dynamics but rather drab cabin. It also wasn't as luxurious, roomy or powerful as the current IS 350, but as an affordable used luxury sport sedan, it's worth a look. It was sold from 2001-'05.

Lexus IS 250 Review

If you're shopping for an entry-level luxury sedan with a sporty disposition, you'll undoubtedly come across the compact Lexus IS 250. It's the less expensive companion to the pricier but more powerful IS 350 and it's the most affordable way into the Lexus lineup. Although modestly powered for a premium-brand sport sedan, the IS 250 offers all the other virtues of the current IS series, including precise handling, a top-quality interior and an extensive array of high-tech features.

2008 Lexus IS 250 4dr Sedan

In addition, the Lexus IS 250 actually offers a wider variety of drivetrain configurations than the more potent IS 350. On the standard rear-wheel-drive sedan, the company gives you a choice of a six-speed manual or a six-speed automatic transmission. If you've settled on the automatic, you have the option to order your IS 250 with all-wheel drive.

Choices are many in the highly competitive entry-luxury sedan market, yet the IS 250 is certainly one you should consider. That said, its lack of serious speed will deter hard-core enthusiasts, as will its muted steering feedback. For the general premium car shopper, though, the Lexus IS 250 represents a solid buy, as it offers high levels of luxury and refinement while staying within comfortable range of the $30,000 mark.

Current Lexus IS 250

Lexus sells the IS 250 in a single trim level, with either rear-wheel drive or all-wheel drive. The power source is a 2.5-liter V6 rated for 204 horsepower and 185 pound-feet of torque. The standard equipment list is respectable for this type of car. Naturally, all the requisite safety features are on board, including front-seat side airbags, full-length head curtain airbags and stability control. Major options include adaptive bi-xenon HID headlights, heated/ventilated front seats, a surround-sound Mark Levinson audio system with a CD/DVD changer, a navigation system with a rearview camera, adaptive cruise control and Bluetooth. There's also an X package, which is essentially a sport package that provides bigger wheels, high-performance tires, firmer suspension calibrations, aluminum pedals and a front lip spoiler. Note that you can only get this package on rear-drive IS 250s.

On the move, the Lexus IS 250 is smooth-riding and quiet but a bit light on emotion. Handling is secure and precise, particularly with the X package fitted, but the IS never communicates with its driver the way a BMW 3 Series sedan does. Otherwise, the IS 250's dynamics are certainly on par with the other leading entry-luxury sedans, including the Audi A4 and Infiniti G35.

Acceleration is adequate for a car in this price range, but with 0-60-mph estimates falling around the 8-second mark, we'd hardly call it pulse-quickening. Still, buyers will be impressed by the V6's creamy power delivery and the automatic transmission's quick responses in sport mode. The manual gearbox is a reasonable choice for enthusiast drivers, but it's not as tidy through the gears as top competitors'.

Inside, the leather-lined Lexus IS 250 feels luxurious even in standard spec -- something that can't be said of many entry-level luxury sedans in this price range. Still, consumers wanting that quintessential Lexus experience will need to check off bird's-eye maple trim on the options list. Seat comfort and passenger room are excellent up front, but the backseat offers considerably less legroom than the quarters in the 3 Series and G35. Trunk space is average at 13 cubic feet.

Past Lexus IS 250 Models

Introduced for the 2006 model year, the IS 250 represents the second generation of the Lexus IS series. The first generation, known as the IS 300, was sold from 2001-'05. This car was quicker and more involving to drive than today's IS 250, but it wasn't as roomy, refined or luxurious.

Buyers who put any priority on handling would be wise to zero in on 2007 and later models with the optional X package. Also note that the standard stability and traction control system (known as Vehicle Dynamics Integrated Management, or VDIM) was undefeatable on '06 models.

Mercedes-Benz CLK-Class Review

2008 Mercedes-Benz CLK-Class CLK350 Convertible

Throughout most of the 1980s and '90s, Mercedes seemed to focus strictly on the business side of the luxury spectrum by producing sedans, sedans and, well, more sedans. With the exception of one stratospherically priced roadster, style seemed to be a secondary concern, and there was nary a two-door to be found.

The Mercedes-Benz CLK-Class put an end to that. Born as a coupe first and a cabriolet (convertible) second, the CLK combined a curvy, low-slung body with four-seat practicality at a price digestible to the moderately wealthy masses. To no one's surprise, it was a hit.

Like its competitors, the Mercedes-Benz CLK traces the majority of its mechanicals to an existing sedan -- in this case, the compact C-Class. However, Mercedes has always tried to position the CLK as a higher entity than its entry-luxury source material. To that end, the company has offered the CLK with engines and transmissions from the more upscale E-Class, and the first-generation CLK even went so far as to crib its front styling from the E-Class of the time. Unfortunately, Mercedes has also felt that this higher pedigree deserved higher pricing, too.

But the sum of the CLK's parts has mostly gone over well with us. Both CLK generations offer refined road manners, a sufficient amount of sportiness and the expected levels of Mercedes-Benz luxury, safety and prestige. And while the CLK's interior control layout might be too complicated for its own good, this coupe and convertible pair does a passable job of seating four adults -- and remains the only two-door Benz besides the ultra-expensive CL-Class that can make such a claim.

Most Recent Mercedes-Benz CLK-Class

While the design of this current (second-generation) Mercedes-Benz CLK only dates back a few years, engine changes have altered the names of every family member during the model cycle. Currently, both the coupe and convertible come as a CLK350 powered by a 3.5-liter V6 with 268 horsepower and a CLK550 powered by a 5.4-liter V8 with 382 hp. A seven-speed automatic transmission drives the rear wheels of all CLKs.

For buyers needing still more, Mercedes' AMG in-house performance division offers a CLK63 AMG coupe and convertible. The CLK63 convertible is the more mainstream of the two -- that is, if you can call a car with a 475-hp 6.2-liter V8 mainstream. The AMG coupe, known as the CLK63 AMG Black Series, is an altogether different animal. In addition to getting an even 500 hp from its 6.2-liter, this special car incorporates a fully adjustable, track-tuned suspension and numerous weight-saving measures (including the removal of the backseat). Both AMG cars use modified versions of the seven-speed automatic.

Major standard equipment on the CLK350 includes 17-inch alloy wheels, leather upholstery, power seats, dual-zone climate control and a power tilt-telescoping steering wheel. Interior accommodations are airy in CLK coupes, thanks to their B-pillarless design; CLK convertibles have a quick-acting power-operated cloth top. In addition to their extra power, CLK550 models add a body kit, different-colored interior pieces and paddle shifters for the automatic transmission.

The Mercedes-Benz CLK63 convertible adds a sport-tuned suspension, performance exhaust, laterally bolstered front seats, seat heaters, two-tone leather, aluminum trim and an upgraded stereo. Compared to the CLK63 convertible, the Black Series coupe features harder-edged running gear including larger brakes, lightweight wheels and stickier tires. Inside, it's outfitted more like a racecar, dispensing with the typical myriad of power seat adjustments in favor of true sport seats with manual fore/aft adjustment. It also does without side airbags, but otherwise has all the safety equipment of other CLKs, including stability control.

We've generally been pleased with the driving character of the current Mercedes-Benz CLK-Class, although in non-AMG form, it's definitely more of a grand touring car than a sport coupe. The steering is slower than we'd like, but it's more precise than that of the previous model, and overall, the CLK350 and CLK550 handle fairly nimbly while riding comfortably. They're plenty quick, too.

As you'd expect, the faster CLK63s are firmer-riding on the expressway, but there's a payoff in balance and grip through the corners. The CLK63 AMG Black Series coupe is a particularly impressive machine in this environment and that's no surprise considering its origins: It's basically a street-legal version of the Formula One pace car and is, without a doubt, Mercedes' most serious performance car besides the SLR McLaren. A limited run of 700 cars worldwide should ensure instant collectible status.

Black Series aside, there's a lot to like in the Mercedes-Benz CLK-Class, though there are two major caveats for would-be buyers. First is its high price tag, which leaves the CLK thousands of dollars out of whack from its closest competitor, the BMW 3 Series, but still unable to equal the more elite 6 Series in either performance or prestige. The second issue is that despite the CLK's formidable power, it simply isn't as engaging to drive as either of these Bimmers.

If you're interested in purchasing a used, second-generation CLK, there are a few changes to be aware of. This line of CLK originated in 2003. First came the coupes, which at the time were a CLK320 with a 215-hp 3.2-liter V6, a CLK500 with a 302-hp 5.0-liter V8 and a CLK55 AMG with a 362-hp 5.4-liter V8. Convertible equivalents to all three joined for 2004.

In 2005, the CLK500 switched from a five-speed automatic to the current seven-speed automatic transmission. This was also the last year the CLK55 AMG was available in coupe form, and the year the navigation system switched from a CD-based to a DVD-based unit.

The following year, the CLK320 became the CLK350 (and also adapted the seven-speed), while 2007 was when the CLK500 and CLK55 converted to the current CLK550 and CLK63 AMG, respectively. During the transition, the CLK63 convertible adopted a sport-tuned version of the seven-speed transmission. An AMG coupe also returned for '07, albeit only in limited-edition Black Series form with a six-figure price tag.

Past Mercedes-Benz CLK-Class Models

The first-generation Mercedes-Benz CLK was produced for the 1998-2002 model years in coupe form. The convertible was available from 1999-2003. Each debuted as a CLK320 powered by a 215-hp 3.2-liter V6. The CLK430 variant, motivated by a 275-hp 4.3-liter V8, arrived a year later. The high-performance CLK55 AMG coupe and its 342-hp 5.4-liter V8 joined the line in 2001. Its convertible equivalent followed in 2002, and both went away at year's end.

All models had standard leather, dual-zone automatic climate control, SmartKey keyless entry, a Bose cassette stereo, power seats with memory, front seat side airbags and antilock brakes. CLK430 models added 17-inch wheels, aero enhancements and different-colored interior items. CLK55 AMGs went further with a stiffer suspension, performance exhaust, xenon headlights, a sunroof, rain-sensing wipers, multicontour front seats, front seat heaters and a rear sunshade.

The first changes came for 1999, when stability control became standard on the CLK430 and optional on the CLK320. In 2000 this safety feature became standard across the board, as did Mercedes' new TeleAid emergency communications system. Also, the five-speed automatic transmission on all models gained a manual mode.

The original Mercedes-Benz CLK-Class didn't drive as nicely as the current one. Power wasn't the issue, as all CLKs of this generation were fine performers. In reviews at the time, we took issue with the transmission, which often second-guessed the driver's intentions and delivered badly timed shifts. In addition, the brake pedal was on the spongy side, and the CLK's old-fashioned recirculating-ball steering setup was numb and heavy. On the highway, the car always felt solid and composed, however. Actual braking distances were excellent, too. Besides that, the CLK55 AMG coupe was then the quickest production Benz in history, hitting 60 mph in 5 seconds flat.

Our gripes on the inside concerned the lack of a tilt steering wheel, limited rear-seat headroom and the complexity of many of the controls. CLK Cabriolets suffered from cramped rear legroom, mediocre rear visibility and a power top that wasn't fully automatic (all of which were improved on the second-generation CLK).

In general, we still think the BMW 3 Series coupes and convertibles of the time were more rewarding cars to drive, not to mention less expensive. Still, if we were buying a CLK, our choice would be either the CLK320 or the CLK430. The Mercedes-Benz CLK55 AMG, as fast as it was, didn't offer a big enough performance enhancement to justify its price hike.

Lotus Exige Review

Minimalism is the operative word behind the Lotus Exige, a dedicated sports car that will appeal to extreme enthusiasts (and probably few others). The edgy Exige is compact and built purely for ultra-high-performance driving.

2007 Lotus Exige S Coupe

Unlike other supercars, the Lotus Exige isn't powered by a massive fire-breathing V8, V10 or V12. A high-revving four-cylinder engine is all that's needed to provide extraordinary performance. This is because of the vehicle's lightweight construction. There are few amenities and little sound dampening. Weight-adding safety features are kept to the absolute minimum. As a result, the Exige makes little sense as a daily driver. But as a performance car where Lotus' mantra of "simplificate, then add lightness" is in full effect, the Exige is simply one of the quickest, most dynamic and exciting cars on the road.


Current Lotus Exige

The Lotus Exige and supercharged Exige S are hardtop coupe versions of the company's Elise roadster. When the Exige first arrived in America, it was a pleasant surprise. Britain has a long history of building small, lightweight enthusiast sports cars, but for the last quarter-century very few of them had crossed the Atlantic. The Exige, like many of those Brit performance cars, is uncompromising to such a degree that it doesn't feel legal, even by exotic car standards.

Underneath the dramatic body shell is a car built for no other purpose than to be driven hard and fast. The rear-wheel-drive sports coupe is lightweight and loud. It seats only two. Even the standard air-conditioning system can be deleted to reduce weight.

In fact with the Lotus Exige, it's all about minimizing weight. The body structure is made of aluminum. The trunk is small and there's not much additional storage space. Standard features don't include power controls. And safety features are limited to the absolute minimum, so there are no side airbags or stability control and traction control is optional. Power steering? Forget about it.

Only by purchasing the Touring Pack can you get power windows, full carpeting, sound-deadening material and a decent stereo. For the more hardcore, there is the Sport Pack, which is equipped with Eibach coaxial coil springs, Bilstein monotube dampers, forged aluminum wheels and sticky Yokohama Advan tires.

But the Sport Pack still isn't even the most extreme option. Hardcore weekend racers will definitely want to look at the Exige Track Pack, which includes a fully adjustable suspension system (for those who are mechanically inclined), a limited-slip differential and 16-inch wheels and tires up front.

The Exige is equipped with a Toyota-built, 1.8-liter four-cylinder engine. Placed behind the driver for optimum weight distribution (and maximum cabin volume), the engine puts out 190 horsepower and 138 pound-feet of torque. The Exige S adds a Roots-type supercharger supplying 7.25 psi of boost, which results in ratings of 220 hp and 165 lb-ft of torque. Both models have a close-ratio six-speed manual transmission. Zero-to-60 mph acceleration for both cars happens in fewer than 5 seconds.

In our reviews, we found the Lotus Exige to be the most precise-handling car on the market. It's like a hummingbird on four wheels. It's more of a quick car than a crazy fast car. Since it was designed with the road course in mind, stopping and steering are just as important as acceleration. And while it was built to do everything well, it wasn't built for everyone in mind. The ride is harsh, getting in and out is difficult and outward visibility is extremely poor. But for die-hard enthusiasts, there might not be a more satisfying drive.

Past Lotus Exige models

The Exige arrived in the North American market for 2006. In that first year, only the regular model was available -- the Exige S debuted a year later. An earlier Exige (based on the first-generation Elise) was also built but it was never officially imported.

Mercedes-Benz CLS-Class Review

2008 Mercedes-Benz CLS-Class CLS550 

When it comes to shaking up the luxury car world, no amount of power, technological sophistication or supple leather in the cabin can top an alluring design. More stunning in person than even the most flattering photography might suggest, the coupelike Mercedes CLS-Class has a visual presence that few other luxury sedans can match. And that is something that's not likely to change for some time to come.

The Mercedes-Benz CLS-Class offers a level of athleticism and sumptuousness that in the past has been difficult to find in one car. Although it makes use of a number of unique pieces throughout, a lot of the underlying structure and hardware comes from the well-regarded E-Class. The engines in the CLS550 and CLS63 AMG, for example, are shared with its brethren and are connected to Mercedes' excellent seven-speed automatic transmission with manual-shift capability.

While its rakish visage does wonders for the CLS' image, it also reduces interior dimensions in several key areas. Up front, the effects are minimal as the CLS feels every bit as accommodating as Mercedes' full-size luxury flagship. But in back, its dimensions are tighter in nearly every direction when compared to more mainstream sedans. Additionally, the small rear windows can make occupants feel closed in.

But these are pretty minor complaints. The Mercedes-Benz CLS-Class isn't really a case of form over function; rather, it's a rare combination of the two that makes them satisfyingly complementary. For the luxury car buyer who desires distinctive styling, strong performance and a sumptuous interior, the CLS is easy to recommend.

Current Mercedes-Benz CLS-Class

The Mercedes-Benz CLS is available as the CLS550 or the CLS63 AMG. For both models, expect all the typical powered controls and luxury accoutrements. Mercedes' Airmatic suspension system comes standard, too, giving the CLS enough adjustability to suit every type of driver. Left in its standard comfort mode, it responds with typical luxury car motions -- soft when it needs to be and stiff enough to maintain sufficient control at all times. Additional settings programmed for more aggressive driving are available should you desire more precisely controlled handling.

As the rear-wheel-drive CLS is meant to be a relatively exclusive and upscale car, Mercedes hasn't bothered to offer a V6-powered model. Rather, the lineup starts with the CLS550. It's equipped with a 5.5-liter V8 developing 382 horsepower and 391 pound-feet of torque. The CLS63 AMG has a 6.2-liter V8 that makes 507 hp and 465 lb-ft. A seven-speed automatic with Sportronic manual-shift capability is the sole gearbox for both trims. Paddle shifters are standard on the CLS63 and optional on the CLS550.

With so many gears at its disposal, the CLS is never far from its sweet spot -- making the sizable luxury sedan feel just as quick as its horsepower number might suggest. Response from the advanced, world-class transmission is satisfyingly quick. Mercedes says the CLS63 AMG needs only 4.5 seconds to hit 60 mph.

Inside the cockpit, sweeping wood panels, chrome trim surrounds, premium materials and beautiful detailing set the CLS apart. However, the car's coupelike roof line and tighter door openings can make getting in and out of the rear seats more difficult. Once in place, the aft quarters are surprisingly accommodating. Six-footers might brush their heads, but plenty of leg and shoulder room keep it otherwise comfortable. The short windows make it feel less airy than a typical sedan, but compared to a traditional two-door coupe, the Mercedes-Benz CLS is legitimately comfortable in back rather than merely tolerable.

Although it's about 5 inches longer than its midsize stablemate, the CLS550 weighs only a few pounds more. Transitioning from one curve to the next makes it obvious that this is no full-size land yacht. Unlike its larger sibling that reminds you of its size when pushed, the CLS550 invites spirited driving at every turn thanks to its quicker steering and reduced body roll. The CLS63 AMG, meanwhile, pushes the envelope even further thanks to its sport-tuned suspension, more powerful brakes, and bigger wheels and tires.

Past Mercedes-Benz CLS-Class models

Mercedes-Benz introduced the stunning, performance-oriented CLS500 sedan in 2006. As the CLS500's name suggests, it came with a 5.0-liter V8 rated at 306 hp. In that first year, Mercedes also offered the 469-hp CLS55 AMG. These models were superseded by the CLS550 and CLS63 AMG for 2007.

Ford Mustang Review

As household a name as Folgers, Marlboro or Kraft Mac 'n Cheese, the Ford Mustang is the longest surviving of the affordable breed of classic American muscle cars. Sold always in coupe and most times in convertible and 2+2 fastback forms as well since its 1964 introduction, the Ford Mustang is the only one of the original pony cars to enjoy an uninterrupted production run. It hasn't been easy, either, as oil crises, tightening emissions standards and corporate budget cuts have put the Mustang's future in doubt on more than one occasion. Ultimately, though, its iconic status within the Ford lineup and popularity with consumers has seen it through.

2008 Ford Mustang GT Convertible Shown

There have been many great Mustangs over the decades: Most revered as collector cars are the 1965-'70 Shelby Mustangs and the '69 and '70 Boss 302 and 429, while the '69 and '70 Mach 1, 1984-'86 turbocharged SVOs, 2000 Cobra R and '03 and '04 supercharged SVT Cobra are also coveted. Most Mustangs have had far more pedestrian credentials, of course, but with at least one V8 in the lineup for virtually all of the car's lifespan, the Mustang has long been the choice of consumers seeking power and style in a rear-wheel-drive coupe, fastback or convertible. The current-generation Ford Mustang is easily the best ever from the standpoints of performance, refinement and day-to-day livability.

Completely redesigned for 2005, the Mustang moved to an all-new chassis after a 25-year run on the late-'70s-era Fox-body platform. Ford's pony car still uses rear-wheel drive and a fairly basic solid-axle rear suspension, but ride quality and handling are more precisely controlled than on any previous Mustang.

Most noticeable is the car's styling, which pays homage to the famed Mustangs of the 1960s: With its big grille, round headlights, high-mounted foglights and fastback roof line, the current Mustang GT coupe is a throwback to the muscle car heyday. The classic motif continues inside where an old-school dash, steering wheel and instrumentation are integrated into a modern, ergonomically friendly design. Some materials are low in quality, however, as Ford sought to keep the price tag low as well.

Indeed, value remains one of the Ford Mustang's strengths. For about $20,000, you can get into a Mustang coupe with a healthy, 4.0-liter V6 good for 210 horsepower. For about five grand more, you can get a convertible or opt for the GT coupe, which packs a 300-hp, 4.6-liter V8 complete with burbling exhaust note. Fully loaded Mustang GT convertibles top out in the mid-$30K range.

For those who find the GT too tame, an elite Mustang called the Shelby GT500 debuted in coupe and convertible form for 2007. It's much pricier than regular Mustangs, but the payoff is a supercharged 5.4-liter V8 good for 500 hp, and a thoroughly reworked chassis.

There have been eight previous generations of the Ford Mustang, and given the car's sustained popularity over the years, older models are relatively easy to find on the used market. Still, most specimens you're likely to find will be from the eighth generation, sold from 1999-2004. This is the best of the Fox-body Mustangs, and like the current car, it offered a good blend of performance, fun and affordability. Downsides included rather crude handling characteristics (a consequence of the aged platform) and a cheap interior with an awkward driving position.

If you're shopping for an eighth-gen Mustang, our pick would be a GT from any year, as it offered a healthy 260-hp V8. If you're seeking something faster and rarer, consider the limited-edition Mach 1 (305-hp V8) or supercharged SVT Cobra (390-hp V8), which were sold in 2003 and 2004. The Cobra is the only Ford Mustang ever fitted with an independent rear suspension; it was also sold in '99 and 2000 but wasn't supercharged. Even rarer is the 2000 Cobra R, a race-ready, 385-hp Mustang coupe stripped of its rear seats and air-conditioning.

You'll also encounter plenty of seventh-generation Mustang coupes and convertibles, sold from 1994-'98. This car is very similar mechanically to the eighth-gen Mustang; the main difference is exterior styling. If you're thinking of buying one, 1996-'98 GT and SVT Cobra models might be preferable, as the '96 model year brought a new 4.6-liter, SOHC V8 that was much smoother than the outgoing 5.0-liter V8. Although horsepower held steady in the GT, the Cobra jumped from 240 to 305. The most collectible Mustang of this period is the '95 Cobra R, a 300-hp coupe without a backseat.

Mercedes-Benz SLR McLaren Review

South Africa might seem a strange place to launch a 200-mph exotic sports-GT car that will find owners mainly in the U.S. and western Europe. More so when you consider that the most significant achievement by an SLR model was in Italy, at the Mille Miglia event of 1955. But Mercedes-Benz
has conducted operations in South Africa for more than 45 years, including complete vehicle assembly. More important, the weather in mid-November is fabulous.

Piloting these left-drive-only coupes in a right-hand-drive market took only a short adjustment, leaving us free to enjoy the SLR’s addictive power against the spectacularly scenic backdrop of the Cape mountains. The audio soundtrack wasn’t bad, either, with a muted but shrill scream of a twin-screw Lysholm blower accompanying a distinctly staccato roar from the 617-hp V-8’s side pipes every time the driver stabbed the pedal.

Each of the engine’s cylinder banks enjoys a stream of condensed intake air from separate intercoolers, together producing a torque curve quite similar to the profile of Cape Town’s Table Mountain. There is already 440 pound-feet of torque by 1500 rpm, and well over 500 pound-feet between 3000 and 5000 rpm. This lends mind-boggling elasticity to the SLR, with passing performance that has to be felt to be appreciated.

We’ve become fairly accustomed to huge output from AMG-built engines, but most of those are housed in conventional steel models weighing quite a bit more than the 3800-pound, carbon-fiber-bodied SLR. This isn’t exactly svelte when one considers that carbon fiber weighs half as much as steel. Mercedes claims 3.8 seconds for the 0-to-60-mph scramble, and we think that might be a conservative estimate.

The carbon-fiber structure, produced in an all-new facility in Woking, England, is the real story of the SLR, and it celebrates the relationship between Mercedes-Benz
and McLaren in the Formula 1 circus. Under McLaren’s management, this new plant conducts the high-tech assembly procedures that will give birth to 3500 examples of the SLR over the next seven years.

This carbon-fiber road car exploits that material’s amazing strength and feathery weight for high performance and safety. The entire body is a composite molding, with beautiful front and rear aluminum subframes bolted and bonded to the tub to mount the engine and undercarriage. Below the tub is a completely flat underbody.

When you flip open the long clamshell hood, it’s a surprise to see how little of the exposed interior is filled by the engine. For optimal weight distribution (the percentage, front to rear, is 51/49), the engine protrudes only two or so feet forward of the base of the windshield. Ahead of that is a monstrous snorkel reaching for cool air rushing in around the three-pointed star.

Other neat features visible under the hood are the forged-aluminum double control arms, along with an anti-roll bar mounted above the suspension and torqued by a Formula 1–style rocker assembly.

At each end of the car are conical crash members made of 25,000 carbon-fiber filaments wound from 48 reels using techniques developed by the textile industry. As exhibits from crash tests proved, these crash members provide remarkable absorption and resistance to impact damage.

The composite body is palpably stiff to the car’s occupants, never emitting a squeak or groan on the worst surfaces, despite a suspension on the firm side. Those A-pillar-mounted gullwing doors—opening to 107 degrees and attracting hordes of onlookers—would undoubtedly betray deficiencies in the structure if there were any.

The inside of the SLR is as exotic as the Batmobile exterior, with carbon-fiber seat shells covered in fine leather and a cockpit built of contrasting colors and textures. To start the SLR, you turn the stubby key, flip a cover at the top of the gear selector, and thumb the button that hides there to bring the 5.4-liter V-8 rumbling to life.

Mercedes’ strongest five-speed automatic (with manual override) still required internal reinforcements to handle the enormous horsepower of the SLR. It offers three levels of transmission performance—comfort, sport, and manual. In manual mode, the box shifts only in response to the wheel-mounted buttons or a side swipe at the selector, and it has an additional three levels of response and shift speeds set by yet another rotary knob.

We like that this manumatic can be made fully responsive to the driver, turning the automatic box into something very like the paddle-shift system in Ferraris and allowing you to hold gears for corner entries and such. We like the electronic braking system less. There’s an initial dead zone in the pedal travel, and one instinctively feels for the usual hydraulic takeup point, whereupon the giant eight-piston front calipers take a firmer bite on the 14.6-inch ceramic discs than you’d planned.

Other than that, the SLR is largely devoid of the syrupy control feel that coats most Mercedes cars. Its steering is deliberate and linear, the power delivery smooth but somehow raw, the ride firm and immediate. There’s quite a bit of grip from the made-to-order Michelin Pilot Sport tires, abetted by a McLaren-tuned chassis and Mercedes-Benz’s electronic stability program, which—for once—has a pretty high threshold. A pity it still steps in so intrusively, but with so much potential and so much value in the car, maybe that’s a good thing.

There were mixed reactions to the SLR’s styling at its first appearance, but the positive response by potential buyers now suggests that every example will find a home.

Cadillac XLR-V Review

There are a few lucky car shoppers out there who can afford the very best the automotive world has to offer. For those hoping to go really fast and be coddled while doing it, Cadillac created the XLR-V convertible. The V at the end of the car's moniker indicates that it's a performance variant of Cadillac's XLR, but it could easily stand for viciously quick and very luxurious.

2008 Cadillac XLR-V Base Convertible

Viciously quick comes courtesy of this Cadillac's supercharged V8, which will send you hurtling from zero to 60 in less than 5 seconds. You won't find any assembly lines at the Wixom, Michigan, facility in which the high-performance engine is made. Taking a cue from European ultraluxury manufacturers, Cadillac has given each V8 a personal touch, with each being built from start to finish by a single craftsman. Very luxurious is the end result of the wealth of standard features offered by the Cadillac XLR-V roadster. Satellite radio, keyless ignition and a voice-activated navigation system are all part of the lineup.

The XLR-V's features list brims with opulence, but unfortunately, the same can't be said for its cabin. Abundant wood and metallic accents are a good start, but aesthetics ultimately miss the mark, thanks to generic-looking switchgear and unspectacular leather. For a car that costs about $100K, this is a profound disappointment. Cabin dimensions in this convertible are also tight, resulting in a cramped environment for taller drivers. Another shortcoming is the car's lack of cargo room.

It should also be said that while the Cadillac XLR-V offers a memorable and engaging ride, you'll find more refined driving dynamics in its European competition. Still, for those seeking a less common American alternative, this singular Caddy could prove to be a pleasing choice.

Current Cadillac XLR-V

Designed to facilitate wind-tousled tresses and sun-kissed cheeks, the Cadillac XLR-V is available only as a two-seat convertible with a retractable hardtop. Aside from its high-performance innards, this V is distinguished from its less spirited sibling by virtue of styling cues like a unique front grille and a sculpted hood designed to accommodate the V8's supercharger.

Only one trim is available, but -- as befits the car's nearly six-figure price tag -- it's fully loaded. Perks like Bluetooth phone connectivity, heated leather seats and adaptive cruise control (which automatically maintains a preset distance between the roadster and the car ahead of it) are all standard. The XLR-V's power-retractable hardtop can go from closed to open (and vice-versa) in about 30 seconds.

Pop this Caddy's rather menacing hood and you'll find a supercharged 4.4-liter V8 with the goods to kick out 443 horsepower and 414 pound-feet of torque. A broad torque band keeps this might readily accessible; the engine is able to deliver 90 percent of peak torque between 2,200 and 6,000 rpm. A six-speed automatic transmission with manual-shift capability directs power to the rear wheels.

The Cadillac XLR-V's cabin is attractive, but attractive simply isn't good enough for a car in this price range. Aluminum accents add a nice gleam to the steering wheel and instrument panel, and there are pleasing amounts of burnished exotic wood in evidence -- you'll find it on the shifter knob, steering wheel and parts of the door and center console. But compared to what's available from other cars populating this rarefied bracket, the overall look and feel of the Cadillac's interior is a little disappointing. There's also not a whole lot of room available. The vertically gifted will find getting comfortable in the driver seat a challenge, and tight cargo room limits versatility.

Once settled, however, drivers will find themselves swept away on a wave of raw power. The car is responsive and quick, eager to leap to attention at the slightest tap of the throttle. Its Magnetic Ride Control adaptive suspension (which automatically adjusts the suspension to reflect driving conditions) is tuned to be sportier than that of the XLR, but thanks to careful attention paid to handling dynamics, the car's ride is never abusive. The only real detracting attribute is the car's steering, which we have found to be overly heavy.

Cadillac XLR Review

Yet another entry from Cadillac to show the world it's serious about competing with the top European and Japanese luxury brands, the two-seat Cadillac XLR roadster is the company's flagship vehicle. Though it shares the same platform as the current Corvette, the XLR variant is not a simple case of corporate badge engineering. It's more of a grand touring machine than a hard-edged sports car, as the Caddy's responses are softer and comfortably refined. It also uses a more subdued 4.6-liter, 320-horsepower V8 engine rather than the Vette's edgier 6.0-liter, 400-hp V8 power plant.

2008 Cadillac XLR Convertible

The use of lightweight components like aluminum suspension pieces and composite body panels keeps the Cadillac XLR from being a bloated luxury two-seater. In addition, the standard Magnetic Ride Control adaptive suspension system automatically firms up or softens the suspension based on driving conditions, ensuring generally smooth and responsive maneuvers. The combination of bold, angular styling outside and distinctive eucalyptus-wood cockpit accents gives the XLR a sophisticated presence. Further, the XLR's power retractable hardtop roof allows the comfort and security of a coupe when the top is raised.

As impressive as it is, the Cadillac XLR roadster is not quite the "standard of the world" just yet. Though its styling and Cadillac badge will appeal to those looking to roll up to the valet in something different from the status quo, the XLR comes up short in terms of maximum performance and interior detailing when compared to its German rivals. But if those qualities aren't your top priority, and you're not overly impressed with the rest of the XLR's competition, this Cadillac convertible is worth considering.

Current Cadillac XLR

The Cadillac XLR is a two-seat luxury roadster featuring a retractable hardtop roof. The standard XLR comes with just about all of the luxury features you'd expect, including 18-inch alloy wheels with run-flat tires, adaptive xenon HID headlights, heated leather seats with plenty of power adjustments, dual-zone automatic climate control, keyless startup, a head-up display, a navigation system and a Bose audio system with satellite radio and a CD changer. There are also a couple special variants, the Passion Red Limited Edition XLR and the Platinum Edition XLR, that feature unique exterior paint and other minor trim enhancements.

A refined yet muscular 4.6-liter V8 powers the XLR, and a six-speed automanual transmission transmits the Northstar V8's 320 horsepower and 310 pound-feet of torque to the rear wheels. We've found the XLR to be a spirited performer, with 0-60-mph sprints taking less than 6 seconds and high-speed cruising that's generally hushed and effortless. Full-throttle shifts result in little hesitation, and the sound of the engine at speed is as good as or better than any V8 in its class. Antilock disc brakes are standard safety items, as are run-flat tires, a tire-pressure monitor, stability control, head/torso side-impact airbags and rear parking sensors.

Inside, the Cadillac XLR boasts an upscale cabin complete with rich eucalyptus wood trim and aluminum accents in addition to comfortable leather seating -- altogether clean-looking, modern and warm. State-of-the-art technologies abound, too: A head-up display shows vital information such as speed, fuel level and audio status on the windshield, adaptive cruise control automatically maintains a preset distance between the XLR and the car in front, and a large touchscreen mounted high in the center stack helps keep the dash free of numerous single-use buttons. Our editors found fit and finish to be excellent, save for a few pieces of metallic trim that seem tacked-on rather than cleanly integrated.

As fast as the XLR is when pushed, those expecting a true Cadillac sports car will be disappointed. Acceleration, though certainly quick, is not as forceful as its corporate cousin, and the XLR's softer suspension tuning results in noticeable body roll during hard cornering and plenty of nosedive under heavy braking. Even with its adaptive suspension's split-second response, the Cadillac XLR still feels less willing to tackle turns than the more athletic European contenders. On the open highway, the roadster hits its stride, delivering an undisturbed ride with effortless tracking.

Mitsubishi Eclipse Review

2008 Mitsubishi Eclipse GS Hatchback 

For more than a decade and a half, the Mitsubishi Eclipse has been one of America's more popular sport coupes. Its success can be attributed to several factors that have remained constant throughout its run, including sleek styling, powerful engines, a decent amount of comfort, and affordability. Interestingly, these traits also describe the traditional domestic rear-drive sport coupe, and some have described the Mitsubishi Eclipse as the Japanese version of a pony car. They point out that the Eclipse has typically not been as nimble as other imported coupes, and has instead been best at straight-line performance. The Eclipse has also always been designed solely for the U.S. market and is a rarity in other parts of the world. The original Eclipse was the result of a joint venture in the mid-'80s between Mitsubishi and Chrysler, known as Diamond Star Motors (DSM). For model-year 1990 at a plant in central Illinois, the partners started production of what was known as the Diamond Star triplets: similar versions of the same Mitsubishi-engineered car, including the Eclipse, the Eagle Talon and the Plymouth Laser. The DSM partnership no longer exists as it once did, and only the Eclipse remains in production. In total, there have been four generations of the Eclipse. Measured in terms of all-around performance and design, the latest one can be considered the best yet. But earlier Eclipses, assuming they have been cared for properly, could become an affordable and enjoyable purchase for the budding sport coupe enthusiast. The latest Mitsubishi Eclipse has been available since the 2006 model year. It has a hatchback body style and can seat up to four people. Mitsubishi builds it on the same platform used for its Galant sedan and Endeavor SUV. There are two trim levels: GS and GT. The Eclipse GS is reasonably well equipped and comes with a 2.4-liter four-cylinder engine good for 162 horsepower. The main draw of the Eclipse GT is its 263-hp, 3.8-liter V6.

Both versions are front-wheel drive. The GS can be equipped with either a five-speed manual or a four-speed automatic transmission with a sequential-shift Sportronic mode. The GT comes with a six-speed manual, with a five-speed Sportronic automatic optional. Popular options include a sunroof and a powerful Rockford Fosgate audio system. In reviews, the Mitsubishi Eclipse has earned favorable commentary for its powerful V6 engine, comfortable front seating and stylish interior. Noted downsides include a hefty curb weight that dulls handling, sluggish acceleration on four-cylinder models and a large turning radius. Most consumers shopping for a used Eclipse will encounter the third-generation model, which was sold from 2000-'05. Like the current model, it has a hatchback body style, front-wheel drive and four-cylinder or V6 power. It's smaller than the current model, however, and less refined. The RS and GS trims of this generation were powered by a 2.4-liter four-cylinder good for 154 hp. The GT had a 205-hp 3.0-liter V6. All could be had with either a five-speed manual transmission or four-speed automatic. Although this Eclipse was fairly popular with consumers, it attracted little critical acclaim. In Edmunds.com tests, editors noted that the Eclipse was not as sporting as previous versions and had a low-quality interior. Nor did the car change much during its run, though in 2003 Mitsubishi added a GTS trim that had a slightly more powerful V6 (210 hp) and more standard equipment. When new, the first- and second-generation Eclipses were considered some of the best affordable sport coupes available. The original debuted in 1990. This Eclipse was also a hatchback, and these early models can be identified by their pop-up style of headlights. There were four different trim levels, each offering its own mix of powertrains. The top-of-the line model was the Eclipse GSX, which boasted a 195-hp turbocharged four-cylinder engine and all-wheel drive. In 1992, minor updates were made, including the addition of fixed headlights.

Compared to the foreshortened, almost stubby first Mitsubishi Eclipse, the second version (1995-'99) seemed long, sleek and gorgeous. It was a bit bigger than the earlier car and in many ways very similar mechanically. Normally aspirated or turbocharged engines were again offered, as was front-wheel or all-wheel drive. With any of these early models, poor resale values have sunk purchase prices to very attractive levels. But reliability has never been a strong point for the Eclipse, and finding a well-maintained one (especially a turbocharged model) will be key for the smart shopper.

Audi A6 Review

2008 Audi A6 3.2 Quattro Sedan Shown

Luxury-car customers who love value has long Hurray Audi A6. And in true Audi fashion, the medium-sized A6 gives you a lot for a very competitive price.

One of the A6's main strengths is its luxury cabin. Materials are first rate and the overall design is nothing less than class leaders. Its winter-weather capability is another plus. A6s is available with Quattro all-wheel-drive system, which distributes power to all four wheels, making icy roads more manageable.

But the car's most compelling asset value concerns. In terms of overall quality, the Audi A6 is right up there with other medium-sized luxury cars, but it costs thousands less. A used A6 represents an even more affordable proposal. 

There have been three generations of the Audi A6, and all are worthy choices. If there is a disadvantage to the A6, it is that it has not been the most athletic choices in its segment. Its engines were a little light on low-end torque through the years, and compared to other athletic sports sedan and wagon, handling is skewed towards more luxury than performance. But these quibbles pale in the face of this car's undisputable merits. Offering premium refinement at a respectable price, A6 is an excellent choice.

Current Audi A6

With its clean lines and over dimensional lattice, the current Audi A6 is one of the most significant medium-sized luxury cars on the market. It exists both as a sedan and a wagon. A6 wagon - called Avant - is one of the few medium-sized luxury cars on the market, and with a 34-cubic-foot cargo bay behind its rear seat, it makes a practical yet elegant choice for families with a large dog or double stroll in tow.

Those who buy A6 sedan can choose between two trim: base 3.2 and top-of-the-line 4.2. Carts are available only in the 3.2 trim. Standard equipment is generous, and as we have come to expect from the Audi A6's interior is a case study in attractive designs and quality materials. LINEUP The options include a high-end audio system, voice-activated navigation system and Bluetooth phone connectivity. Most can be accessed via Audi's easy to use Multi Media Interface (MMI) vehicle management system. It sounds complicated, but with its logical menus and ergonomically designed, all-in-one control knob, MMI is relatively easy to learn.

As for performance, Audi A6 is available with either a 255-hp V6 or a 350-horsepower V8 engine. The engines are smooth and refined, though the V6 is taxed by the A6's 4000-pound curb weight. Acceleration is certainly acceptable, but most other V6-equipped luxury cars are faster. A6 rides comfortably on the highway, and while it is not the most sporting car in its class, our editors like its predictable, mobile sensor through the corners. As far as transmissions go, both a constant variable transmission (CVT) and a six-speed automatic are offered. A6 can be equipped with either front-wheel-drive or Audi's Quattro system.

The current Audi A6 is representative of the third generation model, which goes to 2005. Overall, the third generation car is by far the best package of weight-gain style, entertaining driving dynamics and opulent furnishings. They are considering use third-GEN models must remember that the car's V8 (available in 4.2 trim) got an upgrade a couple of years in the cycle. A6's current 350-hp V8 does not debut until 2007 and prior to that V8 models are delivered 335 horsepower. Model 2007 also marks the debut of the car available iPod integration and a rearview camera.

Former Audi A6 models

The second generation A6 sedan came on the market in 1998 and has benefited from a ground-up redesign, a new version of Avant wagon debuted the following year. This was the first Audi A6 to ride on a stretched version of the highly regarded A4 platform. For the first two years, only a naturally aspirated V6 was available, but in 2000, Audi added a spirited twin-turbo-charged V6 and a torque-rich V8 engine LINEUP sedan. Since the acceleration tend to be sluggish with the base V6, especially on hefty A6 Avant Quattro Wagon, Audi began offering a larger and more powerful 3.0-liter six-cylinder in 2002. Transmission choices included a five-speed automatic and a CVT (which was introduced in 2002). In our editorial reviews, we praised the heavenly cabin, and all-wheel-drive utility offered by the second generation A6, and nothing panned its nonlinear steering. Taken together a solid choice for used car shoppers.

The original A6 came out in 1995 as an easily revised version of the old Audi 100 sedan and wagon. Although prices on used A6 models from this era are convincing low, consumers should be aware that only one engine - a 172-hp V6 - is available on these cars. With the lightest A6 sedan weighing from 3,400 pounds, acceleration is modest at best. But much like newer Audi, the A6 was nicely appointed, and offered a choice of front-wheel-drive or Quattro all-wheel drive.

Audi R8 Review

2008 Audi R8 quatrro Coupe

There I was, having fun, fun auf die Autobahn, when nature called. A location southeast of Stuttgart, I took the wrong exit and found myself outside the door of Audi's Neckarsulm plant. A large sign proclaimed the brutally Bauhaus industrial complex ground zero for the German auto maker's R8 supercar. I was immediately convinced I was destined to park one in my garage. Of course by then I had been chasing R8 ownership for more than three years. So do good things come to those who wait?

Flash forward to Vegas. I look at a number of carefully prepped aluminum-bodied R8's shimmering in the desert heat, HUNC low to the ground, looking clearly sinister in the winter sun. The German coupe's over-large mal occhi stare out from a form is not entirely unlike a Ferrari F430, but obscured by all kinds of dents, immediately and intake.

The R8's "blades" - contrasting colored tape Halving the R8's profile like enormous pieces of duct tape looks just as jarring in real life as they do in the pictures. But the car's rear end is a thing of beauty; a synthesis of the Italianate style and Germanic precision projecting pure power.

The R8's interior shares the family very similar to the upcoming TT for my taste, from its door pulls to the undersized, satellite navigation screen for the dreaded Multi-Media Disconnect unit. Despite the haptic sky-buttery leather, textured aluminum, carbon fiber accents, plush Alcantara-It is a bit like sitting inside a Zero Halliburton.

Thanks to the R8's panoramic front windshield, at least feels like a BIG briefcase. For a mid-engine sports car, rear visibility is better than expected, somewhere between terrible and really bad. Backup sensors and the camera comes standard. Very grateful.

The 3,439 pounds. Holsters Audi R8's 4.2-liter FSI V8, good for 420 horsepower and 317 lb.-ft. of torque. Helping well heeled potential customers do the math, Audi's product specialists, who set a 200-mil route through Nevada's Valley of Fire, and gave access to Las Vegas Raceway.

On the open road, the R8 is a serene machine. Despite low gearing, road and engine noise levels are subdued enough for everyday wear. My tester was hit with a couple of squeaks and rattles; an early indication of problems or provide journalists the opportunity to abuse Audi's horsepitality. Anyway, in a roadway, the R8's ride quality is excellent, even without the optional 'Audi magnetic ride' adaptive damper system.

When you press the R8 exhaust note morph from metallic rasp to the barrel chested roar of the Banshee wail. The endless mechanical aria is a welcome alternative to standard-issue audio system, which is slightly better than an A4's ICE. And while we are here, the R8's armrest is poorly positioned for long-term comfort and cupholders are useless.

The Lamborghini Gallardo donated his paddle shift transmission to the R8. At low speed, smooth shifts are quick unmöglich. While Audi's R-electronic system is not as bad as BMW's SMG cog swap (what is?) Is it far less comfortable as Audi's DSG world. To make it worse, the R8's paddles are too small and made ugly ass plastic. I briefly drove the six-speed manual version and prefer it for expanded civilian Jaunt.

Cruise Passengers note: storage is notable by its absence. Audi will sell you a fantastic seven piece set of fitted luggage for around 5,000 euros (which is more beautiful than anything else in the car). But hey, long-distance love is not the R8's main mission.

The track is the R8's true métier. Zero to sixty in 4.2 seconds says this sucker moves. Equally important, the Coupe changes direction with sufficient to elicit an refloating gleeful cackle from the most jaded track addict. Even with the ESP traction control disengaged, have Quattro-equipped mid-engine motor's back-end out of alignment is almost as hard as trying not to.

Too much speed into a corner? Back from the accelerator and nose Tucker neatly in line. Composure through long sweepers at speeds of 100 + km / h is just as exemplary. And the R8's binders are phenomenal: endlessly reassuring combination of power, feedback and measured graduation.

At the Vegas circuit, max attack e-gear shift was fast yet smooth. Unfortunately, Audi put the e-gear indicator in the witness protection program. Yet flogging the R8 around a track and then run the home may be the new owner's new favorite pastime.

The R8's handlers claimed the R8 will open a new automotive segment: affordable exotica. Yes, yes, as quickly and conscientiously as the car is that the R8 is struggling to surpass the dynamic benchmark set by the equivalent price Porsche 911 Turbo.

While the rear-engined German is faster than the R8, the visual malicious Audi definitely possess the X factor needed to make a suitable alternative to the father of all daily Super Cars. In time, the battle lines will move closer. Call me a speed-crazed way victim, but I can not wait.

Audi S4 Review

2008 Audi S4 Avant quattro Station Wagon

The Audi S4 is a high-performance version of the A4 entry-level luxury car. It features hardware modifications that increase the car's capabilities in regards to acceleration, braking and handing.

Consumers interested in a car that combines performance, luxury and versatility will find a lot to like. One of the car's main advantages is its Quattro all-wheel-drive system. For most cars, all-wheel drive is typically employed to provide added traction in slippery weather conditions. Though the S4's Quattro system is certainly useful in that regard, its main purpose is to make sure that the S4's powerful engine output is put to good use. During cornering, the S4 feels very secure and stable as power is fed to all four wheels.

Other S4 advantages include high-quality interior materials and an attractive cabin design. It's true that other European compact sport sedans can provide a harder-edged approach to performance or a more prestigious image. Overall, we hold the Audi S4 in high regard and expect most shoppers to be drawn to the car's balanced approach to performance and comfort.

Current Audi S4

The current third-generation Audi S4 is available as a sedan, wagon (Avant) and two-door convertible (Cabriolet). Since the A4 is compact in size, it might come as a surprise that the current S4 packs a 340-horsepower V8 under its hood. It's matched to either a six-speed manual transmission or a six-speed automatic. Quattro all-wheel drive is standard. There are other performance-oriented modifications as well, including a sport-tuned suspension, 18-inch wheels with high-performance tires and more powerful brakes. On the outside, subtle styling accents and badges distinguish the S4 from the regular A4.

Inside, front occupants are treated to a comfortable and functional cockpit. Leather seating is standard, and interior trim, lighting and controls are all of high quality. Although the rear seat is fine for small children, adults seated back there will likely complain about a shortage of legroom. The Avant sport wagon provides up to 61 cubic feet of cargo space with the rear seats folded.

The current S4 impresses with both performance and style. Power is abundant, handling is stellar and the cabin is superlative. The fact that it's available in Avant and Cabriolet versions is another plus. Its one drawback is a somewhat cramped backseat.

Those interested in a used Audi S4 should know that the current generation dates back to 2004. Relative to its predecessor, this generation offers a more powerful V8; it also features a convertible in its lineup, whereas previous generations do not. As you evaluate current models, also keep in mind that the S4 Cabriolet was spruced up in 2007, with new styling and a quieter top.

Past Audi S4 Models

Previous to this model, there were two other generations of the S4 -- a second-generation vehicle, available from the 2000-'02 model years, and a first generation, available from 1992-'94. 

The second-generation model was based on the A4 sedan and wagon of its day, and it came equipped with a twin-turbo, 2.7-liter V6 engine rated at 250 hp. Quattro was standard, and Audi offered either a six-speed manual transmission or a five-speed automatic. If you look back at Edmunds' S4 road tests at the time, you'll see that we found the car very enjoyable to drive, as it struck an ideal balance between outright performance and everyday comfort. Our main complaint about this model was the familiar lack of rear-seat room.

As is the case for many performance-oriented cars, there is a chance that a used Audi S4 has been driven harshly. Many have also been modified for additional performance. Interested buyers would be wise to spend additional effort on vehicle inspection. Feature-wise, there is not much difference between the years of this generation, though S4 enthusiasts typically gravitate to late-build 2001s and 2002s.

The first-generation Audi S4 was a performance variant of the Audi 100 sedan (later A6). These S4s came with a turbocharged inline five-cylinder engine capable of 227 hp. Quattro was again standard, and these cars were equipped with a five-speed manual transmission only. After 1994, they became known as the S6. First-generation S4s are a relatively rare find today.

Audi S5 Review

2008 Audi S5 quattro Coupe

I really want a Mercedes Black Series AMG. It’s a practical, sharp looking car, and nothing clears my head like Saturn V quality thrust. But my spouse’s desire to share her dotage with yours truly conspires against it. So, after driving a BMW 6-Series and finding it a bit… sclerotic, I wandered over to my local Audi dealer in search of something slinkier and kinkier. And there she was: a brand new S5 coupe on the showroom floor, shooting me come hither glances. So thither I went. Ah, but did I tarry long enough to take possession of Ingolstadt’s two-door Q-ship?

Walter de'Silva claims the S5 is his meisterwerk. As Walt penned the Gorgonesque Q7, I reckon he’s damning himself with self-praise. Like the TT and Bimmer’s Bangle bungles, the S5 suffers from a surfeit of surfaces: artfully indented panels, swoopy swage lines, blistered wheels arches, chrome window surrounds, a Billy the Big Mouth bass grill, angry eyes headlights (complete with LED mascara) and more. The S5’s basic shape and stance are purposeful, but the “auto emoción” here is nothing more than a hissy fit.

The S5’s interior also blends the sacred and the profane. The materials, gauges and switchgear are boilerplate Audi – which is no bad thing. But the S5’s aluminum dash accents are garish and jarringly asymmetrical. A CD player in the center stack consigns the HVAC controls to the bottom of the pile– a brand-defiling ergonomic affront that continues with the MMI (Multi Media Interface). Pistonheads of a certain age will find the MMI’s eight major buttons, three [bottom] menu buttons, four inner buttons and obligatory rotary knob about as intuitive as Bayesian Reasoning. And less fun.

The S5’s seats are a major disappointment; while laterally coddling, the thrones lack sufficient upper back support. The S5’s meaty steering wheel offers some compensatory haptic satisfaction and a wide range of (cough) manual adjustment. As in the 6-Series, Audi’s big coupe is capped by an oversized sunroof that tilts but doesn’t slide; the automotive equivalent of getting stuck on first base. And you can have any transmission you like as long as it’s a six-speed manual.

So, we’re hunting Bimmers are we?

Thumb the 354-horse powerplant into life and the S5’s woofling 4.2-liter V8 tells well-heeled helmsmen that all’s right with the world (if not the global temperature). The S5’s engine note is as lusty as a Tudor era pub wench; it’s a suitable soundtrack for a torque curve that’s fat enough to provide prodigious pulling power deep into triple digits, and phat enough to rocket the a 3600lbs. sedan from naught to 60mph in 4.9 seconds. If only the S5’s gearbox didn’t feel like a notchy cable shifter from some ancient GM product.

Once the cog swapper’s vital fluids warm-up, the S5’s gearbox regains class appropriate silkiness. By then enthusiastic drivers will wonder why Audi eschewed an autobox in a car whose steering is lighter than an Olsen twin’s lunch order.

Ignore the S5’s helium helm, throw the uber-A5 into a corner and the coupe’s re-jigged weight distribution, multi-link front suspension and rear-biased Quattro system forestalls, quells and/or corrects Ye Olde nose-first understeer. Mind you, with the Quattro system’s asymmetric dynamic torque split principal patrolling the school for scandal, and Audi’s ESP handling Nanny sending tail-out aspirants to bed without their supper, power slides aintgonnahappendotcom.

In short, the S5 is a supremely capable all-weather point and shoot luxobarge– that's as suitable for hunting M cars as a .22 caliber rifle is for shooting a grizzly. So why does the S5 sacrifice ride quality on the altar of corner-carving confidence, especially when Audi’s sublime adjustable magnetic ride suspension lingers in the corporate bull pen (so to speak)? Probably for the same reason that Ingolstadt’s boffins forgot to equip the car with a DSG, the world's best paddle shift dual clutch gearbox, available on a lowly (and I mean that in a nice way) TT.

The Audi dealer wanted $58,490 for the S5 on display, including an optional Bang & Olufsen 505-watt sound system (which was a deal for an extra $800). I don’t suppose S5 owners would kvetch at the cost of catering to the S5’s 14/21mpg thirst, but it’s worth noting that around town driving requires a refill every 200 miles or so.

Also noteworthy: the Audi S5’s performance barely matches the lower priced BMW 335i (also available with four wheel drive) and poses no threat whatsoever to the upcoming V8-powered BMW M3. Even on its own terms, the S5’s lack of an automatic or dual clutch transmission limits the model’s appeal. Perhaps if the S5 packed the RS4’s 420hp motor, it would make more sense. The Audi faithful can only hope this version is on the way. Meanwhile, the Audi S5 is a vehicle I might settle for, but not one I truly desire.