2007 Mitsubishi Galant Ralliart

2007 Mitsubishi Galant Ralliart - Imagine our surprise then, when we first toed into the Ralliart’s throttle and it responded right now! In fact, the reaction is almost too quick—the average Camry driver would likely provoke the Gallant into a full-blown tire-spinning, traction-control-inducing launch—but once you respect the throttle, it’s a good thing.

Hey, this sedan feels pretty strong, too, and, in fact, it is quick. At the track, we blasted to 60 mph in 6.1 seconds and through the quarter-mile in 14.8, which is enough to outrun all four V-6–powered mid-size sedans with automatics (Honda Accord, Hyundai Sonata, Ford Fusion, and previous-generation Toyota Camry) from the last comparo. This wasn’t a total surprise, however, as the Ralliart is powered by a 258-hp version of the 3.8-liter V-6—an engine we’ve found to be quite vigorous in the Eclipse GT—which is 28 more horsepower than this V-6 makes in lesser Galants. The nearly 3800-pound Ralliart is a bit of a brute, though, outweighing that comparo-winning Accord by almost 350 pounds.

However, the Ralliart can’t keep up with an Accord V-6 manual or the V-6 versions of the new-for-2007 Nissan Altima and Toyota Camry. And although Mitsubishi would like you to consider the Ralliart a Mazdaspeed 6 competitor, to us, that’s a different, far-sportier animal, one we would classify as a sports sedan. The Mazda doesn’t offer as much passenger space, but it's far quicker, has all-wheel drive, handles better, and doesn’t cost much more, either.

The steering is a touch light on-center but then weights up, although it doesn’t provide Accord levels of feedback. Suspension motions are deliberate and well controlled, and the Ralliart pulled 0.83 g on the skidpad, shaming most mid-size-sedan competitors. It even understeers less than we expected. The ride does suffer, though, as the car tends to clomp heavily on pothole-ridden roads. We think it’s stiff enough to scare off the average Accord or Camry buyer, but maybe that’s a good thing.

On the upside, the Galant has enough space front and rear for over-six-footers and a class-competitive, 13-cubic-foot trunk. But it doesn’t stack up nearly as well when it comes to interior materials. There are lots of cheap-looking hard plastics throughout, and the $1850 touch-screen navigation system—the Ralliart’s only factory option—looks tacked on, isn’t all that easy to use, and washes out in direct sunlight.

The $27,624 Galant Ralliart is the top Galant model—a far cry from a base $20,524, 160-hp four-cylinder model. The Ralliart starts $2000 higher than the 230-hp GTS model that has the same 3.8-liter V-6. At least the Ralliart has a bunch of standard equipment, including leather seats (heated in front), automatic climate control, a sunroof, an auto-dimming rearview mirror, Sirius satellite radio (with a six-month subscription), and HomeLink.

However, set the vehicular sights a bit lower—think Chrysler Sebring or Chevy Impala—and the Ralliart is worth a look for those who want a sporty mid-size sedan. It’s not only competitive on price but is also much quicker and more rewarding to drive. You might just be as surprised as we were.

2008 Toyota Highlander

2008 Toyota Highlander - Now, this is entirely intentional. Since its introduction, the yawn-inducing Highlander has been a key part of Toyota’s everything-to-everyone strategy of world domination, which seems unlikely to end soon unless Toyota president Katsuaki Watanabe decides to invade Russia. Among other tactics, Toyota’s U.S. strategy now includes selling no fewer than six SUVs, three of them mid-sizers: the Highlander, the rugged and trucklike 4Runner, and the retro FJ Cruiser.

Clearer in person than in pictures is the fact that the Highlander has grown—a lot. Wheelbase, height, and width are each up about three inches, with overall length up four. Say what you want about the billowing skin itself, but Toyota claims the sheetmetal offers improved aerodynamics (the coefficient of drag is 0.34) while ensconcing a truly massive interior.

Not only is the 2008 Highlander spacious, but it also has many clever solutions for interior flexibility. As expected, the standard third-row seat folds flat, but the second row consists of two individually sliding and reclining buckets (complete with skinny little inboard armrests) with a small center jump seat to hold a third person. When not needed for three-across seating, the center pad can be folded, removed, and handily stowed into a space under the front center armrest. A storage console can then be installed in its place.

Also on the Highlander’s features list is a rearview camera display on mid-grade Sport and top-shelf Limited models. It utilizes the standard 3.5-inch screen in the center of the dash. Naturally, navigation-equipped Highlanders use the large screen instead, leaving the small screen to convey only climate and vehicle data.

Should you order nav, a nice 11-speaker JBL sound system comes along for the ride. And of course, no modern SUV is complete without at least twice as many cup holders as there are seats, and true to form, the Highlander has 14, counting the door pocket bottle holders. That’s a lot of sippy cups and bottled waters—owners would be well advised to use that center-seat area for an onboard Porta Potti.

The 3.5-liter engine brings even base Highlanders up to speed—literally—with the hybrid version that was added for 2006. The new Highlander hybrid carries over the old powertrain, which is also rated at 270 combined horsepower. Now that the power scales are even, we definitely prefer the gasoline model on account of its silky five-speed automatic, which offers manual shift control (hybrid models have a CVT) and far superior brake feel than the touchy hybrid’s.

2007 Kia Rondo EX V-6

2007 Kia Rondo EX V-6 - As you can imagine, it isn’t only the spelling that differs here. The Rondeau was a Cosworth-powered projectile with just one seat. The Kia Rondo is a modestly powered tall wagon–cum–minivan based on Kia’s Optima that can seat up to seven people with the optional third row in place.

Powered by a 2.4-liter inline-four or a 2.7-liter V-6, and equipped with four- and five-speed automatic transmissions respectively, the Rondo’s only real similarity to Rondeau’s car is that it’s ready for any 24-hour journey you care to take. If the emergence of these vehicles is a sign that people are moving to more compact solutions for their car-pool problems, we won’t argue with that. Particularly not at this price. Kia’s four-cylinder Rondo starts at just $16,995 if you live somewhere that doesn’t require air conditioning. That costs another $900, and the third-row seat will add $500. Then you have a pretty well-equipped seven-seater that is agreeable to drive, is nice to look at, and has a very pleasing interior layout.

And it’s nice to know that even if you leave the showroom with the base Rondo, you still get ABS and stability control along with front, side, and curtain airbags. Soccer moms need these things, you know. What’s more surprising about the Rondo, particularly the EX V-6 we tested, is that sports-car freaks like us can drive it without chafing. There’s room aplenty in the front seats, and we found that one tall driver and two passengers of average height can sit one behind the other in all three rows in surprising comfort, as long as the driver can make do with less than optimal space and the center-row passengers make use of the convenient fore-and-aft adjustment to accommodate the tail-end gunner.

Best of all, with Kia’s 10-year/100,000-mile limited powertrain warranty, there’d still be nine years and 364 days of coverage after one 24 Hours of Le Mans. We bet Rondeau couldn’t match that.

Infiniti M45 Sport

Infiniti M45 Sport - What an improvement. The previous car (introduced here for 2003) was a modified version of the Japanese-market Cedric/Gloria large sedan, and along with looking pretty stodgy, it lacked interior space, even for front-seat occupants if they were tall. Nevertheless, the old M45 found happy customers at a rate of about 400 to 500 a month, drivers who loved the silky snarl of that 4.5-liter V-8 along with its torquey thrust. There isn't much that 340 pound-feet can't cure.

The latter is an electrically powered system that produces a brief surge of opposite-phase steering (the wheels turn right about one degree when you turn left) to induce quick turn-in, then switches to same-phase steering (also about one degree) to stabilize the car in mid-bend.

All models have leather furniture, but the Sport model has more aggressively bolstered seats with double-stitched seams, and they proved quite supportive and comfortable in use. Infiniti claims the rear-seat room to be on a par with that of the Lexus LS430 (at 46 cubic feet, the M45 has two fewer than the Lexus), and sure enough, we found space back there tolerable even for a six-foot-five passenger. However, the rear center seat is much less inviting, with a broad transmission tunnel consuming much of the floor space, forcing the middle passenger to splay his legs and have his feet share the front seatback cutouts with the outboard passengers.

Any doubts about the amount of space up front were instantly erased by the fully adjustable seats and abundant legroom. Ahead of the driver is a gauge cluster with big electrofluorescent faces and bright red needles that produce a glow in the gauge's perimeter ring to accentuate their position. The sweeping, wave-shaped dashboard has a shallow contour angle that makes the surfaces recede from the occupants, thus increasing the perception of space. All in all, it is a pleasant environment.

The V-8 has plenty of torque and a mellifluous exhaust note, and it wafts the car away from rest in a manner that is responsive and effortless. Accompanying the husky engine are a tightly calibrated torque converter and excellent throttle response. When you touch the accelerator, the car simply moves off smoothly, feeling much lighter than its two-ton fighting weight might suggest. It shifts smoothly, too, and the five-speed automatic can be operated manually via the leather-clad selector if so desired. After trying it out, we felt manual shifts were quicker, so that's how we conducted our acceleration runs.

That manual-transmission override is good for unwinding mountain passes, too, where it actually blips the throttle during downshifts, just like a good automated manual system. But we soon discovered that the adaptive transmission logic—when left in automatic—interprets your intentions accurately and performs so well in that mode that one soon forgoes the manumatic system in order to keep one's hands on the wheel. During protracted periods of brisk driving, the car will hold onto a gear even when you drop off the throttle in preparation for a corner entry, running the car against the engine at high revs as you bend it in. Then it will pick up the throttle in the same gear for a strong drive out of the curve. Trust us—it's hard to fool this amazingly intelligent gearbox.

The limits are high in this car, and the speeds attained while playing in the mountains are significant enough to ensure grave consequences if you get it wrong. Having said that, we think the M45 feels remarkably organic at the controls when being hurried along. It turns in willingly and hangs on tenaciously. The steering is naturally weighted and wonderfully precise. Like its G35 sibling, there's some trailing-throttle oversteer to be had in tight turns, but just as in that car, the slide is easy to catch.

The M45 Sport comes with xenon headlights and climate-controlled front seats, so its Journey package only adds the balance of those items. A Technology package adds DVD navigation, intelligent cruise control, a five-channel DVD Bose Studio Surround stereo with 14 speakers (two in each front seat) that has to be heard to be believed, a lane-departure warning system, and XM satellite radio.

Infiniti spokesmen are talking about prices that start in the high-30s for the M35, and from the high-40s for the V-8-powered version. We drove the V-6 model at the car's intro and found it to be a sweet piece. Then we drove the V-8, and all we can say now is: If you've got it, flaunt it.

2006 Infiniti M35 Sport

2006 Infiniti M35 Sport - While this M35 was in our possession recently, most of the comments we heard from acquaintances ran along the lines of, “The V-8 model must be pretty cool, eh?”

No, power loonies, this one is plenty cool enough with a V-6. If you’re looking for a large four-door sports-luxury vehicle, the M35 is as much as you need. The 3.5-liter V-6 pushes the car around with relative ease, never feeling overmatched, and its acceleration proves entirely adequate, consuming the quarter-mile in 14.8 seconds at 96 mph and getting to 60 mph from standstill in 6.1 seconds.

Nonetheless, the M35 is a great car with which to assault canyon roads. Those big 19-inch Bridgestones telegraph their grip on the pavement with considerable clarity, and the sport-tuned chassis maintains a fairly flat stance. Sport Ms have the company’s active-toe-control system operating at the rear axle. This helps turn-in response and effectively damps the tail happiness we’ve seen in G35s, which share similar suspension technologies.

Yet the car will commute and tour with a surprising degree of civility, offering a pretty compliant and quiet ride on most roads. The high-performance tires pick up some roar on rough textures, and cornering hard on uneven surfaces produces occasional steering-kickback shock, but the M35 is mostly calm in normal use.

Like other cars in this exalted class, the Infiniti Ms offer a comprehensive list of standard and optional equipment. The 2007 M35 Sport starts at $44,900; our tester had a navigation system and intelligent cruise control — the latter with decently short following distances to prevent an endless series of jump-ins — as part of the pricey $5450 Advanced Technology package.

Our argument for moderation is further supported by Infiniti’s own pricing policies. See, there’s $6300 separating the M45 Sport from the M35 Sport, and that will buy about 2000 gallons of gas. Although our fuel-consumption records suggest the V-8 isn’t much worse than the V-6 in that department, that’s a deal even drivers with immoderate appetites ought to appreciate.

2008 Infiniti G37 Sport

2008 Infiniti G37 Sport - What gives? Infiniti says the coupe’s larger doors require more reinforcement to achieve a high side-impact crash rating. Extra crash structure adds weight, but don’t expect a “Safety Kills the Sports Coupe” headline any time soon. Larger brakes and a slightly heavier engine contribute some pounds as well. Gaining 100 pounds is an unfortunate but not inexcusable way to shed the family-car image and increase your sex appeal.

The G37 copes with the extra heft over its sedan stablemate—and satisfies the sportier criterion—with a new 3.7-liter version of Nissan’s venerable VQ V-6 engine. The boost in displacement comes from a longer stroke; both the 3.5- and 3.7-liter engines in the G-car feature a taller block than the previous generation’s powerplant.

The extra power doesn’t make much of a difference at the test track. The 0-to-60 sprint of 5.3 seconds is 0.2 second quicker than that of the G35 we compared with a BMW 328i [“Winds of Change?” April 2007], but 0.1 second slower than the first ’07 G35 we tested in October 2006. By the quarter-mile mark, the G37 is dead even with that October G35: 13.9 seconds at 103 mph. A far more important improvement in the G37, power increases aside, is the fact that it no longer sounds like it’s making grits inside the engine.

The G37 suspension is the same control-arm-front and multilink-rear configuration as the G35 sedan’s. Our test car came with the Sport package, which is standard with the six-speed manual and optional with the automatic transmission. It adds a red “S” to the rear badging and includes a stiffer suspension, limited-slip differential, and 19-inch wheels with high-performance Bridgestone rubber. The setup is good for 0.89 g on the skidpad, and the G37 is impressive on the road.

When it comes to optional sport packages, we’re suckers for the promise of better grip and handling, but the resulting harsh ride usually leaves us cussing the low-profile tires and stiff springs. Not so with this G37. The chassis soaks up road bumps without the slightest chatter, and the steering remains precise and communicative. The ride is stiffer than that of a BMW 3-series, but the G37 is a huge improvement over the old coupe with the sport suspension, which was jarring on any surface rougher than freshly waxed linoleum. Dive into a turn, and the G37 transfers its weight gradually and without any surprises.

So what’s to fault? The problems are mostly the result of the styling. Make no mistake, the G37 is more stylish than the sedan and thus satisfies most of the criteria for sedan-to-coupe conversion, but the resulting compromises are, well, a pain in the ass. The G37 is about four inches shorter in length, two inches wider, and 2.5 inches lower than the G35 sedan. Compared with the old G35 coupe, the G37 is about an inch longer, and slightly wider and lower. All three cars ride on the same 112.2-inch wheelbase. Inside—and here’s the problem—the G37 has 1.4 fewer inches of headroom than the G35 sedan when both are equipped with sunroofs. Clearance is low enough that sub-six-footers might find their hair brushing the headliner, depending on posture and the amount of mousse in their ’dos.

2006 Hyundai Azera SE

2006 Hyundai Azera SE - We were surprised, because the Azera has a nondescript look to it, especially when shod with the 16-inch wheels that come on the base SE version. The sheetmetal blends American, Japanese, and Korean styling elements in a nearly cohesive, if slightly dull, way. From the plain look of it, one would never suspect the Azera is capable of running from 0 to 60 in 6.1 seconds and turning a quarter-mile in 14.8 seconds at 96 mph.

The source of the Azera’s speed is an emboldened 263-hp, 3.8-liter version of Hyundai’s 3.3-liter DOHC V-6. Although it’s down five horses from the Avalon’s rerated 268-hp V-6, Hyundai’s larger-displacement 3.8-liter makes more torque. Coupled to the engine is a five-speed automatic that does its job smoothly and unobtrusively but did show some reluctance to downshift.

Despite the eager and thirsty engine, the rest of the package doesn’t exactly encourage one to search out twisty back roads. Steering feel is on the numb side yet accurate enough not to be considered sloppy. The Azera doesn’t suffer from mirror-scraping body roll, but neither does it turn in like Fernando Alonso’s Renault. Let’s just say it’s flatter than a Kia Amanti’s handling profile, a car that an American Kia official once described — quite privately — as the Korean Packard.

The structure is essentially a long-wheelbase version (the wheelbase has been stretched two inches) of the mid-size Sonata unibody architecture. The extra length provides a spacious and comfortable back seat as well as a 16.6-cubic-foot trunk. At highway speeds the cabin is isolated and serene (we recorded a low 66 decibels at 70 mph). It’s more quiet inside at that speed than an Avalon or even the last Cadillac STS we tested.

The cabin has all the luxury-car cues: tightly grained plastics, a band of fake wood that wraps around the dash and cabin, multiple shades of beige, and switchgear that has a Lexus-like look, if not feel, to it. About the only gripes we had with the interior were the econocar-like gauges and the not-quite-terry-cloth-but-definitely-not-Alcantara seats.

2007 Hyundai Santa Fe Limited

2007 Hyundai Santa Fe Limited - Hyundai’s modest Santa Fe sport-ute is seven years old, and it’s experiencing a growth spurt. The new-for-2007 SUV is 3.2 inches longer between the wheels — now 106.3 — and has been stretched almost seven inches from nose to tail, up to 184.1. So, although it used to belong in the compact-SUV class, the new Santa Fe is about as big as the Honda Pilot and Toyota Highlander. Those larger outside dimensions pay dividends inside. Interior volume is way up over the previous Santa Fe’s; it now has a cavernous 59 cubic feet in front and 49 in the back seat (versus 54 and 47, respectively). Plus, there are 34 cubic feet of cargo space behind the seats (up from 31).

The base Santa Fe GLS comes with a 2.7-liter V-6 that makes 185 horsepower. It hooks up to a five-speed manual or optional four-speed automatic that adds $1200 to the tab. The SE and Limited models get the all-aluminum 3.3-liter V-6 and five-speed automatic first seen in the Sonata. In this application, the 3.3 makes a healthy 242 horsepower and 226 pound-feet of torque.

Driving the new Santa Fe is a pleasure. The interior of the front-drive $26,595 Limited model that we tested was well isolated from outside intrusions. At 70 mph, road noise was just 69 decibels.

The engine is Toyota smooth and has a broad power band, although we expected slightly better results from the 3.3-liter than 8.0 seconds to 60 and 16.4 seconds at 87 mph for the quarter-mile.

Every Santa Fe model comes standard with six airbags and stability control, as well as niceties such as keyless entry and a six-speaker stereo with a CD player and MP3 capability. The starting price of a GLS model is $21,595, and that’s within $700 of the four-cylinder RAV4’s base price of $20,905.

For an SUV that costs well under 30 grand, you get a lot here: a roomy interior, decent feature content, reasonable refinement, and V-6 power. The Santa Fe is definitely worth checking out.

2007 Hyundai Veracruz Limited

2007 Hyundai Veracruz Limited - If the Veracruz likewise depletes U.S. wallets, it won’t be by much. The base front-drive GLS begins at $26,995; five trim levels later, this Hyundai tops out at $34,695. All ride on a stretched Santa Fe platform; all are powered by the 260-horse, 3.8-liter V-6 found in the Azera sedan; all come with a third-row seat; and all include an Aisin six-speed automatic, Hyundai’s first.

Our front-drive Limited test sample ($33,120) arrived with an alluring load of standard-equipment creature comforts: leather, an A/C-cooled center console, a sunroof, a tilting-and-telescoping wheel, a power liftgate, backup radar, a 315-watt Infinity stereo, stability control, and more.

Inside and out, the Veracruz emits a strong whiff of Lexus RX350—not a bad SUV to copy. Even the center stack, with its zillion buttons and switches, is Lexus-like. Three rotary HVAC controls would have simplified matters, but Americans nowadays equate complexity with luxury.

Fire up the Veracruz and what you notice first is what you don’t notice. There’s minimal road noise or engine noise, and the exhaust is as mute as Harpo. At both idle and WOT, the Veracruz is quieter than the Pilot or Highlander. Even the turn-signal stalk’s clicks are subdued.

Similarly Lexus-ish is throttle tip-in—gentle, gradual, almost lazy. Disable the stability control and you can churn the front Michelins for four feet at step-off. In the sprint to 60 mph, the Veracruz is 0.2 second behind the Pilot but 0.3 second ahead of a V-6 Highlander. Full-throttle upshifts are supremely smooth, and the V-6 evinces no peaks or valleys as it pulls to its 6500-rpm redline. Torque steer manifests only when you combine major throttle with a 90-degree turn.

Except for a low seat cushion, the split middle bench is a gem—roomy for three and adjustable fore-and-aft by five inches. Yank one lever and the middle seat pivots forward to afford access to the third row, where a pair of adults can ride without complaint for, well, 20 minutes. With both rows folded flat, usable floor space measures about six feet deep and 45 inches wide—in total, an excellent 87 cubic feet, sufficient to swallow a bicycle whole.

Our beefs were few. The foot-operated parking brake hangs so low it sometimes rubs your shin. Rear visibility is diminished by the fat D-pillars. Although the speed-sensitive steering tracks like a champ and is nicely weighted, it doesn’t transmit much info about road textures, and your first warning of understeer is the stability control, which is aggressive about pulling out engine spark.

Off the freeway, the Veracruz isn’t quite as engaging as the Pilot or Highlander, which are a titch more visceral, more hard-wired to the driver’s inputs. But the Hyundai’s ride, extra measure of isolation, and myriad standard features will be construed by many as a bonus layer of luxury. In fact, the Veracruz represents so much bang for the buck that Hyundai would do well to ditch its old flying-H logo, which still carries the “it’s all I could afford” stigma.

2006 Hyundai Sonata LX

2006 Hyundai Sonata LX - During that spell, the silver Sonata LX V-6 averaged 23 mpg (versus EPA ratings of 20 mpg city and 30 mpg highway) and even after 40,000 miles was capable of galloping to 60 mph in 6.7 seconds, making it as quick as the last Honda Civic Si we tested. Frank wasn’t as flashy as most of his other long-term stablemates and thus made fewer major treks, although he did wind up in Patrick Bedard’s Arizona garage for a few months, made three trips to Wisconsin, and was twice in Florida, including spring break in Daytona. After that, the cockpit smelled as if it had pulled an all-nighter with the Rat Pack—we were afraid to ask for details—and a thorough disinfecting was ordered.

We ordered our LX V-6 with exactly zero options, because its standard equipment included stability control, a five-speed automatic with manumatic, a CD/MP3 player, cruise control, fog lights, electric seat adjustments for the driver, heated front seats, 17-inch alloys, a tilting-and-telescoping wheel, and a five-year/60,000-mile warranty buttressed by a 10-year/100,000-mile powertrain warranty.

After 40,000 miles, everything still operated as advertised, zero repairs required. The turn-signal and wiper stalks still moved with silky ease. The leather looked fine—even the leather on the steering wheel hadn’t become shiny. And the vinyl and plastic trim pieces, previously a Hyundai weakness, showed few scars or scuffs.

Otherwise, our complaints included a driver’s-side wiper that was tapping the top of the A-pillar. Everyone bitched about an overly sensitive sensor in the passenger seat that triggered a seatbelt warning light even if something as insubstantial as a briefcase was resting on the cushion. There were several gripes that the transmission was slow to shift. The steering was a tad too quick just off-center. And the AM-radio reception was mysteriously subpar.

Over and over, editors said of our Seoul train, “It reminds me of the previous-generation Accord.” Like the Accord, this most-recent Sonata succeeds because it is quiet, dignified, practical, comfortable, and reliable. That it goes unnoticed on America’s highways is perhaps its most obvious peccadillo, but there are plenty of over-40-somethings who take great satisfaction in going unnoticed.

As is true with all Hyundais, the Sonata still carries some of that old built-in-Korea baggage, even though it is assembled in Alabama. Automotive Lease Guide projects that Honda’s vehicles, after 36 months, will hold 53.7 percent of their original value, whereas Hyundai’s will hold only 42.6 percent. If we apply those projections to the Sonata versus an Accord, you’ll experience $2500 more depreciation over three years with the Hyundai. It also proves that stigmas, like Samsonite, are hard to break.

You know that “H” on the grille of every Accord? The Honda guys must hate seeing a flying “H” on the grille of every Sonata.

Hummer H2 SUT

Hummer H2 SUT - For the extra dough, you get a plastic cargo bed that measures 47.3 inches between the wheel wells, 34.7 inches from front to back, and 20 inches deep. By full-size-pickup standards, it's puny, and it isn't big enough to carry any of the messy, wet items like dirt bikes or Jet Skis.

There is, however, the folding rear bulkhead, which Hummer calls the Midgate. As on Chevy's Avalanche, the Midgate works like an old-style tailgate, with a power-operated rear window. Once the window is retracted and the rear seats folded, the Midgate can then be folded into the cab.

Another item unique to the SUT is the spare tire mounted on the exterior. At first this seems like a great idea since the huge spare intrudes into the cargo area of the wagon H2. For the SUT, the spare is mounted on a beefy arm at the rear that swings clear when you want to lower the tailgate.

The problem is that the spare is now located directly above the hitch receiver, leaving a tight gap between the bottom of the tire and the hitch ball. Even when you manage to get the trailer hooked up, you can't lower the tailgate because now the spare's carrier arm is blocked by the trailer jack. It's too bad it's such a pain to hook up a trailer, because the SUT can tow 6700 pounds.

Clearly, buyers are getting a certain "look" with the SUT, and certainly, the vehicle attracts attention, although it's not always the positive kind. In August 2003, an apparently angry individual torched 20 H2s at a dealership in West Covina, California. There's also a Web site where the less fanatical display their disapproval by posting pictures of themselves standing next to H2s, giving them the finger (www.fuh2.com). Oh, no, not that! Perhaps these individuals are upset with the H2's EPA fuel-economy ratings: 10 city and 13 highway. We averaged 12 mpg over 1600 miles.

Both H2 Hummers use GM's 6.0-liter V-8 engine. For 2005, there are nine more horsepower and five more pound-feet of torque. That puts the total at 325 horses and 365 pound-feet. With 6780 pounds to haul, acceleration is not brisk, but it is quicker than in a wagon we tested in August 2002. The jog to 60 mph takes 9.6 seconds, a whopping 1.1-second improvement that suggests our original test vehicle didn't have all its beans. Likewise, the braking performance was markedly better, requiring 214 feet to stop from 70 mph—30 feet better than that '02 wagon. Plus, there was noticeably less brake fade with the SUT. Since the SUT and the wagon are mechanical twins, we can only surmise that the '02 test vehicle—an early-build example—wasn't completely up to snuff.

And also like the wagon, there's that in-your-face quality about the H2 SUT that is joyously un-PC.

Honda Accord Coupe EX V-6

Honda Accord Coupe EX V-6 - Like anyone else, we appreciate high quality, flawless road manners, smooth power, and a solid value story. But we also value passion. And that EX four-door was exactly as passionate as Lt. Commander Data running a routine systems check on the bridge of the Enterprise.

Which brings us to the Accord coupe. Properly equipped, with the V-6 backed by a manual transmission, it raises the Accord's EQ (“emotional quotient”) by a large order of magnitude. Quicker on its feet, quicker straight ahead, quicker to provoke smiles at the helm.

The key elements of this character shift—tires and transmission—aren't very mysterious, but they combine to make this particular Accord unique among its stablemates. The EX four-door rolls on Michelin Energy MXV4 P205/60VR all-season tires, wrapped around 6.5-by-16-inch aluminum wheels. Our EX two-door tester came with a set of Michelin HX MXM4 P215/50VR Pilots on 7.0-by-17-inch wheels. The Pilots are also an all-season design, but bigger footprints and shorter sidewalls produce better grip—0.82 g versus 0.74 for the EX four-door—as well as better braking performance: 181 feet from 70 mph versus 209.

The EX breaks with this tepid tradition. For the first time in the Accord's long history, V-6 and manual transmission are not mutually exclusive concepts, and the six-speed's precise engagements and short shift throws enhance the pleasure of piloting this rig by a bunch.

They also enhance performance. With a five-speed automatic sending power to its front wheels, the EX V-6 four-door needed 7.0 seconds to reach 60 mph and covered the quarter-mile in 15.5 seconds at 92 mph. The six-speed two-door hit 60 in 5.9 seconds and hustled through the quarter-mile in 14.5 seconds at 98 mph. Although the coupe did weigh 140 pounds less than the sedan, that's still a pretty strong testimonial for the efficiencies of a standard transmission. We should also add that the Accord manages to deliver the engine's substantial output to the drive wheels with only the barest hint of torque steer. This is not your father's Saab 9-3 Viggen.

It would be lovely if Honda also offered the CL's limited-slip differential for the EX two-door. After all, the CL won't be needing it anymore, having joined the ranks of the dearly departed. But with or without that enhancement, the six-speed EX V-6 package ranks as just about the hottest ride in the mid-size, subluxury coupe class.

It may not eliminate our mourning for the old Prelude. But it does stimulate the driver-gratification glands.

Honda S2000

Honda S2000 - We have more bad news for those guys. There's a revised S2000 coming their way as a 2004 model, and it features a ton of improvements designed to neutralize the few criticisms we had about the old car.

Both VTEC cam profiles were reconfigured, the compression ratio was raised a 10th (to 11.1:1), and the redline was dropped from a strident 8900 rpm to a merely maniacal 8000 rpm. The redline illuminates as a shifter light on the tidy new instrument cluster and then allows another 200 rpm before shutting off the fun.

With the same horsepower, the '04 car runs similar 0-to-60-mph and quarter-mile times but aces the '03 model in the 30-to-50-mph and 50-to-70-mph top-gear passes, running 8.8 seconds versus 9.9 and 7.9 seconds versus 9.4, respectively. That's quite remarkable, particularly since sixth gear in the new S2000 is actually now two percent higher. (First through fourth are four percent lower, for better acceleration, with fifth just one percent lower.)

Along with the gearing revisions is a change to carbon-composite synchronizers, allowing the use of double-cone rings where there were triples, and singles where there were doubles, lightening engagements and smoothing the whole process. It was a pretty magnificent gearbox before, so you can imagine how slick it is now. Think snick-snick with a dab of Vaseline.

We didn't think there was much wrong with the previous car's handling, but this one got around the Bragg-Smith racetrack at Pahrump, Nevada, at least as quickly as its '03 forebear, and with a pleasing lack of body roll or power oversteer to boot. (New readers note: That's when your right foot mysteriously steers the rear axle.)

Larger 17-inch wheels with bigger-cross-section, lower-profile tires aid the new suspension setup. They're Bridgestone Potenza RE050s: 45-series 215s in front, 40-series 245s out back; and if you're squealing these tires out on the public road, well, you should be grateful for the new, stable chassis. We couldn't run skidpad tests because our usual venue had just been resealed with shiny, slippery black goop, but we'd guess a 10th or two up on the '03 model's already respectable 0.92 g.

Best of all, though, is the fact that you can now cruise the freeway in sixth gear and cut a swath through the antidestination leaguers without even downshifting, at about the same price as before.

Honda Element 2WD EX

Honda Element 2WD EX - Intriguing stuff. After all, Honda's marketing gurus were confident they'd done their homework. They'd spent time at universities around the country, conducting workshops and asking lots of college dudes what the heck they wanted in a vehicle. The answers they got became the features incorporated into the Element: go-anywhere capability; a rugged, versatile interior with loads of cargo-carrying potential; peppy performance combined with good fuel economy; standout styling; and a price that wouldn't double the monthly rent check. How could Honda foresee that what the kids wanted was also what many of their parents sought?

In late February 2003, our front-wheel-drive Element EX landed in our Ann Arbor parking lot. Dressed in Galapagos Green paint, it came with a 160-hp i-VTEC four-cylinder engine, a five-speed manual transmission, four-wheel disc brakes with ABS, A/C, a 270-watt stereo with a CD player, a urethane-coated flat floor, waterproof seats, composite body panels, and 16-inch alloy wheels. With no options on the Monroney, price as tested came to $19,110. We didn't opt for the four-wheel-drive, five-speed-manual version because we'd have had to wait for several months, and we're an impatient bunch.

The power and fuel economy put forth by Honda's bitchin' box took all of us by surprise. Myriad logbook entries reveled in the 2.4-liter's prowess: "Happy power on the country two-lanes." "The engine is smooth, lively, and quiet, even while turning 4000 rpm on the highway." One editor raved that the 2.4 had "enough power for passing in top gear." Perhaps more impressive: All that grunt still netted 25 mpg over 40,000 miles.

As a highway cruiser and road-trip car, the Element shined. It exhibited little wind noise at speed—despite its resemblance to a mail truck—and its thumping stereo, comfortable seats, and gobs of room made long excursions a breeze. Attesting to its popularity with the staff, it accrued 40,000 miles in just 10 months of duty, much of it run up on long hauls—to Arizona, California, Florida, New York, even Alaska.

"We really liked the Element for this type of trip. It held all our stuff, including a large travel refrigerator. We had no second thoughts while packing—we took everything! Still had room to use the right-side front and rear seats as a bed. This proved to be very comfortable for catnaps. We would drive 12 to 15 hours a day and felt good to go every morning. Lots of legroom, front and back. Good cruise control. Nice bins on the dash, and we really liked the cubby on the ceiling. All the controls work well and make sense.

Despite the praise, the Element wasn't faultless. Its 161 pound-feet of torque, short gearing, 56/44 front-to-rear weight distribution, and perhaps our own eagerness to plant the throttle resulted in a fearsome $285 appetite for front tires, eating up one pair of Goodyear Wrangler HPs in 12,000 miles and almost another by the 40,000-mile mark. Moreover, several staffers found the Goodyears to be harsh, noisy, and very sensitive to road surfaces—the latter a likely culprit to the rough ride on distressed pavement.

Similar to two previous long-term Hondas, the Element proved thrifty at the service department. During its tenure, it required only four services—at 10,000, 20,000, 30,000, and 40,000 miles. The bill came to $323 in all, which places it between a '99 Odyssey EX's $303 (February 2000) and an '00 Insight's $374 (May 2002).

In 2003, Honda moved 67,478 Elements, significantly more than its 50,000 target. We're not surprised, seeing that everyone here fully appreciated the Element's value, functionality, and reliability. Despite a couple of minor blemishes on the repair card, the Element easily gets our wholehearted endorsement.

2007 Honda Fit Sport Automatic

2007 Honda Fit Sport Automatic - For anyone interested in preserving the negotiable contents of one’s pockets, small cars make big sense, and the more fuel prices soar, the more sense they make. Beyond that, the penalties we once associated with small cars — noise, spartan accommodations, primitive amenities, motor-scooter power — are essentially gone.

Where we have had reservations regarding small cars is when we encounter one whose limited power resources are further drained by an automatic transmission. Generally speaking, self-shifting plus modest power yields a car whose role in life seems to be getting in the way.

So there’s this institutional prejudice we harbor when we plant our backsides into any automatic-equipped subcompact. Which is precisely what makes the Honda Fit Sport automatic a pleasant surprise. As subcompact automatics go, it actually goes. Okay, 0 to 60 mph in 10.4 seconds isn’t likely to produce brownouts in your peripheral vision.

The key to all of this is the Fit’s five-speed transmission. That’s five forward speeds, as distinct from the four-speed autos offered by most other subcompacts on the market. Five speeds are obviously a better bet for optimizing the thrift-oriented power of the Fit’s 1.5-liter SOHC 16-valve long-stroke VTEC four: 109 horsepower at 5800 rpm, 105 pound-feet of torque at 4800 rpm. Even better, the Fit’s automatic includes paddle shifters and a manumatic function that’s essentially bimodal.

The automatic commands an $800 price premium on the $15,720 Fit Sport, and it’s a pretty sophisticated piece of equipment for a car in this class. The product planners chose this transmission over a continuously variable one because they felt a conventional automatic was a better bet for the U.S. market — that is, sportier, and also more compatible with the paddle-shift setup.

So, would we opt for a Fit Sport automatic? Whoa — that’s going a bit far. At the end of the day, we still think the operation of a good manual gearbox — the Fit’s standard transmission is arguably the best in its class — enhances the relationship between car and driver.