2008 Subaru Impreza WRX

2008 Subaru Impreza WRX - The new car’s interior is improved with higher-grade materials, even if soft-touch pieces are in short supply. The WRX has nicely supportive front sport seats and rear pews that regular-size adults no longer need dread. (Linebackers, however, need not apply.) Our test car was fitted with an optional Premium package that ordinarily includes a 100-watt, 10-speaker stereo with an in-dash six-CD changer; an auxiliary input jack; and heated front seats. Order the navigation system, however, and one ends up with a single-CD player. Base WRXs come with an 80-watt stereo and CD player, automatic climate control, keyless entry, steering-wheel-mounted cruise-control and audio buttons, and curtain airbags.

Under the unattractive skin, the WRX gets some major upgrades. The 2.5-liter horizontally opposed four-cylinder engine remains essentially the same, except that a new intercooler, intake manifold, and turbocharger result in the power and torque being delivered at lower revs. Maximum power remains at 224 horsepower, now available at 5200 rpm (previously 5600 rpm), and the 226 pound-feet of torque are produced at 2800 rpm instead of 3600. Also carried over are the five-speed manual and four-speed automatic gearboxes.

Other than the greatly increased interior space, the first thing that strikes one about the new WRX is how civilized it has become. Wind, engine, and tire noise are more muted, and the ride is a huge improvement, almost cushy on broken pavement. The increased thrust at lower revs means that top-gear passing performance is sharper, with the 30-to-50-mph increment now taking 10.7 seconds (down from 11.0) and the 50-to-70-mph mark improving from 9.0 seconds to 7.3. In practice, it means the driver no longer has to shift down two gears to get past that pesky semi on a back road. The shifter retains the old WRX’s rubbery feel.

Although the WRX is much more usable in everyday driving, it has lost the raw edge it used to have while tearing up back roads. Sure, the steering is accurate and nicely weighted, and the handling is faithful, with mild understeer under power and controllable lift-throttle oversteer when readjusting in the middle of a turn. But the mud-and-snow-rated Bridgestones squirm around like a presidential candidate under hard questioning, and the car has more cornering roll than we’d like.

So it’s a different kind of WRX. It’s softer, more rounded, and may be more palatable to more people, but it feels like a sportier sedan rather than a rally car for the road. Subaru says it was aiming to broaden the WRX’s appeal and leave the more expensive zooted-up STI as the hard-core choice. Plus, Subaru adds, the engine is as tunable as before, and there will be suspension parts and wheel-and-tire packages galore on the aftermarket to satisfy the existing fan base.

2006 Buick Lucerne CXS

2006 Buick Lucerne CXS - Given their fame, the reign of the portholes was quite short (probably shorter than this historical digression — Ed.), 1949 through 1957. Buicks for 1958 had so many other chrome furbelows that there was no room for holes. They came back as halfhearted vestiges on a few models in the ’60s and ’70s, but no one was counting by that time. Apparently, even Buick lost the formula, because when the flagship Park Avenue Ultra was launched in 2003, it was a three-holer. Some Ultra.

The Lucerne is big iron by today’s standards, 6.4 inches longer than the hulking Chrysler 300, 2.5 longer than a Ford Five Hundred, but 4.4 shorter than its Cadillac DTS sibling. Apart from the reinterpreted portholes, the wedgy shape seems familiar and tired, a repeat of a ’90s Camry; only the big-eye look in front saves it from being a complete cliché. Inside is a different story, fresh and appealingly minimalist. The shapes are smooth and soft. The details are happily integrated, like a deftly done symphony. No pretentious gestures grab for your glance. The three round dials in the cluster have understated markings. Big knobs with radiused chrome edges work the stereo, HVAC, and lights.

You’re surrounded by a first-rate simulation of quality materials. In fact, the Lucerne interior is a panorama of plastic under soft-touch paints, trimmed in obviously fake wood, but someone worked hard on the details. The shines and sheens look classy, and the stitched seams across the doors, seats, and console are convincingly craftsmanlike. The windshield pillars are smoothly covered in headliner material, eliminating molding lines and distracting glare.

The rear bench is shaped for unexpectedly good thigh support, considering the shortness of the cushion, but the passenger space back there can’t compete with that of other full-sizers. Sasquatch will approve of the Buick’s wide-opening rear doors, but the carpeted walls under the front buckets will block his toes. The Chrysler 300 and the Ford Five Hundred do a better job for big-footed passengers. The fold-down center armrest has the obligatory cup-holder insert, a one-piece plastic molding created by a moonlighting Rubbermaid designer. The console between the front seats has a pair of adjustable-angle HVAC vents but no fan-speed controls.

Although a V-8 driving the front wheels is out of step with today’s trend back to rear drive, the Lucerne makes it seem as right and righteous as God’s plan. What torque steer? More to the point, what torque? For the record, the 4.6-liter Northstar is a twister, not a torquer, delivering 275 horsepower at 5600 rpm, with another 1000 rpm available before the redline, but a torque output of only 290 pound-feet at 4400 rpm. Compared with, say, the 390 pound-feet at 4000 rpm of Chrysler’s Hemi, the Lucerne’s V-8 is only mildly energetic.

From a standing start, you get an initial jump off the torque converter up to 7 or so mph, followed by a sag as you wait for the twister V-8 to take over, which it does at about 28 mph; 60 mph comes up at just a tick under seven seconds (6.9), followed by the quarter-mile mark in 15.3 at 94 mph.

The CXS comes standard with GM’s Magnetic Ride Control adaptive shock absorbers and StabiliTrak stability system. This is a quiet car but not a marshmallow over the bumps, and there’s just enough shake in the steering column and seat to remind that roads are rarely smooth. The system does a good job of limiting large up-and-down suspension motions with­out emphasizing the small stuff.

Braking from 70 mph required 177 feet, within the expected range for a sedan of this intent. Braking feel is less satisfying. The pedal is downright squishy as you wait, motionless, for the light to change. And each stop requires a push through an initial slack zone before braking gets serious.

GM has apparently done a good job of bugling the Lucerne onto the public stage; we encountered an unexpectedly large interest in the test car, all of it admittedly from buyers beyond the fashionable target-market age groups.

Nissan Xterra Off-Road 4WD

Nissan Xterra Off-Road 4WD - Available between 2000 and 2004, that original Xterra was built around the Frontier pickup's ladder frame—a dated platform comprised of C-section rails made from conventional steel—and came with an available V-6 engine that was not only down on power (even the new-for-2002 supercharged 3.3-liter SOHC 12-valve mill put out a middling 210 horses) but also about as refined as raw sugar.

But since the Xterra's debut five years ago, automakers such as Jeep, Kia, and Land Rover have attempted to copy Nissan's recipe. And why not? The Xterra has been relatively alone in the compact-brute-ute segment, and its sales have never dipped below last year's total of 66,690. Obviously, Nissan is on to something.

To keep the corporate boulder rolling with the second-generation Xterra, Nissan created a beefier look-alike that retains the original's trademarks—a stepped roof with an integrated rack and storage compartment, a liftgate bubble that houses an optional first-aid kit, and an interior with enough cubbies, nets, and tie-downs to make a spree at Costco no sweat—yet builds on those offerings with a latchable and removable lid for that roof-mounted box, a durable plastic covering for the cargo floor and the backs of the 60/40-split second-row seats, and rear side bumper steps to ease loading and unloading gear to and from the roof rack.

For our road test, Nissan lent us an Off-Road 4WD equipped with the standard six-speed and the optional part-time four-wheel drive with a low range. The Off-Road 4WD differs from other trims in that it gets BFGoodrich Rugged Trail tires, a locking rear differential, Bilstein shocks, three skid plates, black body-side molding, and blue fabric seats. And because it's the rock climber of the group, the Off-Road gets more generous approach and departure angles (33.2 and 29.4 degrees, respectively) and is the only trim available with hill-descent control and hill-start assist, both standard with automatic-transmission-equipped versions. The former holds speed downhill while the latter prevents rolling backward on an incline when off the brakes. Our three-pedaled tester also featured a clutch-interlock-override button that makes daunting maneuvers less scary by alleviating the use of the clutch when starting the vehicle and performing first-gear crawls.

Approach the new Xterra, and you'll wonder who threw a flashy chrome grille and a set of big flared fenders on the old model. This latest vehicle's sturdy-looking shell, although entirely new, appears absolutely familiar. Nissan designers didn't mess with the original's styling success; thus, there's no mistaking the new Xterra for some other SUV.

Going down the road, there's little to suggest that the Xterra is anything but a truck. The ride remains distinctly bouncy over bumpy roads, as if you were leisurely navigating rolling seas in a Boston Whaler, and the handling dynamics still fall short of those exhibited by car-based utes. With 9.5 inches of ground clearance and a roof rack that sits six-plus feet above the ground, our test vehicle's center of gravity is not exactly conducive to aggressive cornering, evidenced by its 0.71 g on the skidpad. We're not knocking Nissan here; rather, we're simply pointing out that the Xterra is what it is—a truck. Peek under the bumpers, and what you see are common truck bits: steel control arms up front and a rigid axle with leaf springs in the rear.

The Xterra may be a handful negotiating curves, but it's delightful in a straight line. Power is the name of the game at the drag strip, and the Xterra, well, it got game: 265 horses on the field and 284 pound-feet of torque. A member of Nissan's venerable VQ family, the new 4.0-liter is a gutsy motor with a growl for an engine note. It displays polished refinement at the lower end of the rev range but becomes noticeably raucous rather than simply energetic as the tach needle approaches redline. Nonetheless, the VQ has enough guts to sling the Xterra from 0 to 60 in just 7.3 seconds, which makes Nissan's off-roader quicker than the 310-hp Volkswagen Touareg V-8 and as quick as a 335-hp Porsche Cayenne S. The six-speed does nice work and doesn't hinder velocity—its effort is low, its action is smooth, and its throws, at least by truck standards, are short.

2007 Infiniti G35 Sport 6MT Sedan

2007 Infiniti G35 Sport 6MT Sedan - When the debutante gets rave reviews, whaddya do for the encore in four years? A major makeover? Or just the automotive equivalent of a little more eye shadow and a few sequins.

BMW has faced this challenge with its 3-series sedans for decades, responding each time with a cautious evolutionary styling update augmented by significant engineering improvements. It’s an approach that obviously works — for BMW. The 3-series is the benchmark in the entry luxury-sports-sedan segment, with 15 consecutive appearances on the Car and Driver 10Best Cars list to underscore its preeminence.

History: The G35 was an unknown quantity when it made its appearance in mid-2002 as an ’03 model — an eager rear-drive sports sedan replacing the I35, a badge-job version of the front-drive Nissan Maxima. Suddenly, Infiniti was a real contender in a game that has belonged almost exclusively to players from Germany, particularly those hailing from Bavaria. The real exclamation point came when a G35 prevailed in a seven-car sports-sedan shootout that included — ta-da! — a BMW [“$35,000 Sports Sedans,” C/D, March 2004]. Okay, the deck was stacked slightly in the G35’s favor.

Leaving the cautious styling update aside for the moment, this is a distinctly more capable G35 than the original: quicker straight ahead, quicker on its feet, with a new variable-assist rack-and-pinion steering system that tells the driver more about what the front tires are doing than did the previous setup. Infiniti also offers a new active-steering option that’s touted as a response enhancer, but it wasn’t present on our test car, and in any case, we wonder whether it’s worth the extra money — $1200, at a guess — or the added weight — about 25 pounds.

For another, there’s more thrust from the car’s 3.5-liter V-6 engine, the fourth generation of Nissan’s VQ series. Although the bore and stroke specs of this oversquare design are unchanged, Nissan says the engine is 80 percent new, with a beefier bottom end, variable cam timing on the intake and exhaust valves (the previous engine was intake side only), reduced exhaust back pressure, a slightly higher compression ratio (10.6:1 versus 10.3), a higher redline (7600 rpm versus 7000), and improved coolant flow — among other tweaks. It all adds up to 306 horsepower at 6800 rpm and 268 pound-feet of torque at 5200 rpm.

Nissan calls this effect, and the car’s all-around acceleration characteristics, “swell,” in the sense of a wave gathering power as it moves along. Uh-huh. We took our test car to the track, where it hunkered down and dashed to 60 mph in 5.2 seconds, covering the quarter-mile in 13.9 seconds at 103. Hmm, that is swell, and considerably quicker than the last G35 we tested (0 to 60 in 5.9 seconds and the quarter in 14.6 at 98 mph) as well as just a blink behind the IS350. More impressive still, our G35 tester went to the track with fewer than 250 miles on the odo. That’s like putting an Olympic sprinter in the starting blocks in his street clothes. What’ll it do with a proper break-in? We look forward to finding out.

The 18-inch shoes (225/50-18 front) — the base rubber is 17-inch all-seasons — deliver grip that’s a little better than the previous G35 managed: 0.87 g versus 0.85, but neither number is impressive by the standards of this class. What is impressive is the G35’s nifty footwork on a set of switchbacks or that secret stretch of country road where you just know your transit times are world-class.

G35 Sport models also have heftier brakes — bigger rotors, beefier single-piston calipers — that pay off in improved performance. The brake pedal felt a little long and a tad squishy, but our test car needed only 160 feet to stop from 70 mph, a number that would have been best in test in that October comparo.

The look that emerges is a little more tightly wrapped and athletic, particularly going away, but it takes a practiced eye to perceive its newness.

The interior is a different story. Upgraded materials, a superb new Bose audio option, an attractive and highly legible new instrument package, nicely placed switches with an exceptionally positive operational feel, and a sporty steering wheel with hand-stitched leather all lend an upscale feel that wasn’t really part of the first-generation G35. We’re not unanimously seduced by the aluminum interior trim — to some, at least, the optional straight-grain rosewood veneer might be preferable — and the front buckets aren’t quite in the BMW league in lateral support.

It never gets any cheaper. But if our estimates are anywhere close to accurate, the G35 will still be one of the best buys in its class. Can best in class be far away? We smell another comparo brewing.

Toyota Tacoma Double Cab 4X4 V-6

Toyota Tacoma Double Cab 4X4 V-6 - We had several such epiphanies over the 15 months and 40,000 miles we spent with this mid-size Toyota Tacoma. The first came about five months and 15,000 miles into the test, when then road warrior Jared Gall and the Tacoma were dispatched to New York to retrieve a 3744-pound Mercedes 300SD that we had purchased and entered in our diesel-beater cross-country race to Los Angeles [“Battle of the Diesel Beaters,” C/D, April 2006].

We had the longest model in the lineup, the Double Cab with the long bed. It had four forward-hinged doors, almost as much interior room as a Camry, and that exceptionally long, 73.5-inch bed. Although the Tacoma is not as wide or tall as a full-size pickup (and thus is categorized as mid-size), our stretched version’s 221.3-inch length was in full-size territoy. Thanks to that $2965 SR5 package that also included cruise control, a leather steering wheel, and a limited-slip rear differential, our four-wheel-drive Tacoma rang in at $29,389 and was not hurting for features.

Further evidence was provided at the fuel stops. At the 15,000-mile mark, the Tacoma had averaged 18 mpg, 26 percent better than we averaged over 40,000 miles with a full-size Nissan Titan. What’s more, the Tacoma was quicker than the V-8 Titan. When new, the Tacoma ran to 60 mph in only 6.9 seconds, 0.4 second sooner than the Titan.

The first was the spongy brake-pedal feel that plagued the Tacoma throughout the test. As is our procedure, we ran the Tacoma through our standard battery of performance tests when it was new and after 40,000 miles. While performing the 70-mph-to-standstill test soon after the Tacoma arrived here, we could not get the brakes to release after we took our foot off the pedal until we had pumped the pedal several times.

We visited the dealer often, not because the Tacoma didn’t live up to Toyota’s reputation for reliability, but because it required a service every 5000 miles. The minor services — an oil and filter change and a tire rotation — ran about $50; the more involved services at 15,000 and 30,000 miles cost $77 and $182, respectively. We spent a total of $527 for this maintenance, which was $209 less than the service for the Titan’s five stops. Other than the two unscheduled stops for the brakes and a windshield wiper that came loose, the Tacoma was trouble-free.

There was praise, however, for the large rear seat that has a slightly reclined seatback and accommodates adults in comfort. The truck bed drew positive remarks, too. It’s lined with a durable-feeling, slightly textured plastic that kept items from sliding around and has handy movable tie-down points.

Drivers of this pickup never reached a unanimous verdict. Those who could look past the squeaking door seals and squishy brake pedal thought the Tacoma’s size was a good compromise; others noted it was such a pain to maneuver that you might as well have a full-size truck.

Still, the Toyota got better fuel economy than any full-size pickup we’ve shepherded for 40,000 miles, and over the course of the test, it retained a 17-mpg average.

2007 Lexus LS460

2007 Lexus LS460 - So, armed with a revised V-8, the world‘s first eight-speed automatic transmission, and a host of new technology, the fourth-generation LS is marching the brand farther up the luxury ladder. Whereas the base LS460 remains a bargain alternative to the Germans, the flagship LS wanders into the expanding more-than-$70,000 segment with a first-ever long-wheelbase model (the LS460L) and a near-six-figure, range-topping hybrid (the 2008 LS600hL) due next spring.

According to Lexus, the LS460 is the pinnacle of the L-finesse design theme seen on GS, IS, and ES models. Although it certainly improves on the exceptionally bland LS430, we see more of a grown-up GS than the revolutionary design that Lexus officials describe. Then again it’s a safe move, and who would expect the company to stray very far from its winning formula?

The new LS’s engine is still an aluminum DOHC 32-valve V-8, but it now displaces 4.6 liters rather than 4.3. Notable technology includes Lexus’s dual fuel injection — a port injector and a direct injector per cylinder — seen previously on the IS350’s 3.5-liter V-6, and more precise electrically actuated variable intake-valve timing (replacing the hydraulic actuation that remains on the exhaust side). Despite the small increase in displacement, horsepower is up by a staggering 102, to 380. Torque increases 55 pound-feet to 367. Surprisingly, fuel economy also improves to an estimated 19/27 mpg city/highway, a gain of 1 and 2 mpg, respectively.

However, when we strapped on the test gear during the press introduction in Salzburg, Austria, we found that a not-quite-short-enough first gear led to worse-than-expected acceleration times. The LS jumps off the line but falls flat until the engine reaches the torque band at about 3500 rpm. (A closer look reveals a somewhat peaky engine, with a torque peak at 4100 rpm and a power peak 200 rpm shy of the redline.) Sixty mph arrives from rest in 6.0 seconds, and the quarter-mile passes in 14.5 seconds at 100 mph, improvements of 0.3 and 0.4 second, but those times are more than a half-second slower than what Lexus claims, not to mention what the Mercedes S550 and BMW 750i achieve.

Lexus says the ’07 LS is as quiet as ever — and we agree — although the cabin is less isolated. That’s a good thing, because more of the ultrasmooth V-8’s subdued roar can be heard inside. The LS is sufficiently supple on its new front and rear multilink suspension, making the optional air springs on the long-wheelbase model seem superfluous.

But putting the priority on comfort also means the LS still doesn’t play sporty. Start pushing, and the all-season tires on our test car (performance tires are an option) howl persistently as it leans through turns. Those tires don’t help stopping distances, either; we measured a pitiful 209 feet from 70 mph, 30 feet longer than an LS430.

As usual, technology and creature comforts abound. The optional navigation system is now a quicker hard-drive-based unit with 14 gigabytes of space available for storing music. If you love tunes, upgrade to the 450-watt, 19-speaker Mark Levinson unit.

Lexus hopes to sell about 30,000 of these big sedans the first year, which seems reasonable considering more were sold in 2004. With new levels of luxury and attention to detail and a more robust lineup, the LS seems poised to remain on top.

2006 Pontiac G6 GTP Convertible

2006 Pontiac G6 GTP Convertible - It’s easy to make allowances for a little hyperbole. After all, how many winners has GM fielded over the past few seasons? Let’s not go there. But let’s not avoid a reality check, either. The G6 convertible represents exactly one real breakthrough: It’s the first hardtop convertible to break the $30,000 frontier — that would be breakthrough, as in “penetrate from above.” You might observe that the 1957 Ford Skyliner, with its retracting hardtop and a base price back then of less than $3000, would cost a little more than $20,000 in contemporary bucks.

The G6 shares the same basic structure, including the same 112.3-inch wheelbase, as its coupe and sedan stablemates. Not only is the wheelbase the same, almost all the exterior dimensions are the same, two doors or four, folding top or solid. The only difference between coupe and convertible is this droptop’s decklid height, which is 1.7 inches higher, at 42.9 inches. The G6 engineering team is quick to point out that this doesn’t really affect rear sightlines, and we have no reason to disagree.

Pontiac assigned the convertible development program to Karmann USA, headquartered in Plymouth, Michigan. Over the decades, the company (it originated in Germany) has created more than a few convertibles. For Pontiac’s folding hardtop, the Karmann people looked at designs involving two and three roof sections, settling on two, primarily to preserve the same roofline as the coupe’s.

Aside from the folding hardtop, the convertible’s essentials are pretty much the same as those of the other members of the family. The hardtop is available only in GT and GTP trim levels — no base version — which means one of two pushrod V-6 engines: a 3.5-liter (201 horsepower, 221 pound-feet of torque) for the GT and a 3.9-liter (227 horsepower, 235 pound-feet) for the GTP, our test subject. Both are mated to four-speed Hydra-Matic automatic transmissions, both of which include a manumatic function operated with the shift lever — there are no paddle shifters. However, in manumatic mode the G6 automatic will hold a chosen gear right up to the rev limiter.

The engineering troops say they sought to preserve what they perceive as the sporty character of the solid-roof G6 offerings, but we have a couple problems with that. For one, we have trouble perceiving the G6’s dynamics as sporty. That means any G6 (although an upcoming engine option could change our opinion). The G6 GTP sedan we tested in February [“Everyday Heroes”] posted decent objective test numbers but came up fifth of five in subjective scoring. Relax the suspension, soften the structure with a folding top, add 341 pounds, remove the six-speed manual-transmission option, and you wind up with a car that’s as exciting as Barry Manilow singing Gregorian chants in a silo.

Acceleration is another ho-hum. GM’s 3.9-liter V-6 has respectable torque, but limited by a four-speed automatic and additional mass, the convertible G6 GTP’s progress is a bit tame compared with the sedan’s: 0 to 60 in 7.4 seconds (compared with 6.2), the quarter in 15.7 at 89 mph (compared with 14.9 at 95). To be fair, those numbers are better than the results posted by the last Sebring convertible we tested [“Sunshine Missionaries,” May 2001] and are within a 10th of the sprints registered by a Toyota Camry Solara we clocked in September 2004.

Speaking of passengers, they’re well treated here, fore-and-aft. The front buckets — clad with perforated leather (optional) in our test car—are well shaped, nicely adjustable, and more than supportive enough for the modest level of sport driving this car is likely to inspire. And the rear seat accommodates two adult-size passengers, who can bask away back there without having their knees polished by the front seatbacks. There’s also a nice perch between the rear-seat headrests for a homecoming queen.

Speaking of price, the under-$30,000 hosannas apply to both trim levels. The basic GT, which isn’t quite as well equipped as the GTP, starts at $28,490. The GTP, which includes ABS, StabiliTrak, auto climate control, power driver’s seat, premium audio, steering adjustable for rake and reach, to skim the list, starts at $29,990.

Our test car had the $1265 Leather package (recommended), the $400 wind blocker (your call on that one), remote starting ($190), and front-seat side-impact airbags ($295). It was a $32,140 package — a bit north of that 30K frontier, but for the time being, it’s an attractive price for an attractive boulevard cruiser with four-season usefulness.

2005 Acura RL

2005 Acura RL - Built through 2004, the RL posed no serious threat to its German rivals until the redesigned model appeared in 2005. That RL wound up on our 10Best list. And last May, it beat up some serious German middleweights — the Mercedes E350, BMW’s 530i, an Audi A6 4.2 — but still came up short to an Infiniti, the impressive M45. In 2006, the Acura fell off our 10Best list.

We hit the road and started piling on the miles. Unfortunately, after only two weeks and 3456 miles on the clock, we found ourselves at the dealer’s door because the RL’s sunroof got stuck with its rear edge open in the vent position. The dealer couldn’t fix it, but we had to be in New Orleans pronto, so we took the MacGyver route, spending $1.68 for the sticky silver stuff and duct-taping the thing shut.

The service intervals on the RL are determined by an oil-life monitoring system, and your style of driving determines when and what gets serviced. Our first service came at 7032 miles and consisted of an oil and oil-filter change for a frugal $34. The maintenance computer called for subsequent services every 7000 to 8000 miles. Most were just oil and oil-filter changes, except for the work done at 29,748 miles, which involved a thorough inspection of the RL and new air filters in the cabin and engine. All five scheduled services over 40,000 miles set us back $427. Not much, but there are luxury automakers — BMW, Audi — who offer this maintenance as part of the purchase price.

We were back at the dealer two weeks and 1400 miles after our first scheduled service because the master power switch had arrived by carrier pigeon, apparently, and soon our faulty window and mirror were working again. Two thousand miles later the sunroof quit a second time. The dealer blamed it on a loose electrical wire. A month and a half and 5000 miles later, we were once again enhancing our budding relationship with the man from Acura.

Still, all these dealer visits didn’t reduce the RL’s popularity around the office, and the Acura continued to be the chariot of choice for long-distance trips. The logbook was full of testimony concerning its quality seats, deemed not only comfortable but also supportive when the driving grew spirited. The combination of a relaxing interior and superb sound system made long grinds easier to take in one sitting.

Complaints, yes, we got complaints. The ignition knob on the steering-wheel column seemed a dumb idea and left at least two editors stranded with a dead battery because they hadn’t turned the knob all the way off. In a car with a traditional ignition, they wouldn’t have been able to remove the key and kill the battery. Several folks here also barked about the programmable driver preferences for the seat and steering-wheel positions, door lock and unlock settings, and lighting choices. Confusingly, some of these were accessed via the navigation screen, and others were controlled through a screen in the instrument cluster by buttons on the steering wheel.

There was no retribution by C/D staff for the eight unscheduled visits to the dealer. The Acura RL continued to be a staff favorite for comfy trips, short or long. The Acura suffered from a lot of minor problems — dare we reach for the “teething” metaphor? — that would nonetheless rate as a major pain to a “real life” owner, even though this swift, adroit cruiser benefited from a faultless and slick powertrain.

Dodge Durango 4WD Limited

Dodge Durango 4WD Limited - The Durango measured up well in our traditional testing, including a solid first place in a midwinter full-size-SUV shootout (“Gitche Gumee Games,” C/D, April 2004). But a four-day thrash in Michigan’s winter wonderland didn’t reveal much about how the Durango might stand up to the equivalent of a couple years’ of hard work. Computer sims won’t answer that one, either. Only way to get the answer is to drive it, and so, in mid-October 2004, a Durango joined the C/D long-term test fleet.

The Dodge boys also thought we needed a $1200 DVD entertainment system, a power sunroof ($850), and body-color running boards ($445). They were wrong on all counts. They were particularly wrong about the running boards, devices we suspect were created by a cabal of dry cleaners. Anyone who can keep pant legs clean throughout ownership of this or any other SUV with running boards probably qualifies for an Olympic gymnastics team.

With a Hemi under the hood, the Durango has a gross vehicle weight rating (curb weight plus cargo, including occupants) of 6600 pounds, a towing capacity of 8650 pounds, and a gross combined weight rating of 14,000. These are big numbers, even by the hefty standards of the full-size class, and inevitably, they were numbers attractive to folks who wanted to drag something heavy somewhere far away.

The real hauling came once the frost was out of the Midwestern tundra and SCCA club racing resumed, which meant the loads got heavier—about 4600 pounds of trailer and race car, plus some 400 pounds of tools and spares. Aside from a peculiar glitch with the trailer lighting circuit one night in the construction chaos skirting the south end of Lake Michigan—not a good place for your trailer to go dark—the Durango went about its work without a murmur. Even with a trailer, there was plenty of punch for passing on two-lane highways, freeway merges were no sweat, and short haul or long, the Durango’s comfort quotient was high.

So, a solid performer. But not a totally flawless performer. At just over 20,000 miles, a shift from drive to reverse caused the Durango to simply quit cold. This peculiar behavior didn’t repeat, but later that same day the Sirius radio stopped picking up satellite signals. Ordinarily a $300 item, it was replaced under warranty.

Like the durability report, the Durango’s general comfort marks were very good—but not quite perfect. For example, there were complaints about the remorseless draft from the center dashboard vents, which offered almost no adjustability. The middle seat drew some criticism—not quite enough legroom, lumpy padding—and of course fuel economy, an oxymoronic phrase in connection with SUVs in this class, was lamentable.

All things considered, we emerged with a positive view of this Hemi-powered hauler. It’s tough enough to handle heavy duty, civilized enough for all-around use, with a respectable durability index backed by a strong warranty.

2006 Volkswagen Jetta GLI

2006 Volkswagen Jetta GLI - When the 2006 Jetta GLI debuted at the Detroit auto show back in January, we learned that it would arrive several months before the nearly identical fifth-generation GTI. (That car debuted in Europe at the end of 2004, but we won't get it until mid-'06.) Staffers who experienced the new GTI on European soil were impressed. The news that we'd get the GLI before the GTI was almost enough to make us look past the new Jetta's Corolla-esque styling, and the 18-inch wheels didn't hurt the looks, either. Previously, some staffers called the Jetta's styling sophisticated; these statements were not without dissent.

The tweaks that make a regular Jetta into a GLI are for the most part tasteful, restrained, and only address what is necessary to make the sweet-sorority-sister Jetta into a beer-guzzling fraternity boy. Alterations involve increasing power, firming up the chassis, and subtly differentiating the interior and exterior. How subtle? The only noteworthy exterior change is a blacked-out honeycomb grille that replaces the slatted chrome unit.

In this latest version of the GLI, Volkswagen selected the corporate 197-hp, 2.0-liter turbocharged four-cylinder engine with direct fuel injection. The cooling effect of directly injecting fuel into the combustion chamber lets VW get away with a high—for a turbocharged engine—compression ratio of 10.3:1. Compared with the previous-generation GLI's 180-hp, 1.8-liter four-cylinder, the added displacement and higher compression ratio of the new engine virtually eliminate the minor turbo lag that gave the 1.8-liter a rubber-band-like power delivery—just a small delay between hitting the pedal and getting the power.

We were curious to see if the new GLI was slower than the last of the fourth-generation GLIs. We hadn't officially tested an '05 GLI, so we rounded up a low-mileage (5537 miles) example and ran it through our battery of tests. That GLI, weighing 277 fewer pounds, turned 60 mph in 7.1 seconds and skated through the quarter-mile in 15.5 seconds at 89 mph.

The '06 GLI is larger and more refined than the fourth-generation car. When the Jetta was redesigned, it grew inside and out (especially in the back seat), material and build quality improved, and structural rigidity and isolation from the outside world increased.

It takes a lot of provocation to get the new GLI to compress its longer springs enough to meet the bump stops. What the new GLI does get is a slightly stiffened version of the strut-front and multilink-rear suspension of the base Jetta. The suspension tuning keeps the GLI more planted and, along with larger anti-roll bars, less inclined to body roll, but even with the optional 18-inch wheels ($750), there isn't much of a loss in ride comfort—17-inch wheels with 225/45R-17 summer tires are standard.

What one first notices on entering the GLI is the tilting and telescoping three-spoke multifunction steering wheel that combines the flat bottom of the Lamborghini Gallardo's with the thick and sculpted feel of the Ferrari F430's. Wrapping your paws around it elevates your mood faster than free beer. Connected to the wheel is VW's electrically assisted rack-and-pinion steering that does a convincing impersonation of hydraulic power assist. On-center feel seems better than that of the base car and makes triple-digit speeds stress-free. Turn-in is predictable.

Our tester had comfortable and supportive optional leather seats that were part of a $3200 package that bundles dual-zone climate control, heated front seats, a sunroof, satellite radio, and radio and trip- computer controls on the steering wheel. À la carte options include rear side-impact airbags ($350) and the 18-inch wheels and tires.

It might sport that badge, but the rest of the vehicle constantly whispers Audi, so much so that this newest GLI bears almost no relation to the previous GLI. This successor is chasing after $25,000-to-$30,000 sports sedans, and if you're shopping in that class, the GLI is a viable alternative. However, many of us will miss the cheeky nature of the previous GLI.

Chrysler Crossfire SRT-6

Chrysler Crossfire SRT-6 - The car's name is also an unintentional pun about DaimlerChrysler; in the days since the 1998 merger, executives have been regularly mowed down by crossfire between Stuttgart and Detroit. The latest forced exit was Chrysler Group COO Wolfgang Bernhard, crossfired in May for being too vocal about problems at Mercedes and resisting a plan to spend $7 billion bailing out Mitsubishi.

Meanwhile, the dandy-dressed Crossfire, which shares both skeleton and muscle with the first-generation Mercedes-Benz SLK roadster, is the first Chrysler product to attain the performance-enhancing SRT label, heretofore bestowed only on Dodges.

The "street and racing technology" shtick—adding more horsepower, bigger tires, and big attitude—has already been done to a few Dodges, notably, the Ram SRT-10 and Neon-based SRT-4 (all Vipers carry an SRT-10 badge). Buyers who prefer a quick quarter-mile served with essence of tire smoke have approved of the 500-hp pickup and 230-hp subcompact (in fact, various Mopar bolt-on kits will bump the SRT-4's horsepower all the way to 300).

We have written that the base Crossfire has eye-snaring looks and pleasing handling but an engine at least 50 horsepower short of the boiling point. The SRT mods are substantial, as is the price increase. From base Crossfire coupe to SRT-6 coupe, the extra $11,200 buys first and foremost an intercooled supercharger that wrenches another 115 horses from the 3.2-liter, 18-valve V-6. Blown, the V-6 makes 330 horsepower and 310 pound-feet of torque, a twistability increase of 81 pound-feet.

There's been considerable pumping up of the Crossfire's suspension as well. The spring rates have been stiffened almost 50 percent in the front and 42 percent in the rear, and jounce and rebound rates in the shocks have been firmed up to match. The front brake rotors grow 1.2 inches to 13.0, and the rear discs go vented and get another 0.9 inch of diameter. There's more zoot in the Crossfire's '40s-streamline styling with special-to-SRT wheels, 18 inches in front, 19 in the rear.

The cockpit gets by with minimal changes, including a 200-mph speedo and Alcantara pseudo-suede trim on the buckets that is embroidered with an SRT-6 logo. Hence, a few complaints about the Crossfire cabin remain, including over-the-shoulder blind spots, a tight cabin for six-footers, no steering-wheel rake adjustment, and a dinky eight-cubic-foot trunk with nothing to tie down the goods.

Even so, polite manners govern the powertrain. The throttle response and the automatic gear selections are smoothly keyed to your pedal inputs. If you like, pilot the SRT-6 all day without ever getting into the fat end of the power—let the Starbucks get cold in the one cup holder, and it won't slosh if you're careful.

Fancy multilink arrangements in the wheel wells strike a contrast to a medieval recirculating-ball steering box that deadens wheel feedback from the driver. The base Crossfire is no lubberly pig, but the SRT deckhands have pulled in any slack and reprogrammed the stability-control software to tolerate more friskiness. Some fast lapping at Southern California's Willow Springs track proved that the SRT-6 is screwed down tight.

Honda Accord Hybrid

Honda Accord Hybrid - This primo Accord naturally has the highest price, about $30,000 base, Honda says, including automatic, leather, heated seats, AM-FM-satellite radio and six-CD changer, anti-lock brakes, and curtain airbags; the only option is a nav system.

The only sacrifices: You give up 2.8 cubic feet of cargo space (leaving 11.2) to make room for the traction battery and its ventilation system; the rear backrest no longer folds forward for access to the trunk; and the spare tire is replaced by a small air compressor and a can of sealant (Honda pioneered this approach to repairing flats on the original NSX). And, of course, you get whacked by something over three grand on the sticker, too.

Except for this small array of unusual graphics in the cluster, there's little about this car to say it's a hybrid, or that it's the best Accord. There's a small "hybrid" badge on the decklid, less conspicuous than the V-6 emblem below it, a token decklid spoiler, special five-spoke alloy wheels, a different grille color, and tires upsized one notch to 215/60R-16. The eye is hardly grabbed.

During our summer test motoring, the A/C was always running. The belt-drive compressor (75cc displacement) stops with the engine, but the electric compressor (15cc) maintains cabin coolness and keeps the Accord alive with enough vibration that you could think—in a Lexus anyway—the engine were still idling.

The 2997cc V-6 has a system to deactivate all the valves on the rear bank. It's programmed to shrink back to three-cylinder operation below 3500 rpm when cruising or coasting, and the others don't come alive even for mild acceleration. Instead, the electric motor readily and seamlessly kicks in to help.

The mechanical layout is typical of Honda hybrids, with a thin wafer of a motor/generator (Honda calls it Integrated Motor Assist) sandwiched between the sideways engine and transmission. The five-speed automatic was shortened by 2.4 inches to allow room between the frame rails for the extra 2.7 inches of the IMA.

We tried a full-power launch one morning on damp—but definitely not wet—pavement; the tires stayed on the squealing side of full traction all the way to 30 mph.

The IMA, of course, changes its act to become a generator on deceleration, acting as a brake and sending the recaptured energy back to the battery. Progress keeps coming. Honda says the 2005 Accord's regen efficiency is 95.2 percent, up from the 2003 hybrid Civic's 93.5 percent.

This Honda's hybrid machinery is relatively simple, but a densely wound motor and an Ni-MH battery pack of 13.8 kilowatt-hours add pounds. To at least partly offset the gains, the hybrid substitutes aluminum for the hood, bumper beams, and rear suspension uprights; magnesium for the intake manifold and head cover; and remember, there's no spare tire.

The usual question about hybrids—"Can you save enough gas to pay back the extra initial cost?"—doesn't apply here.

2007 Mazda CX-7 AWD Sport

2007 Mazda CX-7 AWD Sport - In any case, it’s beginning to look as if the trend might reverse, with car-based crossovers evolving the species from big old trucks back into carlike wagons. Not completely, perhaps, but in growing numbers. Mazda says it has research to support that contention, particularly among married couples between the ages of 30 and 40 without children. Hence the appearance on these pages of the CX-7, a vehicle that makes considerable use of existing technology to provide the responses and agility Mazda was looking for in its crossover.

In fact, Koizumi showed us slides of two design proposals: one the way it looks in these pictures and one with a thick, forward-leaning C-pillar. Either would work, we think, but only this one has the tricky kicked-up rear-greenhouse line. Under the swoopy skin are components sourced from other Mazda models. The turbocharged 2.3-liter engine is straight out of the Mazdaspeed 6 but for a revised turbocharger for improved low-rpm response, and it makes 244 horsepower, 30 fewer than in the sedan. The six-speed automatic is shared only with the V-6–powered Mazda 6.

The windshield, for example, has a 66-degree angle, making it the raciest glass in the segment. The steep rake required some relocation of the front-seat occupants relative to the engine compartment, but not enough to turn the Mazda into something like the late and unloved GM DustBuster minivans. It was enough to call for small quarter-vent panes, however, which work well to provide visual continuity with the outside world.

The interior is as deliberately detailed as the outside, with titanium-colored trim framing the instruments, center console, and armrests. Soft-feel moldings, carefully tuned knobs and dials, and contoured leather surfaces were selected to match the designer’s vision of craftsmanship, and it’s amazingly good for the price. Even the cloth seats have a fine-grained weave and look like good suit material.

That leather-wrapped hoop is positively connected to the front-strut suspension through a solidly mounted rack, and in our all-wheel-drive CX-7, it felt almost like the helm of a rear-wheel-drive car. That’s quite an achievement in a vehicle that is, in truth, a front-drive car with occasional all-wheel drive. The rear wheels only get to drive when the computer-controlled coupling senses front-to-rear-wheel speed disparities (indicating slippage), and that only happens in low-traction situations. The maximum amount of torque that can be shifted rearward is 50 percent, and the normal operating state is full-on front-wheel drive.

The turbocharged engine works well in this application. Having been massaged to deliver better low-rev boost than in other applications, the Hitachi blower puffs life into the inline-four at low revs, even at comparatively small throttle settings, wafting the car off the line as if it had a V-6 in it. Mazda’s direct-injection system (which pressurizes fuel at 430 to 1600 psi versus a normal port-injection system’s 40-to-65 psi) allows the retention of a fairly high static compression ratio of 9.5:1, and this combines with the low-rev boost to banish virtually any trace of turbo lag or low-down sluggishness.

With 244 horsepower at 5000 rpm, the CX-7 AWD Sport hauled its 3920 pounds to 60 mph in 7.9 seconds and on through the quarter-mile in 16.1 seconds at 87 mph. Those are perfectly respectable numbers, but there are some quicker tall wagons out there, such as the Toyota RAV4 (6.3 seconds to 60 mph) and Subaru Forester 2.5XT (5.9). Neither of those can match the CX-7’s 0.84-g skidpad figure (Subaru, 0.75; Toyota, 0.79), though. Consider also that we averaged 14 mpg during testing, well below the EPA’s findings of 18/24 mpg.

The rest of the time, the CX-7 acted as if it were a sports car, with well-restrained ride motions, tightly arrested body roll, decisive turn-in, firm and progressive brakes, and eager throttle response. Zoom-zoom, indeed. Mazda ought to find more than a few guys who go home saying, “I changed my mind about that MX-5 and bought this so you and I can both enjoy it.” Hey, buddy, your secret’s safe with us.

The CX-7 is available in Sport, Touring, and Grand Touring versions with either front- or all-wheel drive. Among the various options was one we didn’t expect of a car that starts at $24,310 (four-wheel-drive models start at $26,010), and that was a nine-speaker Bose stereo and power sunroof for $1585. This audio system really kicks, with enough bass response to satisfy the most tone-deaf headbanger.

2008 Infiniti G37 Sport

2008 Infiniti G37 Sport - 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 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 VQ is smooth again, and the exhaust note is a pleasing burble that’s always available with a quick mash of the electronically controlled throttle.

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.

Dive into a turn, and the G37 transfers its weight gradually and without any surprises. Oversteer can be achieved on corner exit, but the neutral balance of the car means that any opposite-lock maneuvers are more of a four-wheel drift than throttle-induced tail wagging. The only thing we would ask for is a stiffer brake pedal, even though the 70-to-0 stopping distance is a respectable 164 feet. Still, the G37 is a most-satisfying driving experience. It has the trait of any good sports car: Driving the G37 hard is so enjoyable that you forgive its faults.

The rear seats fold in one piece to extend the length of the trunk, a good thing because seven cubic feet of storage isn’t much. There’s a diagram that illustrates how to load two golf bags, but the first impression of the shallow trunk is that a case of beer might risk getting crushed (it doesn’t).

So that’s the price of vanity, and thus the real issue with the G37. The previous-generation coupe was far more attractive than its sedan counterpart. The ’07 four-door G35 is significantly prettier than its predecessor, and the aesthetic gap has been narrowed. As far as most drivers will be able to tell, the performance of the two is nearly equal.

There’s another question, though: How does the G37 stack up against the BMW 335i coupe? It’s hard to say without putting them side by side in a comparison test, but you can bet the G37 will give the Bimmer a good fight.

Dodge Magnum RT

Dodge Magnum RT - With its sharp responses, particularly in 340-hp Hemi RT trim, it’s every bit a driver’s car, too. We liked the idea and the execution, and we voted it a 10Best Car for 2005. The Magnum’s appeal seems to span generations: Name another vehicle that’s just as likely to have chromed-out, oversize wheels as it is to have kids’ car seats in back.

Almost no option box went unchecked as we added $6170 to the Magnum’s $30,745 base price. Extras included a $1895 navigation system, a $950 sunroof, and convenience items such as heated power front seats, automatic dual-zone climate control, satellite radio, and a multifunctional trip computer.

Of course, the first thing staffers here wanted to experience was the Magnum’s impressive acceleration — 0 to 60 mph in 5.8 seconds, with a quarter-mile rush of 14.3. After that initial excitement, we began to notice the details, such as the cavernous people space up front and in back. From the logbook: “Excellent adjustability of wheel, seat, and pedals.” Indeed, the Magnum has more legroom front and rear than does a Chevy Tahoe. Packing five six-footers into the Magnum isn’t a stretch.

Early complaints involved the vast black-plastic interior that doesn’t seem to fit with the stylish exterior. Some had difficulty wading through the various trip-computer and navigation menus; in particular, the nav-screen dimmer and the clock adjustment were elusive to a handful of staffers. But we universally liked the four legible and expensive-looking black-on-white gauge pods, even at night, when they glow elegantly.

So the tab for regular service was rather high at $673, almost $100 more than for a Hemi Dodge Durango (January 2006), and the Magnum’s cabin-air-filter changes alone totaled $141.

The air conditioning mysteriously petered out a couple times on long-distance trips, so at the 18,000-mile stop we had it checked. The problem was a sticking expansion valve, again replaced free under the three-year/36,000-mile warranty. Also replaced at no cost was a sun-visor retaining clip that we broke.

Toward the end of the Magnum’s 40,000-mile stay, a staffer reported increased suspension noises coming from the front, and sure enough, the front anti-roll-bar links and bushings needed replacing. This happened just after the 36,000-mile warranty expired, but our dealer covered the repair bill, citing our service history with them, which they say is common practice.

All those winter miles gave us a chance to demonstrate once again just how effective snow tires are, even with a rear-drive car. Our $756 set of Dunlop Grandtrek WT M2s provided heaps of traction, and we had no reports of getting stuck. Road warrior K.C. Colwell cashed in on a $50 bet by trekking up a particularly steep and snow-covered road in Snowmass Village, Colorado. “There weren’t even any other rear-drive cars around,” he gushed.

All told, the Magnum held up well to our rigorous mileage accumulation. In fact, many staffers commented on how surprisingly tight and solid it felt after 40,000 miles — the lone exception being a loose plastic trim piece that surrounds the shift lever.

Hyundai Sonata LX

Hyundai Sonata LX - Engineers at Hyundai appreciated the difficulty of their task, so they set their sights high, selecting the previous-generation Audi A6 as their aspirational goal for the new Sonata. Not surprisingly, they didn't match the $40,000 Audi. But in the $20,000-to-$25,000 segment, the car they created is very impressive.

Take its engine, which is not an area of notable Hyundai achievement in the past. The new G6DB Lambda-family 3.3-liter V-6 in our Sonata LX test car develops 235 horsepower and 226 pound-feet of torque.

What's perhaps even more surprising is that the Lambda V-6 delivers this performance smoothly and silently. Even when revved to its 6000-rpm redline, the V-6 remains composed and happy. The all-new five-speed automatic helps get the most from the V-6 by shifting seamlessly and intelligently, although it's sometimes slow to kick down.

Credit the modern suspension, with control arms in front and a multilink layout in the rear, and gas shocks and anti-roll bars at both ends. Another helpful factor is the standard electronic stability-control system, which gave Hyundai chassis engineers the freedom to calibrate the car for more neutral balance, knowing that the electronics would save the ham-handed.

This perception of quality is reinforced by the Sonata's clean and tasteful interior styling. The two-tone materials have that expensive, low-gloss look, and the parts that contact your hands and elbows—the upper dashboard, the door panels, and the console covers—are all squishy soft. Although there is nothing novel about the Sonata's control layout, that's not a bad thing in the electronics-happy 21st century.

Although no one will go to bed dreaming of the Sonata's voluptuous styling, this generous interior space is contained in four-door sheetmetal that is slightly shorter and wider than most other cars in the class. Hyundai hasn't forgotten about value in its quest to add sophistication to the new model. All Sonatas—including the entry—level $18,495 GL powered by a 162-hp, 2.4-liter four-cylinder coupled to a five-speed manual gearbox-come standard with an array of safety features, including front side airbags, curtain airbags front and rear, four-wheel disc brakes with ABS, traction control, and the aforementioned stability control.

The top-of-the-line LX model, which stickers for $23,495, adds leather upholstery, heated seats with power adjustment for the driver, automatic climate-control and headlight operation, a trip computer, and many other things along with the V-6 engine and 17-inch wheels.

That's an impressive advantage given that most Sonatas will not be built in South Korea but in Hyundai's brand-new plant in Montgomery, Alabama. The cars will come with Hyundai's trademark long warranty—five years or 60,000 miles on the whole car, 10 years or 100,000 miles on the powertrain.

Mitsubishi Lancer Evolution VIII

Mitsubishi Lancer Evolution VIII - The car might not sell in large numbers, but its performance and purity give us, and others, a reason to hope that Mitsu can find a way out of its troubles. We still feel the same way about the car even after almost two years and 40,000 miles, but aside from amusing us, our Rally Red stormer also bemused (and, as you'll see, abused) us, but it certainly never bored us.

Less than a month later, we tested the Evo, and our self-control was repaid with a 0-to-60 time of 5.0 seconds. Forty-thousand miles later, the repeat performance took 5.1 seconds. Also, we never had to add a quart of oil over all those miles. We've heard from owners who couldn't keep from cranking the tach to the far right as they pulled out of the showroom lot and now must add quarts of oil regularly.

The first complaints were aimed at the quick (2.1 turns lock-to-lock) steering that was praised for its feel and accuracy but just as often derided for a level of nervousness usually reserved for amphetamine aficionados. Not helping matters was an unyielding suspension that didn't know how to relax. As one editor put it, "The Evo feels as if the axles were welded to the body." We checked. They're not. The 2005 MR version of the Evo goes a long way toward calming the suspension, but our 2003 model didn't have the magic Bilstein shocks, so we were a bit abused.

For the more adventurous among us who braved the ride and didn't mind the lack of cruise control, the Evo proved to be a willing weekend companion. Long trips revealed the excellence of the Recaro seats and the car's brilliant passing power and bright xenon headlights that make it a great horizon chaser. The only problem was the view out the rear window. The gaudy, optional carbon-fiber spoiler ($480) attached to the trunk is set exactly in the line of sight of the rearview mirror. It's important to check your six for the occasional Smokey, especially if you don't have cruise control.

Mitsubishi's service schedule calls for a change of the synthetic oil and a tire rotation every 5000 miles. Although the price varied, these usually cost about $100 ($25 for the rotation and $75 for the oil change). In addition to the oil change, the Evo requires several inspections at 15,000 miles. That stop totaled $200. At 30,000 miles, just about every fluid used in the car had to be replaced, setting us back $564. The brake pads had been eaten up by 30,000 miles, and replacing them cost $907.

The logbook began to fill with entries complaining about how tired and worn out the Evo felt. This crunching continued for another 15,000 miles, until the end of the test, when the second- and fifth-gear synchros (shifting into second had become difficult) were finally replaced under warranty. While the transmission was being rebuilt, we opted to have the clutch replaced because it had slipped away into the ether. Although a new clutch usually runs about $1500 for parts and labor, in this case we only had to pay $741 for parts.

Some of us were turned off by its unrefined raw temperament, but those who loved the Evo tended to view the rawness as purity. Our 40,000 miles showed that the price of replacing the Evo's track-ready parts isn't cheap, but as long as a $30,000 sedan with this level of performance exists, the world will be a better place.