2005 Ford Escape Hybrid AWD 4dr SUV (2.3L 4cyl CVT)

• Reviewed by: Brian Nadel
• Edited by: Lindsey Turrentine
• Reviewed on: 05/11/2005

It was just a matter of time before the benefits of hybrid technology spread from small sedans such as the Toyota Prius and the Honda Civic to larger vehicles, where its impact could be potentially huge. The 2005 Ford Escape Hybrid was the first gas-electric sport utility vehicle to hit the streets, and after spending some time in the driver's seat, we're happy to say it's worth the wait. Not only is the hybrid drivetrain every bit as good as those on its smaller competitors, but this truck offers something the others don't: an optional AC outlet to power anything from a notebook to small appliances. Alas, the Escape also costs a pretty penny, though nothing compared to Lexus's luxury SUV hybrid, the 400h ($49,185 base price), due out at the end of the month. With a base price of $27,400 for the front-wheel-drive model and $29,025 for four-wheel drive, the Escape Hybrid represents a $5,400 premium over the V-6 Escape and costs about $7,000 more than the Prius and Civic hybrids. Our tricked-out test model came to a total of $32,375. Overcome the sticker shock, however, and the Escape is a good option for those who want the room and utility of an SUV and the efficiency of a hybrid.

Under the hood, the Ford Escape Hybrid is anything but conventional. The 2.3-liter Atkinson cycle engine churns out 133 horsepower, boosted to 155 horsepower when coupled with the electric motor. The key difference between Atkinson engines and the Otto engines that power the majority of cars on the road is that the Atkinson uses a modified crankshaft to trade some power and torque for improved fuel economy and lowered pollution. For most stop-and-go driving, the Escape taps into the 94-horsepower electric motor powered by a 330-volt battery pack under the cargo bed for power. With a larger electric motor than the Toyota Prius, the Escape remains in electric mode longer, and its gas engine shuts down at every stop. The electric motor consistently fires up at about 30mph and can be gently persuaded to about 45mph before making the electric-to-gas transition. Whenever you start driving uphill or stomp on the accelerator, both power trains kick into gear for lively acceleration. Unlike the Prius's undetectable transition to gas power, there's a slight nudge when the Escape's gas engine hooks up. The Escape's continuously variable transmission always has the right gear ratio for fuel economy and acceleration, and the gas engine and the regenerative braking system charge the battery while you drive. As is the case with the Prius, the Escape has an addictive screen in the middle of the dashboard that shows the power flow as you drive but adds a first-rate fuel economy screen that combines an average for the past 15 minutes with an instantaneous gas mileage bar gauge.

source : reviews.cnet.com

LEXUS IS F

by : Joe Wiesenfelder

July 9, 2008

Since the 1980s, German luxury automakers BMW and Mercedes-Benz have sold thrilling high-performance, higher-priced versions of their models with M and AMG designations, respectively, such as today's M3 and C63 AMG. Audi has followed suit with S and RS versions, such as the S4 and RS 4, and Jaguar offers R versions, such as the XKR. A few years ago Cadillac threw its noodle into the alphabet soup with the CTS-V, the first of a growing V-Series. Now, 18 years after raising the Lexus flag in the U.S., Toyota's luxury brand has scrounged up an unused letter, F, to represent its hot wheels. The first car to get F'd up is the compact IS sedan — currently sold as the IS 250 and IS 350 — resulting in the 2008 IS-F. (See the three trim levels compared side-by-side and check out the accompanying video for some of the cosmetic differences.) More F versions are sure to follow.

Lexus' first attempt is worthy of the competition, but it cries out for a manual transmission, and it has a few quirks that prevent it from besting the class leaders.

Exterior & Styling
Cosmetic exterior changes are always part of high-performance packages. BMW and Mercedes-Benz have always taken a more subtle approach, as does Audi with its S lineup. However, Audi has a newer souped flavor, RS, and the resulting RS 4 is more showy than the S4. Against this backdrop, Lexus seems to have taken more of an RS approach with the IS-F, adding wider fenders; a deep, flared bumper with a larger mouth flanked by virtual funnels to route cooling air to the brakes; vents behind the front wheels; and a high-domed hood. These items serve a purpose, managing airflow and making room for the larger, taller engine. It really is a tall engine, requiring a power dome so high that the IS-F's profile evokes a beluga whale. Definitely the most beluga-looking car since the 1999 Buick Riviera.

An admirable exercise in restraint, the IS-F's tail has a trunklid spoiler so modest it could easily go unnoticed. (I suppose Lexus could offer an enormous wing ... in an option package along with zit cream.) Quad tailpipes, in two stacked pairs, are a nice touch. Similar to the LS 460's, these finishers are affixed to the bumper and spaced an inch or so from the ends of the actual dual exhaust pipes — not directly attached. The exhaust blows through the tips, but they're not a continuous piece.

The car sits 1 inch lower than the regular IS, and the prominent side sills and 19-inch wheels add to the ground-hugging appearance. The regular IS has 17-inch wheels standard and 18-inchers optional.

Going & Stopping
Where the IS 250 and 350 have V-6 engines, the IS-F mirrors the BMW M3 and Mercedes C63 AMG in powering the rear wheels with a large V-8. The 5.0-liter produces 416 horsepower at 6,600 rpm and 371 pounds-feet of torque at 5,200 rpm. Lexus claims there was no target or benchmark during the IS-F's development, but its 2 hp superiority over the M3 is unlikely a coincidence. The IS-F differs from the M3 in that it doesn't offer a manual transmission, though it is the first car in this class with an eight-speed automatic (yes, eight) adapted from the LS 460. It operates in fully automatic mode and can also be shifted manually using the gear-selector lever or aluminum paddles on the steering wheel.

The IS-F's power delivery is a bit peaky for a V-8, with respectable but unexceptional acceleration at low engine speeds. Then the tachometer hits midrange, and before you can say "Where's the torque?" the pipes are blasting out a glorious V-8 roar and your internal organs get pancaked. The only problem with the exhaust note is that it's elusive, brought about through some variable combination of rpm and load that I was never able to predict, then utterly vanishing when you let off the gas, likely reduced to a frequency only other whales can hear.

For what it's worth, the tame torque at low rpm keeps the drive wheels from losing traction upon launch and probably keeps gas mileage in check, though you wouldn't know it from the car's 16/23 mpg city/highway rating. I found the M3's power more consistent: Though it's no bottle rocket off the line either, and its maximum torque is substantially less at 295 pounds-feet, it peaks at a comparatively low 3,900 rpm — and on a car with a redline of 8,400 rpm, that's still in the bottom half of the rev range. The IS-F's redline is a more typical 6,800 rpm. I tell you, the way some larger-displacement engines are being tuned these days, they feel like they have more turbo lag than some actual turbocharged four-bangers do. Still, 0-60 mph in less than 5 seconds commands respect.

Eight is Enough?
Eight speeds is a lot — enough, I would think, to give the IS-F a faster launch. Once I got past the transmission's notable gear count, I wasn't overly impressed with it. Its claim to fame is that it can shift in one-tenth of a second, according to Lexus. Though this "direct sport-shift transmission" seems to be as fast as the dual-clutch automated manuals that have been introduced lately, most recently in the M3, the Lexus is more of a conventional automatic.

The advantage of automated manuals is that they have the efficiency of a direct, mechanical coupling and typically lower weight than traditional automatics, which use fluidic torque converters. The best of the automated manuals use a separate clutch for the odd and even gears, which allows them to upshift with lightning speed. (Single-clutch versions, found in the Smart car and BMW's erstwhile Sequential Manual Gearbox, are the appalling example of why you need two.) Lexus attempts to achieve the same ends by speeding up the shifting and locking the torque converter in all gears except 1st. (Torque converter lockup in higher gears is actually pretty common in automatics nowadays, and is partly responsible for their improvement in efficiency over the past 10 years.)

When you stand on the gas in the eight-speed's fully automatic Drive or Sport modes, it absolutely snaps from one gear to the next almost instantaneously. It's when you're already in motion and/or applying measured pressure to the accelerator that it sometimes exhibits lag and indecision. The clutchless-manual mode is decidedly unsatisfying. To be clear, I'm known for proclaiming that shifting via Dumbo ears is one of the sillier things a driver can do, but even I can tell good paddle shifters from bad.

Sequential Shifting That's Truly Sequential
When you're really heavy on the gas, the right-hand — upshift — paddle usually triggers a quick response. Likewise, the left-hand paddle effects a quick throttle blip and deft rev-matched downshift. Technically, the transmission shifts quickly, but that doesn't mean the initial response time is always good. It's at its worst when you shift by more than one gear. Downshift from, say, 7th to 5th or 4th gear, and it steps through each one rather than hopping directly. The same is true of multiple-gear upshifts. Flick the "+" paddle three times, and you go from 2nd to 3rd to 4th to 5th. I don't think it matters if the handoff from one gear to the next is a tenth of a second — or a hundredth — if you have to wait a half second before it happens ... three times in a row.

Get up to highway speed and put it in 8th gear, as indicated on the instrument panel, and it holds in that gear. Even if you stand on the gas, it won't kick down. I think this is the way it should be, but I was flummoxed by the transmission's refusal to upshift when I apparently wasn't going fast enough. As you accelerate, you flick the plus paddle, and maybe it will jump to the next gear, and then again maybe it won't. If you're not going fast enough, it doesn't respond. So what do you do? Keep flicking until it responds? All the way up to 8th gear? I spent way too much time doing something I never do in a real manual: wondering what gear I was in and whether I should — or even could — be in some other gear. People who think six gears in a real manual transmission are overkill just don't get it, but I'm thinking eight speeds is overkill when in sequential-manual mode. In automatic mode, the more the merrier.

The shift paddles are mounted to the steering wheel, which is simply the wrong approach for this configuration. If you're going to use separate downshift and upshift levers, they should be on the steering column so you always know which one is where, regardless of wheel position. If you prefer your flappy paddles on the steering wheel itself, they'd best be twin push/pull types so it doesn't matter where the wheel is turned so long as you can get at one.

Sport & Snow Modes
The IS-F has three drivetrain modes, selected via a switch inconveniently located on the dashboard in front of the driver's knee, where it can't be seen behind the steering wheel. The default drive mode maximizes efficiency and smooth shifting. Sport makes the accelerator pedal more sensitive, raising the rpm at which shifts occur. Honestly, I'm not sold on the increasingly common practice of varying the throttle progression because I think this is an area where consistency is better and safer.

There's also a Snow mode that basically does the opposite of Sport — making the pedal less sensitive and keeping the transmission in as high a gear as possible to minimize wheelspin on slick surfaces. It's well worth having with rear-wheel drive, though the car comes with summer performance tires, which would be a raw deal in winter. All-season tires aren't an option. Though you'd have to purchase them on your own, Bridgestone now sells Blizzak winter tires in the correct sizes at roughly $265 a pop, according to TireRack.com. All-wheel drive, which can be had on the IS 250, isn't available on the IS 350 or IS-F.

Equipped with six-piston front and two-piston rear brake calipers with large cross-drilled discs, the antilock brakes have plenty of stopping power, but they're a touch grabby and there was a period where mine were squeaking. (Maybe Lexus has captured the German gestalt after all!)

Ride & Handling
For its firmed-up suspension and low-profile tires, the IS-F's ride quality is pretty good. It isn't quite as comfy as the M3, which all of our reviewers praised as exceptional.

The handling is good, but not without fault. Body roll is well in check, and the IS-F begs to be thrown hard into corners, but it feels nose-heavy to me. Lexus cites the front/rear weight distribution as 54/46. A little bit of understeer bias is a safe characteristic, but the IS-F pushes more than I like. You can balance things out by sending more power to the rear wheels, but this can reveal another shortcoming, and that's the rear-end traction. The tail gets squirrely very easily, and though a little sideways driving is to be expected in a rear-drive car with this much power, I found the degree excessive. The Bridgestone Potenza tires perform well in the general sense, which leads me to question if the rear rubber is just too narrow. To focus solely on tire size is to oversimplify, but it raises suspicion that the IS-F's rear tires, at P255/35R19, are the same width as the regular IS' optional tires and only 10 mm (that's less than half an inch) wider than the standard tires. The front tires, rated P225/40R19 on the IS-F, are the same width across the model line.

I suppose I should entertain the notion that a larger rear spoiler would provide more downforce and help keep the rear end planted ... wait, is my face breaking out? I think I'd rather spin off the road daily than drive around with a ski jump on my trunklid.

Traction & Stability Control
The IS-F uses brake-based traction control, which acts quickly to keep wheelspin from getting out of hand. In lieu of a mechanical limited-slip differential, Lexus says, the traction control keeps power going to whichever wheel has more traction. Now, the traction control can be turned off, using a button next to (and potentially mistaken for) the obscured Sport/Snow switch, but Lexus says the lateral torque transfer always operates. The same applies when you defeat the electronic stability system, which you do by holding the button for several seconds (when at a stop). In my experience, the traction control turned itself back on after reaching a certain speed. The stability stays off.

I can't say definitively that a regular mechanical limited-slip differential would mitigate the squirrely rear end, but, again, everything's suspect. My concern with traction control is always that it will be compromised under the most demanding conditions, like competitive driving, by brake fade.

As for the steering, it uses electric power assist, which is increasingly common because it's more fuel-efficient than the hydraulic type. Of its kind, the steering is good, but it still doesn't match the best conventional power steering; here the M3 has an edge in weighting and feedback. (Theoretically, electric assist is more variable and controllable with speed and other factors, but I've yet to experience one that lives up to its potential.)

The Inside
Distinction isn't easy to accomplish in this copycat business, but Lexus succeeds in the IS-F. A defining element is the trim on the center console and doors — woven silver strands that look like a cross between aluminum and carbon fiber. The blue that highlights the F badges on the outside carries over in the form of blue gauge needles and blue stitching on our car's black leather surfaces. (Alpine white seats are another option.) There's even a hint of blue emanating from the perforations in the seat leather. Of course, the F badges themselves are here, too, on the steering wheel, the custom instrument panel and on the sides of the seat cushions, front and rear. I don't remember seeing that before.

Apart from the controls hidden behind the steering wheel, the ergonomics are pretty good — aided because Lexus has resisted the move to multifunction controller knobs like BMW's iDrive. The optional touch-screen navigation interface is a bit dated, but it beats the heck out of the typical German offering. The backup camera has no lines superimposed to show where your fenders are, but it's still good to have this feature. Our car also had front and rear sonar parking sensors, a $500 stand-alone option.

The front sport seats are very comfortable. I overheard another reviewer saying, "All cars should have seats like that." I'm not quite as effusive, but I do think they were a good combination of comfort and support, with side bolsters that hold you in place without crowding your shoulders or hips too much.

Where the regular IS has a three-passenger backseat, the IS-F has only two seats. I have no problem with this because the center seat is usually worthless anyway, but I can't figure out why Lexus went with a hard black plastic console between the two. The flip-down center armrest is fine, but what underlies it is low-rent. The woven aluminum must be pretty expensive.

To put it mildly, the rear seats are snug, with roughly 1 inch more headroom than the M3 sedan but 4 inches less of critical legroom. The regular IS 250 and 350 are no better; they're somehow harder to get into than the backseat of some two-doors. The seats don't fold down to extend the trunk space into the cabin.

Safety
In addition to the required frontal airbags, the IS line has knee airbags and side-impact torso-protection airbags for both front occupants. Side curtain airbags protect the heads of front and backseat occupants in a side impact. Where most cars have seat belt pretensioners for the front seats only, the IS has them for the backseat, too.

IS-F in the Market
I left the IS-F with a déjà vu of a déjà vu — recalling how I wished the 3.5-liter IS 350 had a manual transmission like the IS 250 does ... which made me recall wishing the IS 300 had a manual transmission when it made its 2001 debut. To be fair, the IS-F's transmission isn't bad; bad would describe the BMW Sequential Manual Gearbox — now being phased out — which I flatly recommended against. I think the average automatic driver could get into the IS-F, drive all day and never think twice about its transmission. But this isn't a car for the average buyer. The person who plunks down $56,000 for a car with this one's appetite for gas is serious about performance, and denying that buyer a manual transmission only casts klieg lights on whatever you offer in its place.

Eight speeds or not, the IS-F's transmission needs work, and the rear end needs to be tamed. The IS-F has plenty of appeal, but in terms of all-around performance, it doesn't quite stand up to the BMW M3. At $56,000, its list price is $2,200 more than the BMW. The M3's optional dual-clutch automatic adds $2,700, but that version still has the edge, even if you want an automatic.

source : www.cars.com

LEXUS RX 400H

Reviewed by: Brian Cooley

• Edited by: Wayne Cunningham
• Reviewed on: 05/16/2005

The 2006 Lexus RX 400h SUV hybrid crams a lot of attributes into one sleek package: powerful acceleration, luxury appointments, all-wheel drive, a fuel-sipping hybrid power train, and most of the tech gadgets any savvy buyer would ask for today. Of course, this all costs a pretty penny. With a base price of $49,185 (our gussied-up model went for more than $52,000), it won't speak to every segment of the car-buying public, and it's a far cry from the more moderately priced Ford Escape Hybrid. Still, the RX 400h proves that a 4,300-pound luxury car can scoot to 60mph in a bit more than 7 seconds and still deliver an EPA-rated 31mpg around town, changing the perception that you'll find granola and Birkenstocks in every hybrid.

The driving force behind the Lexus RX 400h is Toyota's Hybrid Synergy Drive technology, which lets the car run on either gas, electric, or both power sources. Power surges from a 208-horsepower 3.3-liter V-6 gasoline engine, and since this is an all-wheel-drive vehicle, the engine gets help from not one but two electric motors (front and rear). Together, both power trains pump out an exhilarating 268 horsepower.

Like other hybrids on the road today, the RX 400h uses the electric motors to get moving and at low speeds, but once you feel the need for speed, the car taps into the gas engine for a boost. The Lexus engineers show their pride in the electrical half of the power train by including three ways to watch all the action. A large gauge on the left side of the instrument panel shows how hard the electric motors are either working or charging. For a more detailed view, you can switch to the main LCD in the center console, which displays how gas and electric power are distributed in your vehicle. Or view a smaller version of this screen embedded in the speedometer display, which you can call up with a few taps of the Display button on the steering wheel.

As with other hybrids, nothing happens when you twist the ignition key. The car wakes up electronically, ready to move under electric power alone until you pass the 25mph mark, at which point the gas engine kicks in. There is an amusing yet serious sidebar to this arrangement; parking valets, friends, and car wash attendants who get in your RX 400h may sit there madly twisting the key, wondering why it won't start. Less entertaining is the way you may startle pedestrians by creeping up behind them, running silently on electric power, especially in noisy parking garages. It demands the driver be aware of the unique sound print of this vehicle.

Once underway, you'll quickly appreciate this vehicle's main selling point: it's fast. When the electric motors kick in, power delivery comes on as if from a turbocharger, roundly but forcefully. The numbers tell it all. The RX 400h goes from 0 to 60mph in 7.3 seconds, a hair slower than the Honda Accord Hybrid but faster than the Ford Escape Hybrid.

The power steering on the RX 400h sometimes feels a bit rough, an issue we've noticed on other hybrids. Conventional cars obtain constant hydraulic pressure for the power steering system by running a pump off the crankshaft pulley. Because the gas engine on the RX 400h isn't always on, its power steering runs off a 42-volt electric motor that is always operational, preventing interruptions in power assist. The downside we noticed was a decidedly notched feel to the steering at times, almost as if the initiation of assist could use a little more damping. It's not a big issue, but in a vehicle of this caliber, we notice it more than we would in, say, the Toyota Prius.

If you like Lexus RX styling historically, you'll appreciate the RX 400h. It carries over most of the design cues that have always identified the RX series, with the notable deletion of the separate rear-quarter windows of first-generation vehicles. Those windows have now been absorbed ahead of the C-pillars as glass sail panels, giving the side view of the RX a sportier look more reminiscent of a fastback. Cabin room is good, which isn't hard to do in an SUV. We felt visibility was a little sketchy around the rear-quarter blind spots, thanks to those new, more massive C-pillars.

As we would expect in a luxury vehicle, the Lexus RX 400h came with a nice set of digital comforts as part of the standard package: a voice-activated DVD navigation system, a backup camera, and Bluetooth technology for hands-free cell phone use. The seven-inch, touch-screen LCD mounted high in the dash caught our eye, thanks to the lack of distractions around it. We liked that Lexus opted not to go with the multifunction control knob that's becoming increasingly common in cars of this class; in fact, most controls in this cabin looked instantly familiar. The only ones that take some familiarization are the black push buttons along the bottom edge of the LCD for operating the display's functions.

The main reason for the screen, of course, is the Lexus voice-activated DVD navigation system. Like the navigation system found on the Lexus GS 430, we found its map display to be disconcertingly grainy. While taking nothing away from its functionality, it imparts a feeling of crudeness that isn't satisfying--or easy to overlook--in a $52,000 car. That aside, the navigation system performed well, providing us with voice-guided directions and quickly recalculating our route as we intentionally made wrong turns. With the touch-screen interface and the onscreen keyboard, entering a destination is fairly painless, although the car must be at a stop. The system recognizes some voice commands, but you can't enter destinations via this method.

source : reviews.cnet.com

Lexus GS 430

Introduced in the early 1990s, the midsize GS series was Lexus' first attempt to build a sport-oriented luxury sedan. While the first-generation model didn't win much critical acclaim, successive redesigns put the GS much closer to its European rivals.

The V8-powered Lexus GS 430 debuted midway through the model's second generation. It was known for its balanced approach to luxury and performance and also benefited from Lexus' reputation for reliability. The 430 moniker was also used briefly for the third-generation GS.

Most Recent Lexus GS 430

The GS 430 version of the third-generation GS was short lived, existing for just 2006 and '07. (A year later, this V8-powered model became known as the GS 460due to the addition of a larger engine.)

It came fully equipped with a long list of features that includes adaptive xenon headlamps, keyless ignition/entry, leather upholstery, dual-zone climate control and a 10-speaker sound system. Also standard were 10 airbags, antilock brakes with brake assist and stability control. Options included a superb Mark Levinson audio system with navigation and a back-up camera, adaptive cruise control and the Pre-Collision accident preparedness system. For 2007 only, Lexus offered an optional Active Stabilizer system, which reduced body roll and generally improved the car's balance during cornering.

The Lexus GS 430 was motivated by a 4.3-liter V8 engine that produced 290 horsepower and 319 pound-feet of torque, coupled with a six-speed automatic transmission. (Note that the 2006 model's V8 was rated at 300 hp and 325 lb-ft of torque; the '07 engine was rated using a new SAE certification procedure and actual performance was unaffected).

On the road, we were impressed with this model's powerful V8 engine, refined ride and sporty handling. The interior was spacious and could accommodate taller individuals in back. A drop-down dash panel concealed many of the lesser-used switches and secondary controls; it was a nice touch, though it could occasionally get in the way if left open. Ergonomics were otherwise a strong point, as the sedan's central touchscreen and traditional control layout were much easier to understand and use than the all-in-one control systems in rivals.

In a comparison test conducted at the time, we ranked the GS 430 above two Japanese competitors, the Acura RL and Infiniti M45. Noted downsides to the car were limited to its grabby-feeling brakes and small trunk opening.

Past Lexus GS 430 Models

The previous-generation Lexus GS 430 was sold from 2001-'05. It came with the same 300-hp, 4.3-liter V8 as the newer model, though it had a five-speed automatic transmission instead of a six-speed. The advent of the GS 430 model name coincided with a midcycle refresh for the second-generation GS sedan. From 1998-2000, the V8 version of this midsize sedan was known as the GS 400 and had a 4.0-liter V8 that made just as much horsepower but had less torque.

As part of the 2001 upgrades, the GS received a revised grille, standard HID headlights, new taillights and larger exhaust pipes. Inside, there was new trim along with standard side curtain airbags. On the options list, Mark Levinson audio replaced Nakamichi as the premium sound system. In 2003, Lexus added more standard equipment to its luxury sport sedan, including a moonroof, leather upholstery, heated front seats and a CD changer.

In reviewing the original Lexus GS 430, our editors found it impressively quick, comfortable and elegant, but not especially engaging to drive. "So quiet and vibration-free is the powertrain that, though plenty quick, the GS quells engine and exhaust roar to the point that rapid acceleration is rather dull," we wrote. Although lacking in entertainment value, this GS 430 makes sense as a used luxury sedan purchase, given its strong reputation for quality and durability.

source : www.edmunds.com

LEXUS ES 350

Lexus ES 350 - 2007 Driving Impressions - There's no denying that tastes change with age. Take cars, for example. For first-time drivers, fresh from the DMV with their license to Freedom Highway, the ride of choice is heavily influenced by how cute or cool it is, its color, possibly how fast or loud it is, or maybe how many watts the sound system puts out. Others are satisfied with a box that rolls on its own and keeps them out the rain. We eventually graduate into the working world with its regular paycheck, and subsequently trade up for a newer vehicle, typically more reliable and powerful, or at least appearing more presentable in the company parking lot. As the years go on, our left legs grow tired of manipulating the clutch in rush hour traffic and the rigid sports-coupe suspension is a bit much for the new parent who has been up all night. That's when we seek out cars such as the 2007 Lexus ES 350. It's attractive enough to draw some looks, spacious enough for a small family traveling to the in-laws, and its immensely comfortable cabin provides a welcome respite after a trying day at work. The $33,865 base price puts the ES 350 in the affordable ball park (for entry-luxury), and though the soft suspension won't allow for any auto-crossing, the 272-horsepower engine hauls tail when the driver wants to school some high school kids in their punked-out Civics.

That injection of power is part of front-wheel-drive ES 350's redesign for 2007. Gone is last year's 218-horsepower 3.3 liter V6 and five-speed automatic transmission combo, replaced by a 3.5-liter, dual overhead cam, 24-valve V6 with variable-valve timing and a ULEV emissions rating. This new powerplant offers up 272 horsepower at 6,200 rpm and 254 lb.-ft. of torque at 4,700 rpm and is mated to a six-speed manually-interactive automatic transmission. Its 3,580-lb. curb weight reflects a weight gain of about 100 pounds, though EPA-rated highway fuel economy has actually increased to 30 mpg, while a city rating of 21 mpg remains unchanged. Our week-long test on the roads of southern California yielded 20.9 mpg.

In addition to the more powerful engine, the 2007 Lexus ES 350 boasts a longer wheelbase, lower ground clearance, and slight increases in shoulder room despite a marginal loss in overall width. A suspension system consisting of MacPherson struts up front and a multi-link setup in the rear works in concert with a speed-sensitive rack-and-pinion steering assembly, as well as stability and traction control systems, to help the driver maintain control. Behind 17-inch alloy wheels wrapped in 215/55 Michelin Energy MXV4 tires are four-wheel antilock disc brakes, bolstered by electronic brake force distribution and electronic brake assistance technology.

Inside, the 2007 Lexus ES 350, available in one trim only, plays host to a long list of standard equipment. The $33,865 base price includes a $695 destination charge and represents an increase of only $850 over the 2006 model, despite numerous improvements. Among the ES 350's creature comforts are a power sunroof, genuine burl walnut interior trim, a power tilt and telescoping steering wheel with secondary controls, power cloth seats, and dual-zone automatic climate control. Of course, as an entry-level luxury vehicle, there are also items like an ignition button, a premium sound system with a six-disc CD changer and MP3 player, a leather-wrapped steering wheel, and a trip computer with a tire pressure monitor. Safety items include front side airbags, side curtain airbags, and front knee airbags. Rear side airbags are found on the options list, as is a Pre-Collision System with Adaptive Cruise Control Package which includes active pretensioners, active electronic brake assistance, and intelligent cruise control. Also offered are a Bluetooth Audio package, heated and cooled front seats, a power rear sunshade, an upgraded audio system with navigation, and multiple premium and luxury packages that feature leather upholstery, power seats with additional adjustment and memory settings, rain-sensing wipers, and more.

Four packages were featured on our 2007 Lexus ES 350 test car, and when added to the base price and $695 destination charge, brought the total tally to $46,045. That's about $12,000 above the base price, in exchange for which we enjoyed an electronic parking aid system ($500); the Pre-Collision System package ($2,250); a Navigation/Mark Levinson Premium Audio Package with Bluetooth compatibility, voice-activated controls, a rear camera, 14-speaker surround sound, and a six-disc CD changer ($4,050); and finally, an Ultra Luxury Package that added perforated leather upholstery, memory settings, a wood and leather steering wheel, a rear glass roof panel, rear side airbags, 17-inch Graphite alloy wheels, and more ($5,380).

source : www.roadcatalog.com

Ferrari 612 (2004-) Review

Ferrari has long had a 2+2 in its range, a kind of semi-family Ferrari for those who love the Prancing Horse idea but can't justify the total self-indulgence of just two seats. It's hard to believe that the last such car, the delicious 456, is a decade old, but it is. And now it bows out in favour of the new 612 Scaglietti, named after the Modenese body-building operation which has built many Ferrari bodies over the years.

Scaglietti is nowadays owned by Ferrari, and it builds the 456 on an aluminium semi-spaceframe structure like that of the 360 Modena. This helps keep this hefty car reasonably light - for the 612's key feature is that it has proper rear space for two adults despite a near-200mph top speed and the ability to sear from a standstill to 62mph in just 4.2 seconds. The enormously long bonnet is one reason for a length of over 16 feet, and at 6ft 5in the width is similarly pumped-up.

Powering this Pininfarina-styled behemoth is a development of the 575 Maranello's dry-sump V12, now producing a monster 540bhp at 7250rpm. Naturally Ferrari's F1 paddle-shift transmission is an option - you pay £7000 for the privilege - and it has been ordered by 90 percent of the people who have already ensured all 612 production is earmarked for the next 18 months. It's now dubbed F1A, not in a reference to the international motor sport authority but to emphasise the improved automatic mode. That should please past 456A owners whose cars had a conventional autobox.

The design has a rearward weight distribution to match that of the 360, despite the front engine. That's because the engine is mounted well back and the front wheels are pushed well forward. Big it may be, but the 612 Scaglietti promises to be a mighty driving machine. Read on to see if the reality matches the idea.

As for the name, the six relates (very approximately) to the engine capacity, the 12 to the number of cylinders. Ferrari used to name its cars according to individual cylinder capacities (250, 330 etc) which would make this new one a 480 Scaglietti. Where all this leaves the 575 Maranello, for example, is hard to fathom.

source : www.channel4.com

Ferrari 599 (2006-) Review

Let some numbers set the scene. Maximum speed over 205mph. 0-62mph in 3.7 seconds, 0-124mph in 11 seconds, standing-start kilometre in under 20 seconds. The V12 engine, derived from the Enzo Ferrari's, delivers 620bhp - 40bhp down on the Enzo's figure but who's complaining? - and can rev to a manic 8,400rpm.

Oh, and CO2 emissions are 490g/km - so no cheap road tax for the 599 GTB Fiorano, then.

The 599 replaces the 575 Maranello. It weighs 50kg less thanks to its aluminium chassis and body (made by Scaglietti, like those of the F430 and 612) and it features terrific new technology, some of which has filtered down from Formula One.

Specifically, it has F1-Trac (a new traction and stability system), F1-Superfast (a yet-quicker gearshift system in the F1 paddle-shift gearbox) and magneto-rheological suspension dampers. These contain a fluid which becomes more viscous if a magnetic field is applied around the damper. Result: near-instantly-reacting adaptive dampers with no moving parts. Taken together, these three technologies make for a stunningly satisfying drive.

Other technical stuff? That drive experience is helped by placing 53% of the weight over the rear wheels, achieved by setting the engine well back in the chassis with the gearbox, in usual Ferrari front-engine style, mounted at the back and linked to the engine by a rigid tube. A twin-plate clutch reduces rotational inertia which helps those ultra-speedy gearshifts, and a dry-sump engine lubrication system lets the engine sit very low in the chassis. All four camshafts have variable valve timing and are driven by a single chain instead of the belt used in the 575 Maranello engine.

source : www.channel4.com

Review of the 2008 Ferrari 430 Scuderia

The 430 model range will get a new model in 2008 ? the Ferrari 430 Scuderia. The car will be officially unveiled at the Frankfurt Motor Show by Ferrari icon Michael Schumacher. The Ferrari 430 Scuderia will join the Ferrari F430 coupe and the F430 Spider models already available to the public. The V8 engine on the Scuderia is similar to the other Ferrari models using its torque power. With this 2008 model Ferrari responds to a series of announced models by direct competitors such as Lamborghini and Porsche. The Scuderia is set to fight against cars like the Lamborghini Gallardo Superleggera, and for now the battle is still open on both sides.

This 2-seater berlinetta is yet another clear example of how Ferrari knows how to integrate Formula 1 experience into production cars. The high performance stats announced by company officials announce another winner as far as super car competitions are concerned. The Ferrari 430 Scuderia is basically a tuned up version of the F430. Clients opting for this special model are passionate Ferrari drivers that need some extra grunt and precision. Let?s have a look at what Ferrari actually did in order to increase performance of an already high power car.

Although it is based on the F430, the Scuderia is much lighter ? 100 kilograms lighter, in fact. The Ferrari 430 Scuderia weighs 1250 kg. Put this together with the power of the engine ? the 4308 cc V8 produces an impressive 510 hp at 8500 rpm ? and you get a power to weight ratio of just 2.45 kg for each horsepower. The naturally aspirated Ferrari V8 is also impressive when it comes to torque output, and all these facts combined push the Ferrari 430 Scuderia faster than any other F430 out there.

During development, Ferrari engineers focused on light weight materials and less gadgets and interior trim. This is how they managed to shave an impressive 100 kg from a proper super car. Since the car is lighter, it corners better than the F430 and has a more blistering acceleration. Other technologies involved in making the 430 Scuderia a better car are the F1 Superfast Formula 1 software used in the car?s computer management systems. It reduces each gear change to 0.6 seconds, allowing the driver more control over the revs and gear changes.

Another major area where Ferrari engineers managed to succeed is the stability program for the Ferrari 430 Scuderia. It uses a traction control system that combines the already popular F1-Trac traction and stability control with the car?s electronic differential, and both systems work together as a single unit. So all the extra power achieved by making the car lighter is also complemented by better road-holding abilities, thus making the Ferrari 430 Scuderia another success from the Italian car manufacturer.

The Ferrari 430 Scuderia is just one of the models that will make 2008 a great year for car fans. Find out more about other car manufacturers like Lamborghini, Porsche, Maserati or Bentley and discover the latest news before they hit the streets ? visit CarTitans.com for the latest news, wallpapers and videos or check out our selection of cars in the author box below.

source : www.grahamslam.com

BMW Z4

The Z4 is BMW's rival to the Porsche Boxster and replaced the lacklustre Z3 in 2003. It's great to drive with sharp handling and a well balanced chassis plus it looks good too - the Z4’s swooping design, classy looks and road-hugging stance attracts more than its fair share of admiring glances, especially with the roof down. There's a decent choice of engines and even the entry-level 2.0-litre unit offers strong performance, but it's the six-cylinder 2.5-litre and 3.0-litre engines which really appeal. The super-fast electric roof retracts in just 10 seconds and the Z4 is practical with a surprisingly capacious boot. In 2006 the model was given a minor facelift which included new head and taillights plus a new Sport model was introduced. Certain criticisms still remain though, including a lack of equipment that you'd expect to be standard given the considerable list price.

source : www.parkers.co.uk

Nissan Maxima

For much of the 1990s, our editors considered new family sedans from Japan and America to be quite practical for everyday use but rather feckless in terms of generating excitement or pride of ownership. There was, however, a recommended alternative for the car enthusiast weighed down by the grim reality of family life -- the Nissan Maxima.

During this period, the Maxima, with its powerful V6, upscale interior and catchy "Four-Door Sports Car" marketing tagline, was ideally positioned as a bridge between those midsize snoozers and out-of-reach European sport sedans. These traits, along with continual improvements made by Nissan, ensured a loyal following and strong name recognition.

Since that time, other automakers have targeted the Maxima's niche and brought out excellent competing models. The previous-generation Maxima, in particular, had little to offer to justify its extra price. However, a new Maxima has recently debuted, and it's again a compelling choice for a sedan that provides both performance and luxury. Used Nissan Maximas can also be very worthy, though certain model years are better than others, so some extra research will likely be required.

Current Nissan Maxima

The current Maxima represents the car's seventh generation, and debuted for the 2009 model year. It's a front-wheel-drive midsize sedan that packs a 290-horsepower 3.5-liter V6 engine. Sending the engine's power to the front wheels is a continuously variable transmission (CVT). In terms of size, it's actually a bit shorter than earlier Maximas; Nissan made this change in hopes of improving the car's handling and making it more distinctive.

There are two available trim levels: 3.5 S and 3.5 SV. The base-model S is pretty well equipped, with a standard features list that includes amenities like keyless ignition/entry, dual-zone automatic climate control and a full complement of safety features. SV models pump up the luxury with features like leather upholstery and a premium nine-speaker Bose stereo. Numerous packages are available that give you the chance to upgrade with options like a voice-activated navigation system, iPod integration and a rearview camera.

Our editors have praised the current Nissan Maxima for its powerful V6 engine and well-sorted suspension tuning. It also offers a high-quality interior and a high number of high-tech features. On the downside, Nissan packages much of that high-tech equipment into expensive packages, meaning the car's price might rise higher than you would expect. Additionally, that high price puts the Maxima in competition with some luxury-branded models. But if you can live without "oohs" and "ahs" from the neighbors, the current Nissan Maxima should be on your must-look list for a premium sedan.

Used Nissan Maximas

In terms of finding a used late-model Maxima, you'll likely encounter the sixth-generation model that spanned 2004-'08. This Maxima was longer, wider and more powerful than earlier models, though it struggled to stand out against the competition.

Two trim levels were offered during this generation: SE and SL. With a slightly stiffer suspension, the SE was designed to be the sportier of the two. Standard features on this trim included 18-inch wheels, an eight-speaker CD stereo, keyless entry, and one-touch up-down front windows. The more luxury-oriented SL offered 17-inch wheels, softer tuning, wood interior trim, heated leather seats, HID headlights and a 320-watt Bose audio system.

Changes were minimal throughout this model's run, so interested shoppers needn't fixate on a particular year. There was a transmission change, however. Maximas from 2007 and 2008 featured a CVT, while earlier models came with either a five-speed automatic transmission or a six-speed manual. Though earlier Nissan CVTs used on other models were disappointing, the Maxima's CVT worked quite well. You'll also note that the V6 offered by the more recent models in this generation boasts 255 hp, while older models list a higher rating (265). This is the result of a new power rating procedure enacted in 2007. Actual engine performance was unchanged.

In our reviews, we determined that the sixth-generation Nissan Maxima held advantages in terms of power, comfort and interior space when compared to some other V6-powered, front-drive midsize sedans. Driving dynamics offered by Maximas from this generation weren't quite as impressive as those offered by some competitors, though. Fit and finish and materials quality were also hit and miss. If you're shopping for a used car in this age range, the Maxima might be worth a look, but you'd do well to consider cars like the Acura TSX and VW Passat as well.

Fifth-generation Nissan Maximas were available from 2000-'03. Key improvements over earlier models were a smooth-revving 222 hp from the standard 3.0-liter V6, a boost in rear-seat legroom and an available 200-watt Bose audio system. At the time, our editors were still impressed with the car's power and interior room but were increasingly skeptical of its value. Further upgrades were made in 2002, including a bump in displacement (3.5 liters) and power (255 hp) to help keep the Maxima at least marginally ahead of Nissan's V6-powered Altima sedan.

Cars built for the 1995-'99 model years constitute the fourth generation. For this Maxima, Nissan added length, improved the quality of the interior and introduced a new 190-hp all-aluminum V6 for all trim levels, which was arguably the gold standard in its day for responsiveness and refinement. In terms of handling, it wasn't quite as responsive as the previous version, and its styling wasn't very well received, but it was still very popular given its desirable combination of utility, performance and luxury.

The third-generation car was built for the 1989-'94 model years. Nissan was enjoying a product renaissance at the time, and this was the first Nissan Maxima with true sporting credentials. Unlike other Japanese midsize sedans, the Maxima came with a V6 only and the option to order a manual transmission. Early versions had a 160-hp V6; a 190-hp engine became available in 1992 for the Maxima SE. A second-gen Maxima was available from 1985-'88.

For the U.S. market, the Maxima is one of Nissan's most historic vehicles. Known originally as the Datsun 810, it officially became Maxima in 1982, which was also the year that the Datsun brand began its metamorphosis into Nissan.

source : www.edmunds.com

BMW X6

In reviewing this vehicle, it’s important to recognize that the X6 isn’t trying to be a regular SUV — that’s the X5’s job. With that in mind, we did our best to evaluate it strictly on what it is.

So, What is it?

BMW’s latest offering in the crossover field, a specific new slot as the world’s first “sport activity vehicle,” as the company calls it.

It’s as though BMW designers did an exercise where they asked themselves what if we made an SUV that handled like a sports car? Give it some good fastback looks so that it doesn’t look like a high-riding wagon. Oh, and make it get up and go.

Thus the plan for the BMW X6 was hatched.

Take a BMW official aside and with a clever wink and a nod, he may acknowledge that some of the SUVs vehicles they make in South Carolina don’t really get off road that much. But no matter…the off-road came to them during the media preview of its new X6 Sport Activity Vehicle in and around Greenville/Spartanburg, this past week.

In two separate incidents, both on paved road surfaces, the company’s new X6 xDrive 5.0i had a chance to test their mettle where one was forced off the road, and ended up straddling a sign post that punctured its fuel tank, while the other was cruising around on the Michelin Laurens Proving Ground road course minding its own business when a local deer tried to impale itself on the hood. The X6s were both out of commission until repairs could be made, and everyone else was fine, excepting for one deer.

What’s it up against?

Well, not much, really. Being a pioneer in your own niche isn’t always an easy thing and could get quite lonely. Especially while waiting for others to come to the playing field. When compared to the BMW’s 4.4-liter twin-turbo V8 with 407-horsepower and 442 lb-ft of torque, only two other competitors come to mind: the Range Rover Sport, and the Jeep Grand Cherokee SRT8. The Infiniti FX50 and Audi Q7 Premium 4.2 could fit in as well, but with a power deficit. And not one qualifies as a fastback sport activity coupe vehicle, either.

Opt for the 3.0-liter twin-turbo inline six-cylinder engine and the field grows larger. The six is an engine we have seen before in the 335i and the new 135i models, and remains a favorite. Still, no fastback or “four-door coupe” choices. So in the grand scheme of things the X6 is definitely unique.

What’s it cost?

See Leftlane’s full pricing guide. (xDrive50i model tested).

Any Big Breakthroughs?

BMW touts the X6’s new 4.4-liter V8 as the “world’s first” V8 engine where the twin turbochargers and catalytic converters are housed in the valley between the two rows of cylinders. They are able to do this through the use of direct injection, which frees up all the space where, on a traditional V8 engine design, the fuel injectors and before that, carburetors used to reside. The result is an engine that can be installed in relatively compact surroundings. Engine response is immediate, with expected, but minimal turbo-lag. Expect times of 0-100 km/h in 5.4-seconds.

Dynamic Performance Control is another breakthrough, making its world debut in any BMW. It offers various means of taming a nearly 5,000-lb (4,993-lb) vehicle, and is amazing in its execution. Although the X6 is all-wheel-drive (xDrive) with variable distribution of power from front to rear, the new DPC enables more precise control between the two rear wheels-left to right. The result is improved steering, and traction, especially under unexpected or evasive maneuvers such as quick lane changes or situations where under or oversteer would be a problem. On the Michelin Laurens Proving Grounds wet pad, lane changes were surprisingly quick and uneventful, regardless of how much water was being tossed our way.

How does it look?

BMW has pioneered the new niche of Sport Activity Vehicle, which apparently implies an active lifestyle and the vehicle to carry all your “activities” in it. They call this new one a “sports activity coupe.” The overall design is definitely a four-door, but probably one of the better looking four-doors we’ve seen. The front clip appears to be right out of the X5 parts bin. Go rearward and things take a decidedly sportier turn, sloping upward into a “power wedge” design. Chisel-cut sides lend a muscular appearance to the X6, and also provide for the car’s waistline. Window surrounds are offered in two styles, bright (polished metal) or black. This week, I like the brightwork. Check back with me in a month, and I might have a different answer. Our test vehicle was riding on 20-inch Dunlop SP Sport Maxx tires, which did a nice job of filling the wheel wells.

Others have called the X6 for its “big ass.” We wouldn’t go that far, but the backside does remind us of a duck’s rear, or “D.A.” as it used to be known, which tapers upward.

On the other hand, the low-tapered roofline, which lends itself to the sporty appearance of the X6, also causes some of its detractions. The sporty look comes with a price, as extra care needs to be taken getting in and out of the car, both in front and back, unless you like repeatedly banging your head on the doorframe.

And inside?

The cabin of the X6 is not the huge people hauler of other manufacturers. It is a four-seater that coddles its occupants in a sporty, secure way that holds them and their things in place. Front seat accommodations are typically all business, as expected, offering miles and hours of non-fatigued driving. The bolstered front seats hold driver and passenger alike firmly in place during rapid lane changes and spirited driving situations.

A glaring omission, though: Where are the grab handles above the doors? Knee pads on the center console protect driver and front passengers from bruising while cruising at breakneck speed through the local Macy’s parking lot. While others voiced concerns, we had no problem with rear-seat comfort as well.

All the other interior accoutrements are pieces we’ve seen in other members of the BMW lineup. From the center binnacle which houses the iDrive screen, to the chrome surrounds of the speedo and tachometer, to the paddleshifters on the steering wheel, things are as we have grown accustomed to seeing in a BMW interior. We still admire the design of the shift controller of the Steptronic 6-speed automatic transmission. A nice accent is the use of bamboo veneers as part of the wood trim offerings along the dashboard. An available heads up display allows the driver to keep looking ahead. A word of caution: certain types of Polarized sunglass lenses render the display invisible in the windshield.

The cargo hold can accommodate four golf bags, according to BMW media information. The rear seats fold down in a 60-40 arrangement for larger, bulkier items.

But, does it go?

Yes it does. With the 4.4-liter cranking out 442 lb-ft of torque, and the twin turbos supplying added boost, and considering the X6 is no lightweight when tipping the scales at nearly two and a half tons, the fact it’s as agile as tested is impressive. Even with the engine electronically limited to 155 mph, (isn’t it time to move past these limits? -Ed) the X6 shows it can deliver, whether on a closed course, highway driving, or cruising down the streets in your neighborhood. Mileage, as expected with a high-performance V8, checks in at 13.4 city, and 24.75 hwy for a combined 19 mpg average.

In fact, the 3.0-liter twin-turbocharged stablemate proved it’s no slouch in the acceleration department either, again taking weight and purpose into account. Yes, it’s true–the X6 is not as svelte a package as a 3-series with a similar engine. But checking in at 6.7 seconds for 0-62 mph, it is still about as much fun as you will ever see in any sort of SUV. Expect mileage in the range of 15.8 city, and 27.3 hwy for a combined average of 21.5 miles per gallon.

In either case, we found ourselves shifting through the gears of the Steptronic 6-speed automatic with the paddle shifters on the steering wheel. And then again, not, choosing to let the gearbox take care of the progressions on its own.

Why you would buy it

This is your chariot if you want power, agility and style in a package that is about the most anti-SUV crossover out there. And then there is that club called “exclusivity.” This is one of those vehicles that you won’t find in most of your neighbors ‘ drives—unless you live around a bunch of like-minded neighbors. It is a fun car to get in and push, while hauling more than just the kids.

It’s sort of like a jacked-up hatchback with lots of luxury and power.

Why you wouldn’t

You want an SUV — this is not one. If you are used to dragging around more than three kids from school to soccer practice and such, get over it. They won’t fit. This is a four-seater, period. As a cargo hauler, it is more efficient. The regular X5 is a solid offering, and if you’re looking for a typical SUV from BMW, by all means take one out for a spin instead of the X6.

Audi A3

In crowded European cities, small, space-efficient vehicles are very popular because of their versatility, fuel-efficiency and nimble nature. These vehicles exist in America as well, but they are not typically offered by luxury automakers as it's assumed that Americans associate compact vehicles with cheapness. One vehicle meant to break that tradition is the Audi A3.

Introduced a decade ago in Europe and brought to the United States in 2006, the A3 is Audi's entry-level model for the North American market. Roughly a foot shorter and about 400 pounds lighter than an A4 2.0T Avant Quattro, the front-drive Audi A3 Sportback presents a strong argument for buying a bargain sport wagon, provided one goes easy on the options. With the same powerful turbocharged engine as its bigger brother, the A3 2.0T performs like a sport sedan that happens to have a maximum cargo capacity of 56 cubic feet, just 3 cubes less than its larger sibling. And just because this is Audi's entry-level car doesn't mean the company cuts corners on quality. The cabin's design and materials are up to the lofty standards that Audi has set for the industry, meaning everything fits tightly, moves with precision and looks and feels top-shelf.

Slowly but surely, small European wagons are filtering into the States, so the Audi A3 does have some competition. But those who appreciate the distinct German flavor of Audi, meaning one of engineering excellence combined with an upscale cabin, will find plenty to like in the A3 Sportback.

Current Audi A3

The Audi A3 is available in 2.0T and 3.2 Quattro trim levels. Slip inside and it's readily apparent the A3 continues Audi's tradition of utilizing first-class materials throughout the cabin. Real metal rings around the dash vents and audio controls are accented by the solid action of the gear selector and climate-control dials. Standard features on the 2.0T include dual-zone automatic climate control, 17-inch alloy wheels, one-touch power windows, keyless entry and a 10-speaker sound system. Step up to the 3.2 Quattro, and the list grows to include amenities like leather seats, a power driver seat and satellite radio. Options include xenon headlights, a navigation system, a sunroof and an upgraded sound system. But go crazy on the options and the A3's sticker will rapidly approach uncomfortable levels.

Enthusiasts will appreciate the 2.0T's engine, a sprightly turbocharged 2.0-liter four-cylinder with a broad power band. If you want Audi's Quattro all-wheel-drive system, you have to go with the 3.2-liter V6 hooked up to the automatic. Both are offered with a standard six-speed manual transmission: Audi's six-speed Direct Shift Gearbox (DSG) automatic that allows rapid, rev-matching gearchanges via paddles next to the steering wheel is offered as an option.

As with the rest of the Audi family, the A3's chassis strikes an agreeable balance between athletic handling and a comfy ride. Its steering does a superb job of dampening out unwanted road vibrations and kickback without marring the sublime feedback enthusiast drivers crave. At the same time, the suspension keeps the A3 buttoned down without transmitting harsh road impacts to the cabin.