Audi RS6 Avant

Audi RS6 Avant - The engine is based on the ones in the S6 and S8 sport sedans, but has been redeveloped with the twin turbos to ensure a constant stream of power over a broad engine speed range. In fact, the peak torque number is available from 1,500 to 6,250 rpm.

The RS6 Avant uses a six-speed tiptronic transmission that Audi says achieves 'exceptionally short shift times.' When foot finally goes to throttle, the RS6 Avant can move from 0-69 mph in just 4.6 seconds and has an electronically-limited top speed of 155 mph.

In its basic setting, the Quattro all-wheel drive sends 60 percent of its power to the rear wheels and 40 percent to the front, giving the RS6 more sporty handling characteristics thanks to this rear-biased setup. The vehicle has a fully independent suspension that also leans far more toward the sporty side of things, while still giving passengers plenty of comfort for long journeys, Audi says.

A car with this kind of power needs equally powerful brakes, and Audi has things covered here as well. When drivers opt for the 20-inch wheels (19-inch come standard), they will also get ceramic brakes that have a 16.5-inch diameter at the front and 14.0-inches in the rear.

Though this obviously can be a very aggressive car on the road, Audi didn't want it to look the part. Though the front of the car features large air intakes, they're purely for function, the company says. It also has the same aluminum-look single-frame grille used on all vehicles in the RS family. The rear features an equally functional rear spoiler, wide, flared wheel arches and oval exhaust pipes. The wagon comes with the choice of three colours that are exclusive to the RS6 (Sepang blue, Monza silver, Monterrey green).

The RS6 is as much a sport car as it is a utility vehicle, with heated seats, Bose sound system, and 1,660 litres of cargo space.

2008 Subaru Impreza WRX STI

2008 Subaru Impreza WRX STI - By striving for “transcendental-like driving performance,” Subaru and its hooligan laboratory, Subaru Tecnica International, are out to win one heart only, the one behind the STI’s wheel. As usual, they’re doing a fine job.

The base Impreza redesign for 2008 signaled the start of the power ratcheting and name stacking. First there were the 170-hp $17,640 Subaru Impreza and the 224-hp $24,995 Subaru Impreza WRX. Now there’s the 305-hp $35,640 Subaru Impreza WRX STI, which goes on sale about the time you read this.

A word about STI prices. The ’07 STI—sedan only—went to its rest with a $34,120 base price that included the soaring wing and gold-painted 17-inch BBS wheels. Alas, a dollar buys less of everything these days. The ’08 STI, a wagon only and equipped with 12 more horsepower, no additional torque, and way more buttons, asks for $35,640. Another $2000 is demanded for the look-at-me 18-inch BBS wheels and accompanying fog lights. Navigation runs $1800, but you have to cop the wheels first to get it. The loaded total: $39,440.

You’d expect to pay a handling tax for all this livability, and the STI does roll a bit more through corners and kowtow slightly deeper when beckoned by the earnest Brembos, which halt it from 70 mph in a curt 159 feet. Plus, the STI has quick but rather lifeless steering for managing the early onset understeer that seems inevitable with a 58.3-percent front weight bias and all-wheel drive. Tire scrub speaks more clearly to the ears than the palms.

Still, the gas jockey’s bona fides are there: 0.93 g on the skidpad, 5.1 seconds through the 60-mph trap, and 13.6 seconds at the quarter-mile. The old STI was quicker, but only by a few bee’s-wing beats. The power, the curb weight, and the gear ratios are virtually identical, although the new STI’s fatter tires allow less wheelspin during its violent launches, one likely reason it adds a couple of 10ths in the 60-mph sprint.

As before, the STI is a small car densely packed with parts. Strategically placed reinforcements of high-strength steel at the windshield pillars and around the tailgate help the hollow wagon body resist flex engendered by the suspension stiffening. Punched out fenders package the STI’s larger wheels and wider track, up 1.5 inches in front from the base WRX, 1.7 inches in back. Everything but the aluminum hood, which shakes noticeably in the wind, is rendered in steel. The new sheetmetal muscle does wonders for the base wagon’s Walter Mitty profile.

The nitride-hardened crank is carry-over from the earlier STI, and the deeper-webbed rods and the forged pistons are new part numbers, says Mori. An IHI-sourced single-scroll turbo peaks at 14.7 psi of boost, 2.8 psi higher than in the WRX. Variable timing mechanisms adjust the intake and exhaust cams with a tune aimed at a flatter torque curve. The increase from 293 horsepower in the old STI to 305 is mainly due to the larger intercooler and higher-volume exhaust silencer and lower-restriction catalyst, according to Mori. The torque peak of 290 pound-feet has not changed from last year’s, but it does occur 400 rpm sooner (4000 rpm). A lower redline (6700 rpm instead of 7000) is the only negative.

The STI driver can let computers run the subsystems or he can take full control. Subaru supplies dials and buttons to vary the stability-control intervention, throttle response, and center differential, each requiring thorough perusal of the owner’s manual to fully understand. Our brief will be brief:

The stability control has three modes: on, sport with higher tolerance for sideways drift, and off. A throttle control called SI-DRIVE also has three settings: the default sport mode, sport sharp, which speeds up throttle response, and intelligent, which Subaru says is designed for economical commuting and which slows the throttle and cuts peak horsepower by 20 percent and peak torque by about 10 percent. It doesn’t sound very intelligent to us, but neither does a subcompact car with an observed fuel-suck rate of 16 mpg while premium shadows four bucks a gallon. (Some post-flog fill-ups yielded 11 mpg, and highway cruises at saner speeds in intelligent mode saw thrift reach as high as 23 mpg.)

The driver can sideline the computer entirely and manually select from six differential settings. They range from full lockup to nearly full open with its subsequent rear bias. Basically, the full-lockup, front-bias setting makes the car harder to rotate while adding heft to the steering. This is the high-traction, low-fun option for dirt. Rear-end slip for acing paved corners only happens with the diff set to part or minimal lockup.

Multiply out the STI’s pushbutton dingleberries, and there are 81 possible combinations. Only a tush as highly calibrated as Subaru rally-team driver Petter Solberg’s could tell them all apart. Around configuration number 57, we realized that, no matter what, the new STI serves up much the same track experience as the old STI.

2008 BMW 535xi

2008 BMW 535xi - But the performance of this versatile power module is even more impressive hitched to a bigger buggy, such as the all-wheel-drive version of the 2008 BMW 5-series sedan. The 535xi's numbers may not seem quite as newsworthy-until you consider its mass: 4042 pounds, 485 more pounds than the coupe in our November '06 test (and about 250 more pounds than the rear-drive 535i, per BMW). The 535xi was further handicapped, albeit only slightly, by the six-speed Steptronic automatic.

No surprise that the coupe was quicker: 0 to 60 in 4.9 seconds, the quarter-mile in 13.6 at 105 mph. The 535xi got to 60 in 5.4 and did the quarter in 14.0 seconds at 102. But consider how the 535xi stacks up against the 550i with its 360-hp, 4.8-liter V-8, as tested last year [“Faster Horses,” November 2006]. The 535xi is only 0.2 second slower to 60 mph and actually 0.2 quicker in 50-to-70-mph blasts. The 535xi is helped by a shorter final drive, but the real key is torque that ramps up early and stays ramped up for a long time. If you're not in a big hurry, it's fast enough and saves some seven grand (nine for the rear-drive 535i) versus the 550i.

Nevertheless, despite the gizmology overlay, these sedans continue to deliver a level of competence, comfort, and response that sets the pace in their class.

2008 Mercedes-Benz GL550

2008 Mercedes-Benz GL550 - Using the same delicious 5.5-liter V-8 that has wormed its way across the Mercedes-Benz lineup—here it makes 382 horsepower and 391 pound-feet of torque; it’s also found in the CLS550, E550, S550, and you-get-the-idea 550—this latest GL has some serious balls in its basket. This is one fast SUV. How does a best-in-class 5.9 seconds to 60 mph sound? If you’re still not impressed, consider that this mastodon-sized piece of hardware weighs in at a whopping 5569 pounds, roughly equivalent to the weight of the piles of gold bullion it requires to afford the $82,415 as-tested price.

And looking at the GL is something you’ll actually want to do now, what with the standard AMG body kit. Whereas lesser GLs look a bit tipsy, nouveau riche, and just sort of ugly, the GL550 really looks the part. Those AMG-inscribed wheels? They’re 21-inchers, wrapped in low-pro 295-40 rubber. The rest of the dress-up kit includes side sills, running boards, new exhaust outlets, and some seriously boss fender flares.

Dynamically, the GL550 is pretty good, too. There’s still a touch too much squat under hard acceleration and brake dive, but those are easily mitigated by popping the standard Airmatic suspension into sport mode. (As in every other Airmatic-equipped Benz, sport mode is comfortable enough for all but the roughest sections of bombed-out pavement while returning adequately agile handling.) The suspension does a pretty good job in all modes of quelling any wheel crash you might get from those heavy, oversized shoes, too, but the smaller 18-inch wheels of the more inexpensive GLs allow for a cushier and more buttoned-down experience.

We’ve never taken to the typical Mercedes steering sensation—it always feels as if road feel were being delivered to you on a tiny pillow by a tiny butler—but there is good precision and heft to the wheel. The seven-speed automatic is fantastic in full auto mode, with smooth, nearly seamless up- and downshifts, but the transmission gnome that controls the button-actuated shifts needs to drink some Red Bull, as it takes a while for anything to happen.

Standard equipment includes, well, almost everything, but if you’d like to get more specific, here’s an abridged list of what’s tossed in: a rearview camera, heated rear seats, a power sunroof, power rear quarter-windows, a power steering column, and a top-spec Harman/Kardon stereo system. The only options on the GL550 are things such as a cargo-area box, rear-seat entertainment, keyless ignition, and a trailer hitch. The last option we heartily recommend. We towed a little bit with our test vehicle, and we can say that it tugged like a champ, although we admittedly didn’t really get anywhere near its 7500-pound limit.

Those guys will gladly pay the massive premium, some $24,000 over the diesel and $21,000 more than the GL450, which makes just 47 fewer horses. To be fair, much of the GL550’s cost is tied up in standard equipment that is optional on the other GLs, and Mercedes is happy to offer the much more reasonable GL320 or GL450 to folks who don’t like crappy fuel mileage or flashy body kits. The GL550 is fast and stylish and screams exclusivity. Sounds like it should be wearing an AMG badge on the liftgate instead of the wheels, doesn’t it?

2008 Lexus IS F

2008 Lexus IS F - This first F (there’ll be more Lexus models with the F treatment soon, most likely) is a V-8–powered sledgehammer that rockets to 60 mph in 4.2 seconds—fleeter by 0.1 second than the new M3—has a 172-mph speed governor, and generates 0.92 g on the skidpad. It also keeps us grinning through hard track laps, even though the frequent fill-ups of premium were inhaled by street driving at the rate of 16 mpg. We’ll have to wait until March, 2008, when the IS F goes on sale at an expected price around $59,000 to see how many buyers are interested in a wicked-performing Lexus.

Developed in cooperation with Yamaha, the IS F’s engine, or the 2UR-GSE as Toyota calls the 416-hp variant of the 389-hp 5.0-liter V-8 found in the LS600h hybrid, sans hybrid gear, is peakier, actually losing 17 pound-feet of torque on the operating table as the changes pushed the horsepower and torque peak higher up the revs. Solid lifters and titanium intake valves with 10 percent more lift reside in new higher-flow cylinder heads. At full throttle above 3400 rpm, a barn door in the box snaps open with vacuum released from a small reservoir, and the unleashed induction noise is raw and thrilling.

At leisure speeds, the air is hushed, Lexus-like, with just a distant snort from the engine and the extra thrum of the fat summer Michelins disturbing the peace. Given the low profile of the rubber mounted to the 19-inch forged aluminum rims, the ride is tightly controlled but commendably mellow. The ride-and-handling balance is perhaps the IS F’s biggest achievement. It makes allowances for road fissures and drops the body into holes with cushioned lurches.

The all-important sport button also perks up throttle response and relaxes the stability-control system to allow some controlled tail-out action. Lexus also allows you to shut the system completely off, but the shutdown can only be called for while at full stop. Brembo-sourced front calipers on broad cross-drilled rotors deliver solid braking but with a soft pedal.

The muted interior, the slightly watery controls, the heavy price tag; the IS F is at core a Lexus with extra muscle, not as raw as the BMW M3 or Mercedes C63 AMG. The next steps for F may decide if the performance sub-brand thrives or is only a brief experiment.

2008 Chevrolet Corvette

2008 Chevrolet Corvette - It’s an annoying trait. Although a Corvette can be driven at ludicrously high speeds around a racetrack—an ’07 Vette outran an Audi R8 and Porsche 911 Turbo in our second-annual Lightning Lap runoff at Virginia International Raceway [August 2007]—it can make even experienced drivers nervous on a challenging public road. The Porsche 911, for instance, may not be as quick on the track as a Vette, but it’s far more satisfying because it imparts the same level of confidence that one gets from driving a Mazda Miata.

Our hope was that, with the “improved steering feel,” the Vette would now be as user-friendly as it is fast. To help discover if this were the case, we brought along a 2007 model for comparison.

We drove the old car first and immediately were reminded of the numb steering we’d noticed before. The effort is light at parking-lot speeds but then abruptly gets heavier with no apparent benefit as the speed rises. When driving through a turn at moderate speeds, the steering is heavy enough to give the impression that the car is working hard, when in fact it’s not.

Most of the curvy roads near our offices have broken pavement and are bumpy—this is Michigan, after all, a place where blacktop is beaten up by the weather and a shrinking state budget. These bumps, especially when they’re in the middle of a turn, still present a problem for the Vette. The car will skip sideways, which makes drivers understandably nervous.

Even so, we found ourselves driving through the turns 5 to 10 mph faster in the new car than in the old. Because both cars had the same unchanged-for-2008 Z51 suspension package that includes larger brakes, shorter gear ratios, and a stiffer suspension, we didn’t expect such a dramatic difference. We even rechecked the pressures in the Goodyear tires to make sure they hadn’t been overinflated, which would make the new Vette jumpy over the bumps, but they were all at the factory-recommended setting of 30 psi. Clearly, then, the changes have made a huge improvement in the Chevy’s handling.

Since there were no changes to the brakes or tires, the skidpad and braking measurements remain about the same as the old car’s. The Vette requires 161 feet to stop from 70 mph and grips the pavement to the tune of 0.95 g, both stellar results.

Potential buyers should definitely pop for the $1195 optional exhaust system. This freer-flowing system uncorks another six horsepower, thanks to a vacuum-operated butterfly valve that opens at 2850 rpm, but more important, it gives the Corvette the raucous roar it deserves.

We also recommend the new, optional upgraded interior. It unfortunately comes wrapped in the 4LT group that includes side airbags, a power-telescoping steering wheel, a Bose stereo and CD changer, and heated seats, so it’s pricey at $8005. But the stitched leather that covers the dash and door panels gives the interior a much more expensive look than the base model’s.

Other changes for ’08 include new wheels—the only exterior difference—and a standard auxiliary input for the radio. The best things about the Corvette remain, however: It’s comfortable, with its surprisingly compliant ride, excellent automatic climate control, and light clutch effort that’s now complemented by a shifter that glides relatively easily into gear. (The engineers redesigned the shift linkage for lighter, more direct throws.) The Vette is one of those sports cars that you wouldn’t hesitate to drive daily. It even has a roomy 22-cubic-foot rear cargo area.

2008 Audi TT 3.2 Quattro Roadster

2008 Audi TT 3.2 Quattro Roadster - For 2008, the TT—still largely based on the latest Golf platform, but with extensive use of aluminum throughout—has gotten an overtly sporty makeover, starting with a crisper, chiseled evolution away from its rounded-sheetmetal roots. That philosophy also carries over into steering that’s quicker to react (although it doesn’t offer much feedback), deeply sculpted seats, and a far stiffer structure. Audi isn’t shy about this, having tuned the TT’s suspension in a way that introduces you to each and every pothole.

The makeover worked: In our June $35,000 coupe comparo [“Four of a Kind”], a TT 2.0T finished second to a Mazda RX-8, and we said the Audi “performs like a proper sports car.”

The fully automated clothtop is a model of simplicity, as it folds neatly behind the seats in just 12 seconds. Even better is a power-operated wind blocker that noticeably reduces top-down turbulence in the cabin. That cabin, by the way, is extremely well finished—with beautiful gauges, top-notch brushed-aluminum trim, and an R8-like flat-bottomed steering wheel—but lacks the thoughtful design of the original.

The new demeanor is backed by a credible 0.91-g skidpad run. Although some lift-throttle oversteer can be induced, the TT is still fighting a front-drive layout with front-heavy weight distribution. Combine bumps with turns, and the TT gets flustered.

All S tronic–equipped TTs now come with launch control, which, in this case, brings engine revs to 3200 rpm and then dumps the clutch with a satisfying squawk from the front tires. Above 4000 rpm, the iron-block V-6 snarls with an athletic rasp absent in other cars with this engine. However, getting to 60 mph in 5.8 seconds and through the quarter-mile in 14.5 at 95 mph is nothing to get excited about in this class, and it’s just 0.1 second quicker in the quarter than the 2.0T coupe from the comparo.

Which brings us to the problem that inevitably emerges when scrutinizing VW/Audi products with these two engine choices: We can’t justify stepping up to the 3.2, no matter how much more standard equipment it includes. The 3.2 roadster (with S tronic) starts at $46,675, which is more than the better-in-every-way (except looks, perhaps) Porsche Boxster. Meanwhile, the 3.2’s performance isn’t hugely better than a 2.0T roadster’s, and the extra 300 or so pounds make the 3.2 feel much heavier and less willing.

2008 Buick Enclave CXL AWD

2008 Buick Enclave CXL AWD - It’s the first Buick in recent memory to report advance orders—some 8000 prior to its official April on-sale date.

The product justifies the advance orders. Buick’s big new wagon delivers excellent all-around utility—comfortably and quietly—and looks good while doing so, inside and out. This last is no mean feat, because utility wagons tend to look like building blocks. The Enclave’s exterior, in contrast, is devoid of straight lines, a sweet confluence of curves that disguise its substantial dimensions (barely smaller than those of the Chevy Tahoe and GMC Yukon). In fact, the Enclave can actually be called stylish.

To review, you will recall that the Enclave, as well as the GMC Acadia and Saturn Outlook, use GM’s Lambda architecture, a large (and exceptionally rigid) front-drive unibody platform that represents a major departure from the General’s conventional body-on-frame utes, such as the Yukon, et al. To be fair to the traditionals, there is a downside to the unibody approach. Towing capacity for the Enclave and its kin tops out at 4500 pounds. The Tahoe and the other GMT900 SUVs can handle much bigger loads and also offer V-8 engine options.

Best in class also applies to the Enclave’s interior noise levels, particularly cruising at 70 mph. At 66 dBA, the big Buick is not only quieter than the Acadia but also 2 dBA more serene than the Lexus RX400h we tested in March 2005. Cathedral quiet abets comfort, and so does the Enclave’s handsomely appointed interior. Our top-of-the-line CXL was configured for seven (two-two-three seating), although an eight-passenger edition is available. Space was ample in the rear rows, thanks to fore-and-aft adjustability of the middle row, and our Enclave arrived with all the infotainment features, including a DVD player that keeps sibling rivalries from becoming homicidal during long trips. In a parallel vein, the Enclave has such standard safety features as six airbags and stability control.

Demerits are few. The 3.6-liter DOHC VVT V-6 generates respectable power—275 horsepower, 251 pound-feet of torque—and the six-speed automatic is smooth, but the combo is limited by the Enclave’s 5107-pound mass: 0 to 60 mph in 9.0 seconds, the quarter-mile in 17.0 seconds at 82 mph. Similarly, braking from 70 to standstill in 180 feet is just so-so. Fuel economy—14 mpg in our hands—was also a little disappointing.

2007 Volkswagen GTI 5-door

2007 Volkswagen GTI 5-door - The five-door is very similar to the three-door. They have identical exterior dimensions, as well as front and rear interior volume, and, of course, the 200 horsepower jewel of an inline-four. Even curb weight is close. Our test car weighed in at 3255 pounds, only 35 more than the victorious GTI in our March 2006 comparison test. Such minor differences mean that none of the GTI’s driving pleasure is lost. The heavily bolstered and firmly cushioned seats keep the driver in place and comfortable. And the steering wheel, pedals, shifter are perfectly placed. The suspension is superbly tuned to feel sporty with minimal lean in a corner (it grips up to 0.86 g’s laterally) while still comfortably absorbing almost all bumps and jounces the wheels ride over.

Our test car came with the smooth-shifting, six-speed manual gearbox that we enjoy at least as much as the high-tech, double-clutch, paddle-shifted transmission that VW calls DSG. And despite the big torque available to the front wheels (207 pound-feet at just 1800 rpm), it’s easy to get the power down. This powertrain combination took our GTI to 60 mph in 6.4 seconds and through the quarter-mile in 15 seconds flat. And, just like the three-door, there is always enough low-end grunt to buzz by traffic around town, or pull authoritatively out of hair-pins out in the country.

So what is different? Two extra doors, in back. Those doors not only make the back seat much more accessible, but actually usable by adults. There is plenty of foot, leg, and headroom for most average size people (space was ample for your 5-foot, 11-inch author). And it’s downright cavernous for a budding family with a couple of kids.

The price of entry for VW’s sporty five-door hatch is $23,230, or $500 more than the three-door. We think that’s a bargain for more accessible space without any discernable loss in performance. As far we are concerned, this is the GTI to buy.

2007 Volkswagen Triple White New Beetle Convertible

2007 Volkswagen Triple White New Beetle Convertible - But we bet even reigning World’s Strongest Man Phil Pfister would be a little uncomfortable in a Triple White New Beetle Convertible; he’d likely prefer to dead-lift the car (another popular WSM event) a dozen or so times instead of actually driving it. As for describing the bug, we’re thinking of two words rhyming with “hick czar,” which, by the way, would be an apt title for Jeff Foxworthy’s autobiography.

Volkswagen’s New Beetle convertible has been garnering adoration and unnerving otherwise confident men since 2003. We have tested convertible Beetles before (in 2003 and 2004) and, despite its awesome sluggishness, the bug has managed to endear itself to us from the start. Since its last visit, though, the New Beetle has found a new engine. And this color scheme.

The three elements whose purity contributes to the “Triple White” moniker are the exterior paint, the leather interior, and the soft leather tonneau. Despite its inherent and flamboyant femininity—even above and beyond a base New Beetle convertible—we like the appearance of the Triple White package. Once the initial shock of seeing white leather seats matched with black carpeting has passed, the combination is simple and attractive, when clean.

We did not, however, seek out this bug just to see what it felt like to drive around in a white Beetle with white leather and a white tonneau. We could have guessed. We wanted to drive a Beetle with the 2.5-liter inline-five, which was introduced in 2006 and is now the only engine available in a Bug.

First surprise with the five-cylinder: torque steer. We had thought there was a minimum pound-feet requirement before a tromp on the gas peddle would jerk a car toward the weeds. Apparently that minimum requirement is 168, because that’s what the 2.5-liter inline-five has and torque steer is what it does when you poke the gas hard.

For your troubles, the VW returns an 8.8-second huff to 60 mph and a 16.7-second quarter-mile at 84 mph, meaning you’d better stop at the bleach box before trying to merge with metropolitan freeway traffic from a rest. If you really want to go 100 mph, then set aside an additional 10 seconds or so, 26.3 total. It won’t make for an exciting episode of Pinks, but it at least bested the first New Beetle convertible we tested. That car took 12.4 seconds to get to 60.

On rough roads or the winding sort, you’ll want to leave enough time to avoid hurries, as, like other entry-priced convertibles, this is not a corner bomber. Hanging onto the skidpad for 0.83 g is competent, but the car’s structural jitters when rushed over bumps suggest that this is a task best left to GTIs. The cowl shakes, the doors rattle in their openings, and we decided we could instead deal with arriving a few minutes late.

But who buys a Beetle for back-road bombing? That’s like buying one for hauling. With just five cubic feet in the trunk, a good compactor would be a wise tow-behind.

No, sir, the New Beetle is a cruiser, and very competent as a budget convertible. The high arc of the roofline means interior space is plenty big, and access to the back seat is easy. The front passenger seat requires all the force of a mouse sneeze to flip way forward, scrunching against the dashboard and leaving a cavernous passage to the rear seat. Although the back seat does suffer compared to tintop Beetles in both shoulder- and legroom, space inside for four is fair.

Of course, our Triple White model clocks in toward the higher side of “budget.” Whereas the coupe starts under $18,000 and the base price of a convertible nudges close to $23,000, the sticker on our loaded test car checked in at $26,630. That includes leather and everything else one might want on a New Beetle. Option a non-Triple White car to match and you’ll surpass that price.

With the 2008 model, the New Beetle coupe enters its tenth year on the market, putting it in the rare company of automotive old-timers to meet the decade mark. Introduced in 2003, the convertible is less aged, but it, too, is losing its head-turning ability. Once that goes, all the New Beetle is left with is decent interior space and a worn—but stylish—look for a reasonable price. It won’t help you dead-lift 700 pounds of kegs, but the New (getting Old) Beetle convertible is still pretty strong.

2008 Volvo C30 T5 Version 1.0

2008 Volvo C30 T5 Version 1.0 - And this one is definitely a Volvo, an S40 sedan made over with a butt tuck (goodbye to about 200 pounds and 8.5 inches behind the rear wheels) and all-new clothes. Well, new except for the hood and windshield. Chopping off the tail has the visual effect of exaggerating the front overhang, amplifying the wedge shape created by the beltline rising as it sweeps toward the tail. Under the skin, the hearty T5 turbo 2.5-liter five-cylinder powering the front wheels is the only engine, backed by a six-speed manual or, for $1250, a five-speed automatic.

About that sportswear comment: When you sign up for a sexy looker like this C30, you don’t want to see two or three just like yours clustered about the neighborhood Starbucks. And you won’t—Volvo sells one car here for every three out BMW’s door. This coupe is planned for 8000 annual U.S. sales, about one of every 10 Volvos sold. Of a total U.S. car market of 17 million, we’d say that makes the C30 exclusive, although not rare.

More on the sportswear theme—the C30 is sporty in the manner of sweats from Calvin Klein, not like a Speedo. Stick with the base car—called Version 1.0 on the menu—which comes with 205/50R-17 all-weather Michelins and a suspension calibration that’s softer than Volvo offers on the C30 anywhere else in the world, and you’ll get sure-footed reflexes paired with no-complaints ride smoothness, at least on the acne-free blacktops of the Sunbelt, where we did this test. Tire roar on textured roads was modest but not negligible.

The Version 1.0 for this test had just one option, Brilliant Blue Metallic paint at $475, for an as-tested total of $23,920. Volvo offers a long list of ways to make your C30 more expensive, including a custom-build program in which you ante $300 for a special menu that allows you to pay still more for à la carte items that include 17 exterior and 12 interior color combinations, bi­xenon headlights, keyless starting, parking assist, navigation, and some things that shouldn’t be so rarefied, such as a six-CD changer, heated seats, and cruise control. Think of this special menu as the fast track to a C30 north of 30 large.

But hang on to your checkbook. We were charmed by the test car, in no small part for its affordability. This is an easy-wearing runabout for two, with good space in back for two more passengers if their inseam doesn’t stretch more than 30 inches. The cloth-and-mystery-material front buckets are bolstered firmly enough to prompt complaints from the broad beamers among us. The frameless glass hatch is pure styling genius, all the better for its echo of Volvo’s P1800 ES of 1971–73.

While we’re tossing bouquets, much of the C30’s joy comes from its coordinated responses. This is a car that knows how to act. The brakes are wonderfully linear in their response, the steering zeros in on “straight down the road” when you cruise, and the throttle is free of the jumpy-jerky hyperactivity that is so tiresome in the pretend-to-be-fast crowd.

The 227-hp T5 is a light-pressure turbo setup, just 0.53 atmosphere at full boost. It doesn’t come on with a lunge; indeed, there seems to be nobody home when you toe into it in fifth or sixth gear at polite speeds. But in the lower gears, the torque ramps up promptly to fold your ears back, romping to 60 in 6.7 seconds, exactly a half-second behind the Mini Cooper S and VW GTI, two obvious competitors. Quarter-mile numbers of 15.3 seconds at 95 mph earn the C30 a spot in our class of spirited performers, but not the fast class.

Out in the twisties, the C30 has a trusty feel, reliable in its responses, predictable, in that sense rather like the GTI, and altogether more relaxed, and relaxing, than the twitchy Cooper S. Grip measures 0.80 g. Expect understeer at the limit. Braking from 70 mph uses up 187 feet.

Version 1.0 cars come with a black low-sheen-plastic flare all around the bottom of the body and wheel openings. On our dark-blue test car, this trim detail is hardly the first thing you’d notice, but on a white car, it would make a major statement.

All versions come with leather “touch points”—the wheel, the shift knob, and the hand brake. But that wasn’t enough in our Version 1.0 to counteract the frugal look of an advertised special: “Only $23,920 while they last!” The putty-brown dash top doesn’t quite match the putty-gray window sills—the surface textures don’t match, either—and neither is quite happy with the pearl gray plastic of the center stack, cluster housing, cup-holder surround, and door pulls.

2008 Toyota Sequoia Platinum 4WD

2008 Toyota Sequoia Platinum 4WD - This is a bit unfortunate, as we were hoping to help Toyota find a new name for its largest SUV, the all-new 2008 Sequoia, which is so big that keeping the Sequoia name seems slightly modest. But if the Sequoia is already the largest tree, then it looks like we, and Toyota, are stuck with it.

The biggest news is under the hood, though. Previously, the best we could do in the Sequoia was the standard 273-hp, 4.7-liter V-8 and five-speed automatic transmission. That powertrain remains, but it’s supplemented by the Tundra’s beefy 381-hp, 5.7-liter V-8 with a six-speed automatic. The Sequoia can now tow a maximum of 10,000 pounds, up from 6500.

The 2008 Sequoia is offered in three basic flavors: the base SR5, the Limited—previously the premium model, now midlevel—and the absolutely loaded Platinum. The presence of the Platinum made us wonder why Toyota needed that model as well as the newly refreshed, Japanese-built Land Cruiser, and the answer is that they seem to appeal to two separate markets: Land Cruiser buyers have an average household income of $237,000; Sequoia buyers average “only” $106,000.

Toyota figures that 55 percent of 2008 Sequoia sales will be the SR5, 35 percent the Limited, and just 10 percent the Platinum. Rear- and four-wheel-drive sales should be split evenly. And Toyota has high expectations for the 5.7-liter V-8, figuring it will account for 90 percent of the product mix. One reason: It actually gets better fuel mileage than the 4.7. Neither will get kudos from the Sierra Club, though: EPA estimates for the four-wheel-drive models are 13 mpg city and 16 highway for the 4.7, and 13 and 18 for the 5.7. We averaged 12 mpg, which included some light towing.

The Sequoia is one of the roomiest eight-passenger SUVs you’ll find, even in the third row: There’s only 1.1 fewer inches of legroom than in the second row, and about an inch less headroom and shoulder room. The seats fold flat, even the front-passenger seat. One neat touch: The Platinum has an optional center-row console that opens 180 degrees to create a tray for passengers and also allows for a flat cargo floor.

The Platinum, of course, has leather upholstery, but even the cloth seats in the SR5 are nicely done. In fact, unless you just like spending money, a well-appointed SR5 may be your best buy in the Sequoia lineup. If you want the power third-row seat, though, you’ll have to get the Limited or Platinum.

Safety features abound, all standard. They include front-seat side airbags, three-row curtain airbags, anti-lock brakes with brake force distribution and brake assist, and stability control. The four-wheel-drive system operates via a dash-mounted rotary switch that takes you from rear-drive to high range with either a locked or unlocked center differential, and to low range with a locked or unlocked center diff. We took a Sequoia off-road, and aside from the surprisingly tight 39-foot turning circle, it’s what you’d expect: big. Very big. One feature we like a lot: the optional backup camera.

No complaints about the 5.7-liter engine and six-speed transmission, though. This is a monster motor, and a problem we’d experienced with a couple of Tundras—very aggressive, abrupt transmission downshifts as we slowed to a stop—wasn’t apparent here.

We can certainly see how a big, active family could embrace the Sequoia’s room and huge towing capacity, and if one of these vehicles were to show up again at the office during auto-racing season, count on its being signed out every weekend. But the vast majority of our day-to-day tasks could be handled easily by Toyota’s less-enormous offerings, such as the Highlander and 4Runner. That’s just us. If you need what the Sequoia offers, Toyota has packaged it nicely.

2007 Nissan Nismo Z

2007 Nissan Nismo Z - For all the smokin’ special effects that glorify the tricked-out rides in filmic fantasies such as The Fast and the Furious, the most common element of the Asian-hot-rod phenomenon is a lot of cosmetic add-ons that look menacing but have no other function. We cite this here because the Nissan NISMO package (for Nissan Motorsports International), offered as a specific 350Z model, does not fall into the plastic-tiger category. The aero pieces were sculpted in a wind tunnel, and there are hardware upgrades to augment them: front-shock-tower bracing and radiator supports, extra body-shell welds at the A- and B-pillars, a heftier brace spanning the rear shock towers, higher spring rates, firmer dampers, and a bigger rear anti-roll bar.

Although the stiffening hones the Z’s responses to an even sharper edge, the aero elements were the prime focus of the NISMO engineering effort. The front fascia, with a deeper chin spoiler shaped to vector underbody airflow, was developed to provide high-speed downforce, as opposed to the slight lift in other Zs. Similarly, the large rear wing and the underbody diffusers help keep the stern firmly planted. According to Nissan, the base 350Z produces almost 18 pounds of rear lift at 75 mph, whereas the NISMO’s aero tweaks generate more than 33 pounds of downforce.

At $38,695, the NISMO Z costs about $2000 more than a Grand Touring model. Considering all the elements in this package, that seems like a reasonable premium. However much we appreciated the NISMO’s no-nonsense reflexes, though, we were unable to quantify the benefits of the package in our standard testing. At 5.2 seconds to 60 mph, the NISMO Z was no quicker than the last Z car we tested [“Four of a Kind,” June 2007], and its quarter-mile run—13.8 seconds at 103 mph—was a hair slower, probably owing to increased aero drag.

2008 Ford Taurus X Limited

2008 Ford Taurus X Limited - Consider the attributes: First-rate crash ratings. Enough airbags to cushion a Mars lander. Seats for six or seven. Lighter than an Explorer, with a bit more cargo room. Minivan utility minus minivan stigma. Quiet interior. Rigid front-drive unibody. Ride quality that irons out lumps but maintains a hint of Euro firmness. Excellent all-around dynamics (although diluted by long stopping distances). All-wheel drive availability. Stability control standard.

With the exception of stability control, which is new for 2008, all these attributes applied to this vehicle when it made its 2005 debut as the Ford Freestyle. But if it was so terrific, why was it almost invisible? Could it have been the name, so easily confused with the Freestar minivan?

Ford has obviously thought better of that moniker, but there were more substantive issues—power, for one. A two-ton wagon was more than a 203-hp, 3.0-liter V-6 could propel with any zeal (0 to 60 in 8.2 seconds). And although our January 2005 road test gave the Freestyle’s continuously variable transmission a passing grade, this device was not loved by all. Then there was the bland styling, with its generic Ford face and cheap-looking wire mesh grille.

All of this adds up to a more desirable vehicle, albeit one that still defies easy classification. The shape says SUV, a message enhanced by a high seating position. But ground clearance is about the same as the Taurus sedan’s, and even with all-wheel drive (add $1850), off-road isn’t part of the deal here. Nor is there much towing capability (2000 pounds).

But if towing isn’t on your family menu, this X might mark your spot.

2008 Mazda CX-9 Grand Touring

2008 Mazda CX-9 Grand Touring - Introduced for the 2007 model year, the CX-9 gave Mazda its first-ever entry into the full-size-SUV market. Looking like an inflated version of the nifty CX-7, the CX-9 traces its architectural roots to the front-drive Mazda 6 sedan, although the structure has obviously been stretched and strengthened for this far bigger vehicle.

The engineering work yielded a unibody that’s arguably the best in its class for structural rigidity, which in turn yields benefits in ride and handling, two of several areas where the CX-9 gets high marks.

The parent company, of course, claims things like the “Soul of a Sports Car” and “Zoom-Zoom,” the athletic dynamism that allegedly separates each Mazda product from its competitive herd. It’s not untrue to say that the CX-9 is agile, especially when measured by the water buffalo standards of the full-size-crossover class.

We should also note that agility expectations in this growing class are escalating steadily, as exemplified by GM’s new crossover trio—the GMC Acadia, the Saturn Outlook, and the Buick Enclave. And we’d say further that when it comes to fancy footwork, the CX-9 trumps them all, another plus on the active-safety score sheet.

At introduction, the CX-9 was propelled by a then-new 3.5-liter V-6 supplied by Ford, with 263 horsepower and 249 pound-feet of torque, the same engine that has more recently helped to make the Ford Taurus (previously known as the Five Hundred) a much more desirable offering in the full-size-sedan market. Hitched to a 4400-pound SUV, though, forward progress becomes a bit more deliberate: Our test of a front-drive ’07 CX-9 measured a 7.8-second 0-to-60-mph time and a 16.2-second quarter-mile at 88 mph.

Nevertheless, the CX-9’s V-6 has expanded a bit to 3.7 liters for 2008, and that bumps output to 273 horsepower and 270 pound-feet of torque. And this, in conjunction with the CX-9’s outstandingly responsive six-speed automatic transmission, reduces its 0-to-60 time to 7.3 seconds and improves quarter-mile performance to 15.7 seconds at 91 mph.

The other good news here is that the more powerful beast also seems to be no thirstier in the fuel department, although this, like agility, is a relative matter. The ’08 CX-9 carries EPA fuel-economy ratings of 16 mpg city and 22 highway, which are the same marks the ’07 model would get with the 2008 EPA test method. In our hands, the 2007 model yielded a dismal average of 16 mpg. This time around we recorded 19 mpg—not exactly Toyota Prius territory, but a significant improvement.

Demerits are few. Third-row legroom could be more generous, although it’s better than average by class standards and mitigated by fore-and-aft second-row-seat adjustability. Ride quality can be a little choppy on warty pavement with the 20-inch-wheel option, and like most crossovers based on front-drive platforms, towing capacity is modest: 3500 pounds, and then only if the vehicle is equipped with the optional towing package.

As you’d expect, pricing is similar to that of competing vehicles. The CX-9 is a smidge higher than a Saturn Outlook, model for model, and a bit lower than a GMC Acadia. The base front-drive Sport version starts at $29,995. Our top-of-the-line Grand Touring begins at $33,950. Figure another $1300 if you want all-wheel drive, and be careful with the options packages: For example, our tester had the $2500 GT Assist package—DVD nav with voice command and touch screen, a rearview camera, a power liftgate—and a $1760 package that added a power sunroof, an in-dash six-D changer, and a Bose stereo.

Those two packages, plus pearlescent paint ($200) and Sirius satellite radio ($430), added up to a $38,840 front-drive CX-9, which begins to feel pretty expensive. In closing, let’s take another look at the thesis question: Is big more attractive when it’s quicker? Hey, you still have to ask?

2006 Saab 9-3 Aero Convertible

2006 Saab 9-3 Aero Convertible - This 9-3 Aero is a huge improvement over previous Saab ragtops in every way imaginable. Power from the turbocharged 2.8-liter Australian-sourced V-6 is smooth, sophisticated, and abundant, thrusting the 9-3 Aero to 60 mph in just 6.4 seconds, making it a bunch faster than the last Saab convertible we tested, back in December 1998. That car, with a turbo four-banger, needed 7.8 seconds to reach 60.

The torque steer and fairly vicious wheel fight that plagued older Aeros have been largely dispelled, replaced by a helm that is pleasingly devoid of driveline vibrations and course deviations at all but full throttle, when slight corrections are still necessary. But since the turbocharged V-6 engine is so flexible and responsive in use, excursions to the power peak are seldom likely to occur, and the steering is mostly calm and accurate.

With a body structure that is claimed to be three times stiffer than the 9-3’s predecessor, improvements in perceived solidity are significant, with no discernible windshield or cowl shake and only the slightest steering-column quiver over bad surface breaks. Much of this is due to a supplementary reinforcement that links the front, rear, and side structures for better support and crash protection. Rear hoops pop up automatically in the event of a rollover accident.

2007 Chrysler Aspen Limited 4WD

2007 Chrysler Aspen Limited 4WD - Chrysler makes much of this rebadged Dodge Durango’s ambitions to move among the big luxury SUVs. As well it might, given that this is the only SUV in Chrysler showrooms. But the real story here is about Chrysler putting out a big body-on-frame SUV with three rows of seating, four-wheel drive, and an optional 5.7-liter Hemi V-8 capable of serious trailer-tugging duties—all for way less than 40 grand.

Our Aspen Limited (they’re all Limiteds) came with almost every option and stickered for $44,435. You can’t get a Cadillac Escalade for that, or a Lexus LX470. Or even a GX470. And the 800-pound gorilla in the room here is the $1190 Hemi included in that price.

Okay, fuel economy is not this engine’s strong suit, despite a system that deactivates half of its cylinders while cruising and provides notably free downhill coasting abilities when you get off the throttle. No, it’s the effortless torque that wafts this 5325-pound behemoth off the line, even at relatively small throttle openings, and tows it up long hills at 80 mph without a fuss.

We didn’t have a trailer on hand to tow, but there’s no doubt the Hemi handles that equally well, and the Aspen has special anti-trailer-sway software in its vehicle dynamics system for that very purpose. Equipped with 50-series tires on 20-inch rims, our test Aspen steered fairly accurately for a big SUV, but its suspension is so soft that the vehicle trampolines over undulations in a way that would send us scuttling back to sedans.

Our final beef is a second-row seat that doesn’t adjust for legroom. Why not? The rear row doesn’t get regular use, and the second-row space is too short.

2008 Chevrolet Malibu LT

2008 Chevrolet Malibu LT - Oh, yeah, GM had products. The problem was that only a few could even be considered decent, and even fewer could compete. The import-brand superstars were gobbling up more and more share in most of the markets where the General competed, including the heart of the car market, i.e., the wildly competitive mid-size family-sedan segment, where suburbanites swooned over snazzy Honda Accords and Toyota Camrys while Chevrolet, perhaps our most American of Americanisms, offered a plasticized, groaning, achy-jointed Malibu, the darling of rental fleets but no one else.

If, when the curtain was finally raised, you were surprised by how handsome the new Malibu suddenly became in its newest iteration, you weren’t alone. Sharing its Epsilon architecture with the well-received Saturn Aura sedan, the Malibu is bigger and better-looking, having grown more than a bit with a six-inch-longer wheelbase (now at 112.3 inches), 3.5 more inches in length, and a half-inch of additional width compared with the model it replaced. The ’08 Malibu’s big, blunt front end represents the most mature and settled iteration yet of the new “face” of Chevy, which made its debut on the current Impala (which is scheduled to go even fuller-sized and shift to rear-drive in its next life). In a nod to its European roots, it even has a fender-mounted turn-signal repeater.

Like the Aura, the Malibu is offered with a number of interior themes. Our mid-grade LT tester came with a black cloth interior with a silver dash and front-door trim pieces offset by well-placed chrome bezels, all assembled with the same level of quality that has impressed us on other recent GM interiors. We’ve seen other Malibu cabins, some with high-contrast color schemes and even some “black chrome” bits here and there, but, frankly, this is our favorite—understated, simple, and functional. The gauges are crisp and modern, and the nighttime illumination is quite upscale. We only wish the dash itself were made up of fewer actual pieces to reduce the number of visible cutlines.

Keep moving rearward, however, and you’ll find a truly vast 15-cubic-foot trunk. But this is a distinctly horizontal space: Although there is plenty of square footage back there, the trunk floor is rather high, making it an ideal place for carrying big pictures, for example, but not tall boxes.

The LT we drove came with a 169-hp, 2.4-liter DOHC four-cylinder engine mated to a four-speed automatic. Now, that may not sound like a terribly stirring powertrain for a 3400-pound family car—and at 9.3 seconds to 60, it indeed is not—but we have to issue credit for the 2.4’s uncanny smoothness of operation. Truly, in terms of NVH, which to many family-car buyers means just as much as raw horsepower, the Malibu’s 2.4 can easily hold its own next to the four-pot in the ’08 Accord, which says a lot. The four-speed comes with an “I” mode that holds gears a bit longer, albeit a bit too long in some cases. Want more gears? The LTZ trim level comes with a six-speed automatic, complete with steering-wheel-mounted shift paddles.

Perhaps the best thing about the Malibu’s driving dynamics, though, is its ride-and-handling balance. It’s still no Accord, but it's nonetheless competent while at the same time isolating the interior from vibrations, impacts, and road noise. The character of the electric power steering neither offends nor inspires, and overall grip is about average: 0.81 g on the skidpad. Sure, we’d love for Chevrolet to firm up the suspension even more, but among Malibu intenders, a smooth ride and a quiet cabin are an easy sell.

Now, is it enough to steal the top-dog sales title from the perennial Honda and Toyota mid-sizers? Probably not. But for the first time since Chevrolet revived the storied nameplate in 1997, it has enough of what it needs to sell in significant numbers to the public, not just rental fleets. Let’s hope there’s more of this good stuff to come.

2007 Toyota Camry Hybrid

2007 Toyota Camry Hybrid - The first Toyota hybrids in 1997 were wheezy little boxes, interesting technically but pathetically ill-suited to American driving. No foul — they were models for the home market.

The Camry has been America’s bestselling car eight of the past nine years, and this all-new 2007 version comes with three powertrain choices: four-cylinder conventional, V-6 conventional, or hybrid. Call ’em vanilla, chocolate, and strawberry. You can’t get more mainstream than strawberry on the Camry starting roster.

The Camry’s hybrid operation continues the pattern set by the Prius sedan and Highlander and RX400h sport-utes, albeit with new hardware. The engine is a 2.4-liter Atkinson-cycle four of 147 horsepower, coupled to a continuously variable transmission and supplemented by up to 45 horses from an electric motor.

There’s nothing wheezy about this hybrid. Holding the pedal down brings a high-revving purr from the engine room and a surge to 60 mph in 7.7 seconds, almost a full second quicker than a four-cylinder, five-speed Camry SE (March 2006). The quarter finishes in 16.3 seconds at 92 mph, compared with 16.9 at 86 mph for the four. This is punchy strawberry.

Still, if performance were all that mattered, you’d opt for the 268-hp V-6, which will be quicker still, and save (we estimate) about $3000 on the sticker. You pay extra for the hybrid’s promise of performance and fuel savings, as seen by the EPA’s ratings of 43 mpg city and 37 highway. We find it easy to get 33 or 34 in mixed metro driving.

Hybrid or not, there’s a lot to like about this new Camry, starting with its intriguing shape. It crouches with its nose low, ready to pounce as you approach from the front. The side glass arcs inward as it rises, suggesting a canopy. Inside, the feeling is spacious, with the windshield and dashboard pushed forward and out of your face. The driving position is excellent. Even with the optional navigation system, remarkably few buttons are needed to operate this complex machine. The new instrument cluster, with large white-on-black markings, is wonderfully legible. Instead of a tach, the hybrid features an instantaneous-mpg gauge that swings a long, well-damped needle over a broad arc marked from 0 mpg to 60, and then into a blue range beyond the numbers — the zone of infinite mileage that the Camry enters when it drives without engine power.

Although Toyota has not yet released Camry hybrid prices, we expect you’ll have to drive some six-digit distance to save enough gas to pay back the extra cost. You’ll enjoy the trip.

2008 Audi S5

2008 Audi S5 - The only missing model is a big coupe, something to compete with the likes of the BMW 3- and 6-series and the Mercedes CLK- and CL-classes. Presto: With the 2008 S5—Audi’s first coupe with adult-size rear seats since the demise of the Coupe Quattro in 1991—that hole in its lineup has now been plugged.

And it has been plugged by a machine that delivers the sex appeal that is a coupe’s major reason for being. The S5’s combination of big grille, rakish roofline, and artfully sculpted character lines will turn heads with regularity. And inside, the S5 provides perhaps the most engaging experience since the original TT.

The S5’s exterior appeal is more than skin-deep. The keen observer will notice that the front wheels seem closer to the car’s nose than on most other Audis. This reduced overhang not only enhances the S5’s looks but also reflects some major changes under the coupe’s sexy skin.

The S5 is the first Audi to arise from the company’s B8 architecture, which will also underpin the next-gen A4—scheduled to appear at the Frankfurt auto show in September—as well as future A6 and even A8 models. Besides the usual improvements in structural stiffness and crashworthiness, there are two major areas where the B8 differs from the current A4/A6 platform. That reduced overhang at the nose reflects a transaxle whose front differential is about six inches farther forward than in other Audis.

The second key change is the migration of the steering rack from behind the engine to a more conventional position below it, which helps lower the car’s center of gravity. Otherwise, the front suspension is a sophisticated aluminum control-arm layout with two separate links forming the arms to achieve superior geometry. The rear wheels are attached to a multilink suspension that’s similar to what is used on current A4s and A6s.

Moving the front wheels forward not only makes the S5’s styling possible but also yields a large improvement in weight distribution. The last S4 we tested had 61.9 percent of its weight on the front wheels. This S5 is only 57.7 percent front-heavy. Combined with the 40/60 front-to-rear torque split in the standard Quattro drive system, this reduction in nose heaviness provides the S5 with balanced handling and a natural steering feel when driven swiftly.

What is immediately apparent is the tighter structure of the S5. It’s rock solid, and even on our fractured Michigan roads, the suspension keeps body motions under control and the tires tightly pressed to the pavement at triple-digit speeds. We would prefer that the steering didn’t become unnaturally stiff above 80 mph, and the 35-series, 19-inch tires don’t have much compliance on rough roads. But the S5 is so refined and effortless that it’s easy to lose sight of just how fast it is.

Motivated by the latest version of Audi’s 4.2-liter direct-injection V-8, rated at 354 horsepower in this application, the S5 is a rocket, hitting 60 mph in 4.8 seconds and ripping through the quarter-mile in 13.4 seconds at 105 mph. That performance is a testament to the power of the V-8, the short gearing of the powertrain (75 mph in sixth gear has the engine spinning at 3000 rpm), and the quick shifting of the six-speed manual transmission.