Cars Service: July 2013

Wednesday, July 31, 2013

Used car Review 2003 Mercury Marauder

The new Mercury Marauder takes its name from the big Mercury muscle cars of the 1960s, but its true spiritual ancestors are two black Mercury sedans that starred with Jack Lord in the long-running television series Hawaii Five-O.

Lord portrayed the granite-jawed Steve McGarrett, head of Hawaiis elite Five-O police unit, his demeanor cop-show tough, his hair a perfect North Shore wave, his car no standard police-issue Ford Custom 500 or LTD but a big black Mercury in which he stormed around Oahu.

"Steve McGarretts car is as much a character in the series as any of the people." So claims Karen Rhodes in Booking Hawaii Five-O, the best and as far as we know, the only scholarly tome on the cop show.

"The big, black Mercury sets a tone of power and intimidation," she continues. "Steve is . . . tough and threatening on his own, but the black Mercury adds a further dimension of strength, even a sinister darkness, to McGarrett." Thats some pretty impressive work for a 68 Park Lane and, later, a 74 Marquis, either of which, off-screen, might have been driven by your grandfather.

wenty-two years after McGarrett screeched his big black sedan to a stop for the last time, Mercury has served up a machine perfectly suited to the marques most telegenic enthusiast. The Marauder is a badass cop car with some major attitude.

The reborn Marauder first appeared not in Honolulu but in Las Vegas, as a concept car at the 1998 SEMA show. Considering what populates the miles of aisles at SEMA--wildly winged Honda Civics with hyperkinetic paint jobs, slammed SUVs on huge chrome wheels, bikini-clad babes stroking shock absorbers--Mercurys Grand Marquis in Darth Vader livery garnered a surprising amount of attention.

Walkaround

The Marauder, in its standard ebony paint, gives the same menacing vibes as a black leather jacket. The black monochrome treatment has even been given to the headlamps with only the reflectors spared the blackout treatment. The taillamp bezels are dark tinted as well for what Mercury calls a "serious, but understated appearance."

Up front, Cibie fog lamps are inserted in the front bumper, and the rear bumper has "MARAUDER" embossed in it while big dual 3.5-inch chrome exhaust tips protrude straight out the back.

A big car needs big tires, and the Marauder wears P235/50WR18 boots on front with wider, P245/55WR18 rubber at the rear. The larger rear tires give the Marauder a natural slight rake that enhances the performance image. Five-spoke forged aluminum wheels are eight inches wide and have cast into the wheel hubs the bas-relief image of Mercury, the swift messenger of the Roman gods and a Mercury revival from the Fifties.

The current Mercury logo is centered on the grille in a bright finish; we think the gods head logo should be here as well, but Mercury did not consult us on this. The exterior, according to Mercury representatives, was purposely kept simple because focus group attendees said theyd rather have it left plain to customize themselves.

Interior Features

Like Dorothy in Munchkinland realizing shes not in Kansas anymore, the driver of the Mercury Marauder knows hes not in a Grand Marquis.

The instrument panel has white faces, with a large round speedometer and tachometer flanked by smaller fuel and temperature gauges. The 140-mph speedometer incorporates a red-lit "Marauder" graphic.

Instead of a column shifter for the automatic transmission, a leather-wrapped shifter is mounted on a floor console that has two cup holders and a storage bin. An AutoMeter (a brand known to car enthusiasts) voltmeter and oil-pressure gauge are positioned just ahead of the shifter.

Marauders are also given dot-matrix gray trim accents on the instrument panel, while the dual eight-way power seats are finished in supple black leather, the best used in any Ford Motor Company product. Classic French stitching from earlier Marauders is revived for the 2003 edition. The seats were given extra padding for greater support, and of course theres a Mercury gods head de-bossed into the front seatbacks.

The optional six-disc CD changer for the 140-watt Alpine sound system is located in the trunk, where its not as convenient, especially if the trunk is loaded, though this is a quibble brought on only by the new in-dash CD changers. There is a single CD player, as well as a cassette player for those in the retro mood or those who enjoy books on tape. (Sorry, no 8-track player, though the radios AM band works well).

Filigrees aside, the interior delivers on the promise of the exterior with lots of room inside for five. Access to the cabin is easy through large doors, and finding a comfortable driving position is easy with the 8-way power seats, tilt wheel and adjustable pedals. The front buckets are wide (so much so that the seatbelt buckle end actually protrudes through the seat bottom cushion). The seats are soft, too. The back seat is wide and soft as well, with enough room across for three adult males, though the center rider loses foot room to the driveshaft tunnel of this rear-wheel-drive car.

The trunk is huge. If you need more luggage room than this, your name is Zsa Zsa and you should FedEx your steamer trunks of gowns ahead. The trunk organizer is nice to have, with adjustable section dividers, but not really necessary and offered on the Marauder, probably, mainly because its available on the Grand Marquis.

Driving Impressions

Fire up the engine of the Mercury Marauder and youll know this is no automotive Kansas. The V8 rumble from the dual exhaust announces that the Marauder is a true American performance car. The all-aluminum 4.6-liter engine was developed specifically for the Marauder, with four-valve-per-cylinder double-overhead camshaft heads. The compression ratio is 9.85:1, requiring premium fuel.

All this yields a power rating of 302 horsepower at 5750 rpm. Peak torque is 310 pounds-feet, and comes at a relatively high 4300 rpm. Mercury engineers specified a high stall speed torque converter for the automatic transmission, which means the engine can rev higher, reaching its power band before the automatic transmission transmits power, thus producing quicker acceleration. The engineers also biased the final drive selection, a 3.55:1 rear axle, for acceleration over fuel economy. The Marauder attained an EPA rating of 17 city/23 highway, impressive for a large car, so they obviously didnt go overboard. A limited-slip rear differential is used for better traction with beefy internals for durability.

The engine tuning works, as the Marauder accelerates with authority. Very few will be able to kick sand at the Marauder in the local stoplight grand prix. The base Grand Marquis, for example, is rated at 220 bhp, the Grand Marquis LSE at 235 bhp. The 1994 Impala SS produced 260 bhp, and was considered fast for its time. How our expectations change. Still, the Marauder weighs more than two tons, so the engine has its work cut out for it. Drivers who expect the Marauder to smoke its tires at every stop sign will be disappointed. Modern tires are much better than those of the Sixties, providing too much grip for this behavior. You can still spin the tires if you work at it. But otherwise, the power goes into acceleration, not tire spinning.
As good as the engine is, the new suspension is even better.

Mercury delayed introduction of the Marauder (originally a concept car displayed at the SEMA show in Las Vegas in late 1998) to use the new chassis of the 2003 Grand Marquis. This new frame shared by the Marauder, Grand Marquis, and Crown Victoria has new stronger hydroformed front rails, a new aluminum No. 2 crossmember and is generally more robust for improved stiffness. Chassis rigidity allows better engine and suspension mounting for better handling, and less noise, vibration and harshness transmitted into the body.

To this, Mercury stiffened up the Grand Marquis suspension, using special gas-charged monotube shock absorbers and, at the rear, air springs. A new "Gripper" anti-roll bar was used up front for quicker response and a better on-center feel to the steering.

How good does it work? We tried the Marauder in two venues. One was the south course at Pocono International Raceway, a combination of the NASCAR Turn 1 high banking and a twisting road course across the infield. The track allowed acceleration onto the banking and a top speed through the big curve of around 100 mph. In almost any other family sedan, if it could go that fast, the tires would be howling in protest. The Marauder was asking for more, balanced front to rear and holding on like a championship square dancer in a power swing-your-partner.

Through the infield, the Marauder handled like a sports car, a big sports car. It was easy to place it anywhere on the track, thanks to precise variable-ratio rack-and-pinion steering. The Marauder has what racers call "good turn-in," or transition from driving straight to turning. It also has remarkable transient response, the ability to change from turning left to right and back again. Part of the credit goes to the excellent BFGoodrich g-Force T/A tires, which combine great grip with ride comfort. The only thing marring our attempt at playing Rapid Roy That Stock Car Boy were the seats, which simply lacked the lateral support to counter the lateral force the Marauder can develop, and an imprecise shifter that hobbled attempts to shift the car manually in the infield.

We were impressed with the ability of the Marauder to brake straight and sure from more than 100 mph, both the 4-wheel disc brakes to slow the vehicle and the suspension and steering to keep it under control. Out on the road, the carefully cultivated exhaust note was just as evident on acceleration, though quiet when cruising. Choppy, patched-asphalt roads highlighted the firm suspension, but the frame and body feel solid and rattle-free. Theres no apparent flex to the frame, so the bumps encountered dont result in a shuddering reverberation thats worse than the bump itself. Ride on smooth pavement is quiet, with little road or wind noise.

Summary

The Mercury Marauder is a performance car and will appeal primarily to the automotive enthusiast. Mercury expects 90 percent of buyers to be male. Not a car nut? Dont buy the Marauder. The Grand Marquis or the Ford Crown Victoria will fill your big-car bill much better, and for much less money.

That brings us to another point. We flinch at $35,000 for this car. But the four-door BMW 540i, with a 290 bhp 4.4-liter V8, costs about $55,000. The Lincoln LS with the 252-bhp 3.9-liter V8 lists for about $38,000. Of course, those cars arent directly comparable to the Marauder, which is the only car of its kind on the market today. No doubt Mercury will sell a passel of Marauders to fans of big American muscle. Ford guys who wanted a car like the Impala SS but would never buy a Chevy finally have something to buy.

New Car 2006 Volkswagen Passat

Introduction

The Passat is Volkswagen’s midsize sedan, designed to offer Volkswagen owners a step up from the Jetta to the near-luxury category with a higher level of performance and sophistication. The first Passat, introduced in 1974, marked a radical departure for Volkswagen at the time with front-wheel-drive and a water-cooled engine. The Passat was completely new for the 1998 model year with more appeal to the design and slightly larger than its predecessor. The Passat is updated again for the 2006 model year.

After six generations and thirteen million examples produced, Volkswagen has enthusiastically pulled the covers off its all-new B6-generation Passat.

Completely redesigned from the ground up, the upcoming Passat will push the boundaries of what is to be expected in the midsize-car class by introducing new technologies, adding unexpected luxuries and advancing quality and overall refinement.

Said to be influenced by todays Passat as well as the sporty Concept C and Concept R, the all-new Passats styling is evolutionary as opposed to revolutionary. Like the recently announced Mk.V Jetta, the B6 Passat bears Volkswagens chrome-plated grille surround, with raised hood and dimpled headlamps.

Tomorrows Passat is also influenced by todays flagship Phaeton, in the form of a rounded, more contemporary shape, wing-mirror-mounted turn signals and rear LED tail lamps. VW has also adopted a body panel shaping similar to, but not quite as dramatic as BMWs flame surfacing technique; convex and concave fenders and doors make the car stand out in a world of bulbous, anonymous family sedans.

Theres some truth to that. The Passat has always been one to go its own way, with its manual transmissions, turbochargers, station wagons, all-wheel-drive, 8-cylinder engines arranged in the shape of a W, key-operated windows, and air-conditioned gloveboxes keeping things interesting. For anyone fed up with the cornucopia of sedate sedans from the Far East and Near West, VW was the only game around.

But by 2005, the somewhat small and slow Passat had fallen out of favor. The 2006 is here to address that, with acres of reinvented machinery riding atop a new platform - one that severed its former ties to the Audi family. News exists on nearly every engineering front, and several versions got lost in the model reshuffling. In other words, everything past the Passats familiar appearance really does suggest eight years worth of work.

New for 2006

The 2006 Volkswagen Passat is redesigned with a longer wheelbase and a wider body featuring a new medallion-shaped grille and clear high-tech headlights. Inside the Passat interior if more functional and ergonomic, with more rear-seat legroom and new rear vents heat and air conditioning. The Passat is powered by a new 200-horsepower 2.0-liter turbocharged intercooled engine delivering 207 lb-ft of torque from 1800 to 5000 rpm. The 280-hp VR6 narrow-angle V6 engine returns and is mated to a refined six-speed automatic transmission with Tiptronic and sport mode. The Passat wagon and 4Motion all-wheel-drive sedan will be available later in the model year.

Not a stripped car

To be sure, VW officials rightfully claim that their Passat has the lowest starting price of any midsize family car sold by a German carmaker in the U.S. Indeed, the Passat is even lower priced than Audis smaller, compact A3 hatchback.

Still, budget-conscious consumers with families may wonder why theyd want to spend so much on a midsize sedan or station wagon. They could, after all, spend less in buying a Chevrolet Impala, Honda Accord or Toyota Camry.

One thing to remember, though: The Passats pricing reflects standard equipment that might be optional on competing sedans.

For example, anti-lock brakes are standard on all Passats, but theyre optional on the base, 2006 Impala. Floor mats are standard in the Passat, but theyre not necessarily included without charge on some other cars. The Passats steering wheel telescopes as well as tilts to help drivers get comfortably situated, and the base car has a nice-looking leatherette upholstery, not cloth.

In addition, the Passat comes with a manufacturers comprehensive new-car warranty that runs for four years/50,000 miles, whichever comes first. This compares with a three-year/36,000-mile manufacturer warranty for a Camry.

The Passat also doesnt skimp on safety features. Even head-curtain airbags and front-seat side airbags are standard, and the Passat earned the top score of five stars in European crash testing.

Inside

Other innovative new technologies available on the B6 Passat include Automatic Distance Control, a sort of intelligent cruise control which uses radar to judge the speed of the vehicle in comparison to others on the road. Should a car ahead be traveling slower, ADC will automatically apply the brakes, preventing a potential collision. When the vehicle is no longer ahead, the car will accelerate, resuming the original preset speed.

Replacing the Monsoon audio system in the current Passat is an even more powerful ten-channel, 600-watt Dynaudio sound system with DVD player and LCD display. The audiophile-approved system is said to turn the Passats interior into a concert hall, but it also doubles as an on-board navigation system and hands-free telephone via a Bluetooth module.

The new, state-of-the-art Climatronic two-zone digital climate control, derived from the Phaeton, is another luxurious option which allows both the driver and passenger to tailor the cabin temperature to individual taste. The Passat will be equipped for the first time with a new intelligent starting and locking system. It does away with the conventional key, and takes the non-traditional form of a one-piece transmitter. When in close proximity to the car, the receiver automatically locks and unlocks the car. The transmitter is then slid into a holder on the dashboard, and the driver can start the car via a touch-button.

Road Test

Volkswagen has shown a recent willingness to tune their cars in line with our tastes, which means the grandest change is with engines. Just when you thought the sedan scene had settled into sanity, Volkswagen goes and punches out its V6 from a perfectly moderate 2.8 liters to a mines-bigger-than-yours 3.6. How does a 47% increase in power sound? Sounds to me like the Passats 280 horses just made it the first of its kind to pull off a 0-60 run in 5.9 seconds. Sounds like the Nissan Altima just got drop-kicked into second place. And as for the engine itself, it sounds terrific.

Technology deserves some credit here. Despite the engines heavy-handed iron construction and a loss of one valve from each cylinder (down from five to four), Volkswagens latest V6 makes more power than ever thanks to direct fuel injection, which lets the fuel bypass the intake port and squirt straight into the combustion chamber, allowing for a sky-high 12:1 compression ratio. All these changes also bless the Passats other engine, which enjoys a rebirth as a newly invigorated 200-horsepower turbo 2.0-liter 4. I sampled it on the Audi A4. It kicks.

Starting with the obvious, the power is there. Heck, its everywhere. Theres never any need to analyze whether you can pass that other car in time; you can. You can also go around town picking fights with nearly any Mustang built between 1964 and 1998 - and winning. The Passat is yet more proof that our society crossed the line of reasonable power in a front-wheel-drive car a long time ago: floor it from a stop and the tires will scream and squeal all the way to 40 MPH; try accelerating through a turn and you may not turn at all. But as long as youre already moving and the road is straight, just slam your foot down and revel in the excess acceleration. (Fun fact: Passats elsewhere on Earth start with 102 horsepower.)

Not that VW packed punch into the Passat and left the rest alone. That would be most un-German. They also did their deed with the suspension, which is now fully independent on every model (instead of just on all-wheel-drive cars) thanks to a new four-link setup in the back. They also swapped out the conventional steering rack for an electro-hydraulic type. In other news, the body is claimed to be no less than 57% stiffer in torsion than before, and the all-season tires are more aggressively sized at P245/45R17, though they also have 225 more pounds to carry.

So even if for slightly different reasons, the Passats ride and handling have the same slightly sporty slant they had before. Freeway ripples can hammer through pretty succinctly, but the suspension is comfortable enough on most roads. And while the all-season tires arent hard to overwhelm, the Passat takes a fairly willing attitude through curves. The switch to electrohydraulic steering sounded ominous, but it somehow comes off as less numb and more natural here than on the new Jetta. However, despite the slippery 0.28 drag coefficient, all that noise coming from the tires and the buffeting wind didnt seem up to autobahn standards. The last Passat did it better.

The Tiptronic automatic transmission abides by all the same rules as before, such as upshifting automatically at redline and downshifting when floored, eliminating it of much of its manual-ness. But it still shifts properly and on-time, and with a total of six gears this year, lets VW one-up (or two-up) every competitor except Mazda and Ford.

The Passat also felt familiar in a few strangely specific ways, even though the last one I drove was of a wholly different breed (a 1.8T 4Motion). Hit the gas and the Passat accelerates normally, then surges ahead once the tachometer swings past 2,000 - yup, just like a turbo engine. Turbos are fun, but wouldnt someone buying a V6 Passat expect linear V6 behavior? Also, VW still hasnt figured out how to program normal behavior into this cars brakes. The pedal is still squashy at times, especially when you press down more than halfway and the antilock kicks in, sending panicky pulsations through the pedal and making you feel like youre about to crash (though with the standard antilock and ESP stability systems, you probably wont).

So even with all the changes, weve gotten a Passat that manages to drive a lot like the last one. Mostly, thats an accomplishment.

Quality concerns

VW didnt fare well in some recent quality studies.
For example, in the 2005 J.D. Power and Associates Initial Quality Study of owners, VW was fourth from the bottom in the number of reported problems in only the first three months of ownership.

This is the poorest showing of all European marques and was only a slight improvement over the previous years ranking of second from the bottom. In 2003, VW also was below the industry average in this Initial Quality Study.

Meantime, in a look at longer-term issues, VWs from the 2002 model year ranked fourth from the bottom and worst among European brands, according to Powers 2005 Vehicle Dependability Study. The study measures problems owners report with their vehicles over the first three years of ownership.

"The Superiorly-Styled Sedan"

Pros:

The styling - interior and exterior - sets this car apart from not only its normal competitors (Accord and Camry) but also from its higher-priced rivals (BMW, Lexus, Infiniti). However, VW also drastically improved the functionality along with the form in the 2006 design. Cup holders, umbrella storage, trunk release, seat adjustments, radio controls, etc. are all very well laid out and add to the pleasant experience of getting around town in the Passat.

Cons:

Unfortunately, it is not the ecomonically-wise decision to go with the Passat over the Accord or Camry. With the requirement to use premium fuel and synthetic oils along with the steep sticker price, it costs to get in the well-styled Passat. However, it should be noted that many features are standard on the Passat that are normally upgrades on similar cars (leatherette, ABS, side air bags, turbo engine, etc.).

Overall Review:

The Passat breaks the mold in the "me-too" family sedan market. VW clearly decided it wanted the Passat to stand apart from the competition, and they succeeded. Does this make it a better car than the Accord, Camry, or other competitors? Not necessarily, but for the customer interested in a superior-styled, high performance sedan that doesnt want to spend the money on a BMW, Audi, or Lexus, the Passat is the clear winner. No one will argue that an Accord or Camry would be "cheaper-to-own" vehicles due to better gas mileage, cheaper maintenance, standard fuel, and lower sticker-prices, but the Passat serves as a strong player that should be considered. The 2.0T engine is a blast to drive around town, the interior styling (red-and-blue lights!) is a joy to experience, and the exterior looks compete with the high-end cars.

2006 Audi A4 review

Whats New for 2006

The Audi A4 has a few new powertrain options this year for the V6. Specifically, the V6 can now be equipped with a six-speed manual on all-wheel-drive sedans and wagons. The V6 can also be ordered this year for a front-drive A4 sedan with the continuously variable transmission (CVT). The only other significant change this year is the "S-line" name for the sport package.

Interior Features

The Audi A4 interior was redesigned as part of the all-new generation launched as a 2005.5 model. Its a nice, high-quality cabin, as weve come to expect from Audi. Colors and finishes are muted. A choice of wood trim is available that nicely complements the interior. At certain angles the sun reflected off of the silver trim surrounding the shifter on our 2.0T sedan, however.

Seats are well bolstered and have plenty of lumbar support. We found them comfortable and supportive. The standard cloth upholstery feels durable and provides a bit of grip. The optional leather surfaces are elegantly stitched and fit our posteriors well. The seats, mirrors, steering column and other features adjust in every conceivable direction, helping drivers find a comfortable seating position.

Interior space in the new A4 matches that of the previous-generation model. Its generally adequate in front but somewhat limited in rear leg room. This is not a car for the full-figured or for people much taller than six feet.

All controls are focused on the driver and with few exceptions are ergonomically configured and intuitively located. The steering wheel hub repeats the grilles trapezoidal outline. A minimalist set of secondary controls on the steering wheel spokes manages audio and other functions. Steering column-mounted stalks operate the usual array of features and are clearly marked except the rear window wiper and washer on the Avant, which is controlled by the right-hand lever. A proper handbrake lever resides in the center console with a pair of cup holders alongside.

Round gauges shaded by a hooded instrument panel look out through the top half of the three-spoke steering wheel. The information display, reporting such data as radio frequency, trip mileage, service interval warning and such, separates the tachometer and speedometer, with fuel and coolant gauges tucked away down in the corners.

The center stack features knobs and buttons for the audio and climate controls, and all easily deciphered and within easy reach. The climate control is easy to operate, but the air conditioning struggled to keep up on a 95-degree day driving through the desert.

When DVD navigation is ordered, the stereo panel gives way to the map display, which then doubles as a stereo panel. The navigation display is one of the best of the current generation of such systems. Readily understood controls orient the cursor and shift the map scale, with on-screen telltales stealing very little real estate from the map. The map offers both a flat, two-dimensional and a birds-eye perspective, the latter with a distant horizon visible running across the upper area of the screen.

The premium stereo has MP3 capability and a pair of slots for Secure Digital memory cards. Still, only stereo volume and pre-set radio stations can be changed without first pressing Accept on the opening display panel each and every time the car is started. We find it annoying to have to perform the electronic version of signing a legal agreement just to turn on the radio. Also, the stereo is on all the time the navigational system is active; you dont turn it off, you turn it down, another minor annoyance, but thats the way Mercedes does it, too.

We like the lane-change signal feature, where a tap of the turn indicator lever delivers three blinks. We wish the beep confirming the remote lock would sound more promptly, as we constantly found ourselves pausing for a moment to be sure the doors had in fact locked. We like the one-piece wiper blades for their sleek looks, slicker aerodynamics and solid seating against the glass at autobahn speeds. And were thankful for the red Stop button on the drivers memory settings panel for those times when we pressed the wrong memory setting button. While we are strong believers in seat belts, we found the warning chime annoying because it would urgently sound after starting the car before we started driving. In other words, youre not allowed to just sit there in the car with the engine running without buckling up.

Storage is aided by a big glove box, though it gives up space to the CD changer if the navigation system is ordered. A nice touch is a drawer the size of a credit card above the in-dash CD changer. The front doors have fixed map pockets. Net pouches on the rear of the front seatbacks hold magazines, snacks and other sundries. A power point in the center console bin is provided in addition to the cigar lighter in the front ashtray. A flip-down armrest in the rear seat contains two cup holders. The fold-down, height-adjustable front center armrest aligns with the driver door armrest, encouraging a restful, upright driver posture; it does, however, interfere with the handbrake, requiring either a wrist-contorting, forearm-straining pull-force or folding it up out of the way to gain access to the lever. One tester finds this armrest annoying and flips it up and out of the way when driving.

Cargo volume remains the same in the new A4, with cubbies in the cargo areas interior side panels and numerous tie downs. The trunk lid flips out of the way for easy access.

The Avant features a two-way cargo cover that houses a pull-up, vertical net to restrain stacked objects or maybe a dog, which could be important in an accident. Pull-down grips inside the liftgate spares your hands from road grime.

Powertrains and Performance:

On the A4 convertible, you can choose either the 1.8T, which has a 170-hp turbocharged inline four, or the 3.0, which has a 220-hp V6. On the sedan and Avant, you have your choice of the 2.0T, a turbo four with 200 hp, or the 3.2, a 255-hp V6. Quattro all-wheel drive is standard on the wagon and available for the sedan and convertible. Sedans and wagons with quattro can be equipped with either a six-speed manual transmission or a six-speed automatic. The 3.0 convertible quattro comes only with a five-speed automatic, and front-wheel-drive A4s are only available with the CVT.

Safety:

Safety features include a superb set of four-wheel antilock disc brakes, Electronic Brakeforce Distribution, BrakeAssist and stability control. Additionally, the A4 is equipped with side airbags for the driver and front passenger. Sedans and wagons also come with side curtain airbags for the front and rear (seat-mounted rear airbags are optional), while convertibles get a rollover protection system. In government crash testing, the A4 sedan received four stars for front-occupant protection in frontal crashes. For side impacts, front occupants received five stars and rear occupants four stars.

Interior Design and Special Features:

High-quality materials, solid construction and a sleek, modern design make this a car youll love every time you get in. The seats can be on the firm side and a few of the controls take some time to get used to, but the overall design is one of the best in the segment. Wagons offer 27.8 cubic feet of luggage capacity with the rear seats up and 60.6 when theyre folded.

Driving Impressions:

The A4 is one of the most balanced cars in the entry-luxury segment in terms of ride and handling. Its comfortable in day-to-day driving as the suspension soaks up most bumps and potholes. A4s equipped with the S-line package provide expanded handling capabilities at the expense of some ride quality. While the A4 isnt as razor-sharp as the BMW 3 Series, the extra grip afforded by quattro could justify the trade-off for many drivers.source : http://www.edmunds.com

Reviews SUV Used Car Reviews

2003-2005 Subaru Forester

If it seems funny that Subaru had us test its 2003 Forester at Alabamas Talladega Superspeedway, trust me, it was. By the third time Id steered the second generation of this car-based SUV through the 2.66-mile ovals 33-degree high banks, I was grinning. By the end of my co-drivers turn at the wheel, I was laughing nonstop, so unlikely was the scene of this sensible Subaru all-wheel-driving at 85 mph over the same pocked tarmac where NASCAR stockers rub fenders at nearly 200.

I couldnt help thinking that we should have driven the new Forester on the steep ascents of San Francisco, the better to test the famous Hill-Holder clutch, which returns in the Forester after a five-year absence from the Subaru lineup. (The food would have been better in Frisco, too.) The Hill-Holder, standard with the five-speed manual, engages a pressure-holding valve when both clutch and brake pedals are depressed. Let up on the brake, and in that brief moment when your right foot is moving toward the accelerator pedal, when normally the car might roll backward toward Fishermans Wharf, the brakes stay locked until your hoof actually makes contact with the go pedal.

But we were not in San Francisco, and we do like Alabama barbecue, just as weve liked the Forester since it debuted five years ago as one of the first crossover vehicles. For 2003, changes to the wackiest Subaru are not revolutionary, but theyre noteworthy. The sheetmetal is new, with raised-eyebrow headlights and a hexagonal tailgate framing the more muscular bodywork. The stiffer chassis, derived from the new Impreza, boasts a front subframe made of hydroformed steel members.

Bigger anti-roll bars and front brakes have been fitted, and the interior has been freshened. Subarus 165-horsepower, 2.5-liter boxer four returns. You were expecting the Impreza WRXs turbo four? Dream on--the Forester is practical, not fantastical. Besides, that scenario would substantially raise the Foresters tariff, currently in the low to mid-$20,000s, and Subaru hopes to hold the line on Forester pricing, maybe even to drop it a bit on a comparably equipped basis.

The Forester has never beckoned to hot-footers, anyway, or to those people for whom all consumer goods, whether they be houses, fountain drinks, or SUVs, are better if theyre bigger. Its appeal lies in its standard all-wheel drive; modest yet functional overall size; just-right seating position--not too high, not too low, offering superb all-around visibility; useful 7.5 inches of ground clearance; and reasonable cargo capacity. If you haul around all your worldly goods, skip this one. But if you leave most of them at home, the Foresters 32.0 cubic feet of cargo space with the rear seats in place and 64.1 with them folded will serve you well. My co-driver and I hauled a seven-foot, 200-year-old grandfather clock from a rural antiques store to our Birmingham hotel (albeit with one of us riding beside it in the back seat).

The Foresters carryover strut-type four-wheel independent suspension does a decent job of damping most under-wheel intrusions, except in the truck lanes of Alabamas freeways, which can test the mettle of any cars underpinnings. Under those circumstances, we found it best to move into the left lane and give the Forester the boot. Said maneuver demonstrated that the optional four-speed automatic is hard-pressed to make the most of the engines modest torque. Go for the five-speed manual.

Side air bags, now protecting both head and chest rather than just chest, are newly standard, along with front-seatbelt pretensioners and active head restraints, and the uplevel XS model gets electronic brake-force distribution. Perhaps most interesting, though, is not what has been added but what has been taken away: weight. The Forester is about 90 pounds lighter than before, thanks to increased use of aluminum and a new welding technique for the body. Lighter is always better, whether youre flooring it at Talladega or cresting hills in Pacific Heights.

Womens view Volvo V50 T5

When I was younger, I liked my cars how I liked my men good looking and sporty. As far as technical specifications went, all I needed to know was a) does it have a mirror in the sun visor so I can check my lippy at the traffic lights, and b) can I get it in red? But the years have passed, Im older and wiser well, older at least and my motoring needs have changed.

These days I need a car which will suit the demands of my husband (an engine with a bit of poke), my 1 year old (plenty of room for toys and a decent car stereo so we can play the Teletubbies song again and againand again) and me (a big enough boot to carry home the spoils of my latest retail therapy session). Could the V50 provide all of that?

I dont know if its a girl thing, or a size thing (Im only 52"), or just because in the past most of my cars have been hatchbacks, but I sometimes find estate cars a bit overwhelming; they seem to go on for ages. But for an estate the V50 seems almost compact and bijou; perhaps just in comparison with the chunky V70, which to me is a proper estate car. This isnt to say that the V50 completely lacks storage space. Its slightly shorter than its predecessor, the V40, but its also taller and wider, so its more capacious than you might first think.

Certainly on a trip to the grandparents we managed to pack in travel cot, buggy, reams of baby wipes and nappies, a wardrobes worth of baby clothes (they get through a lot at this age), and a toothbrush and a clean pair of pants each for mummy and daddy. Not bad for a weekend away, although I think youd have trouble with a bigger family, and we did have to pack carefully. Theres not much leg-room in the back for adults or older children, particularly if the driver and front passenger are tall. The Scandinavians seem to have designed this one with the smaller family in mind; just enough room in the back for little Bjorns car seat, efficient air conditioning to keep you as cool as Sven Goran Erickson during a tabloid newspaper sex scandal, and a boot you could fill with enough jars of pickled herring to feed the whole family for a month.

On the retail therapy front, fold the back seats down and you could probably squeeze a Torksvig storage solution (flat-pack pine bookcase to you and me) in the boot. In an emergency the spare is nicely accessible, which makes it that bit easier for husband to change the wheel while I chat up the AA man.

Volvo have to me always represented safe but rather conservative design. So their new floating console comes straight out of left field, curving gently away from the rest of the dash and leaving thin air behind it. On this model it had a very strange semi-transparent finish, which I quite liked, although a veritable smorgasbord of different finishes including wood, aluminium and plastic are also available. The controls are good and chunky and easy to reach from the drivers seat, although the CD/radio looks far too complicated to muck about with once youre off.

Putting the ignition on the dashboard next to the steering wheel seems a bit strange because anyone with bigger hands than me, or even a larger key fob, would knock the indicators every time they fired the car up. The only major disappointment is the rest of the dashboard, a vast expanse of uninspiring grey plastic with a piddling glove box which is just big enough to keep the car manual in but not much else. Where do I put my maps, emergency wet wipes, torch, AA card, bottle of water, small but carefully chosen selection of CDs, tin of travel sweets? Certainly not in the equally tiny door pockets. But there are two very nice cup holders, so at least Ive got somewhere to rest my latte.

Upholstery is in grainy leather, more at the hard wearing end of the range than the luxurious executive end. While were on the subject of seats, the drivers seat goes up and down as well as backwards and forwards good news when youre a shorty like me. Its something of a novelty having a decent view over the steering wheel, rather than through it. The model I tried was the top of the range 2.

5-litre, 5 cylinder, 220bhp T5 SE. It also comes in four-wheel drive for those of you with off-road pretensions. Itll go from 0-60 in 6.9 seconds with a top speed of 149 miles per hour, which is perfect for getting the kids to school on time on those mornings when the alarm doesnt go off. Fuel consumption is pretty good for this size engine, with an average of 31mpg.

Easily. The V50 combines the quality and reliability youd expect from a Volvo, with some neat design touches and enough space for a small family. The T5 also delivers that extra bit of punch in the engine department. Dont however over-estimate the carrying capacity of this car; taking a family of five on a camping trip with bicycles, skis and granny in the back isnt going to happen in the V50.

£25,020 for the T5, but for those on a lower budget prices start from around £18,000 for a 1.8 S. Next to the comparable Alfa Sportwagon these prices stack up quite nicely, whilst being a good deal less than something like a BMW 3 Series Touring.

2006 Honda Odyssey review

Which minivan has the best fuel economy rating for 2006?

Hint: Its the same van that led all others in fuel economy for 2005 in government ratings.

Its also the minivan that was a Consumer Guides Best Buy for 2005, Money magazines Best Minivan for 2005 and one of only five "Best Trucks" for 2005 by Car and Driver magazine.

The answer is the 2006 Honda Odyssey.

Interior

Inside, the Honda Odyssey is comfortable and convenient. It feels downright luxurious when ordered with leather trim. The materials are nice and the metallic-colored trim that runs across the center dash is attractive.

The drivers seat is designed to hold the driver more firmly and is positioned in a car-like setting. Power-adjustable pedals are available in the Touring model. The shift lever is mounted on the dashboard; it looks odd at first, but its easier to use than a column-mounted shifter. A handy drink tray is provided between the front seats, but theres no center console.

The second-row bucket seats are comfortable.

The third-row seat is split 60/40 and folds easily into the well provided for it, and the headrests do not need to be removed before folding.

Theres room for eight people with the optional PlusOne seat that fits between the two captains chairs in the second row. If its not needed as a seat it can be turned into a table or stowed in the floor in place of the Lazy Susan bin. If the PlusOne seat is not being used, the right-hand seat can be slid across to allow easier access to the third-row seats. This flexibility makes the Odyssey a versatile people hauler, but its not the best in the class for hauling cargo.

The optional voice-activated DVD navigation system includes Zagat restaurant data. The large eight-inch monitor is positioned high on the dashboard for easy viewing. The voice-activated system responds to 637 commands and is smart enough to understand different accents and find locations without any need for input other than by voice. Apart from navigation, the system can be used to operate the radio and climate controls. We found the system responds effectively to voice commands.

The available DVD entertainment system features a large nine-inch widescreen display that folds out of the ceiling. For 2006, the DVD system comes standard on Touring models (previously it was only available with the navigation system). The wireless headsets turn on and off automatically as the ear pads are rotated. For 2006, XM Satellite Radio is standard on Touring models.

Whod ever think of putting a Lazy Susan in a minivan? Honda has. No, its not for serving food, but for adding an incredibly useful hidden storage area. The previous Odyssey had a storage well under the floor of the front seats for the spare tire. Honda engineers have moved the spare to a location in the rear. Instead of removing the round space under the floor where the spare used to reside theyve turned it into a hidden storage compartment with a rotating compartmentalized bin. Theres a small access panel in the floor between the two front seats for front passengers to get access and another bigger one in front of the center-row seats for access. So whatever stuff is stowed in the Lazy Susan, front or middle-row passengers can turn it for access. Ingenious!

Not as ingenious are the two glove boxes, which are more awkward for storage than one big one.

For power, the Honda Odyssey relies on a 244-horsepower, 3.5-liter V6 mated to a five-speed automatic transmission. One special feature for this V6 on top trim levels is Variable Cylinder Management, or VCM. VCM improves the Odysseys fuel efficiency by "shutting off" three of the engines six cylinders during cruising and deceleration. When power is needed for acceleration, the engine seamlessly switches back to all six cylinders.

On the road, the Odyssey impresses thanks to its powerful engine and stable handling. Cornering is flat, the steering is direct and acceleration and braking are linear and sure. All of these qualities have made this Honda van a favorite of Edmunds editors, and it has won the Edmunds.com Editors Most WantedSM minivan award more than any other minivan on the market.

Pros: Great ride, look, and performance. Its a beauty!!!!!!!
Cons: None

This mini van rules!!!!!! Ride, comfort, and most of all safety features. This is our fourth minivan but first Odyssey. If only we had known what we were missing out on with our first three mini vans. This van has it all. Nicer than the Sienna (side by side the Odyssey blows away the Sienna) and dont even bother looking at a Chrysler/Dodge unless you want an inferior cheap product.

Car Review 2006 Kia Amanti

Value and quality are the 2 words we use most to describe this car. With over 10,000 miles we continue to enjoy the quiet ride, a comfortable interior, great sound system and puzzled looks from other drivers as they try to figure out if it is a Jag or a Benz.

The Amanti has a soft, buoyant ride, but has clumsy handling, although its optional ESC keeps it secure.

The V6 delivers only adequate performance, and its 18-mpg fuel economy is unexceptional. The interior boasts impressive fit and finish.

News

Amanti may get a cosmetic freshening for 2008, but nothing drastic. A complete redesign is possible for 2010, at which point Amanti would become a retrimmed sister of parent Hyundais Azera.

New for 2006

The 2006 Kia Amanti receives additional luxury equipment as standard equipment including leather seats, heated front seats auto-dimming rearview mirror with HomeLink system and power sunroof. Also new for 2006 is an available Infinity Package, which includes an Infinity 225-watt AM/FM/Cassette with a 6-disc in-dash CD changer and nine speakers including a subwoofer, two-position memory setting for the driver’s seat and outside mirrors, and a four-inch monitor, which displays trip computer information, outside temperature and digital clock.

Interior Design and Special Features

The Amantis interior seats five and offers the highest level of amenities ever offered in a Kia, such as dual-zone automatic climate control, an eight-way power-adjustable driver seat and a 270-watt audio system. The front seats offer more head- and legroom than any other full-size sedan. In back, occupants will find ample headroom as well, but the Chrysler 300, Ford Five Hundred and Toyota Avalon offer more legroom. The Amanti comes standard with a ski pass-through and trunk lid that utilizes concealed hinges with gas struts to keep from damaging cargo. Trunk capacity is 15.5 cubic feet, about average for this class.

Safety

Four-wheel antilock disc brakes are standard, while stability and traction control, Electronic Brakeforce Distribution and BrakeAssist are available via an option package. Standard seat-mounted side airbags protect front occupants, while full-length side curtain airbags protect all outboard occupants. The Amanti also has active whiplash-reducing front head restraints that move up and an anti-lockout system that keeps the doors from being locked while the key is still in the ignition. A first-aid kit is a stand-alone option. The NHTSA has not crash tested the Amanti, but it earned the top rating of "Good" in IIHS frontal-offset crash testing.

Powertrains and Performance

The Amanti is powered by a 3.5-liter V6 rated at 200 horsepower and 220 lb-ft of torque. A sharp-shifting five-speed automatic transmission gives the Amanti solid performance despite its modest horsepower. The transmission includes a manual-shift mode with an LED indicator in the instrument panel.

Driving Impressions

Like most vehicles in its class, the Amanti is tuned to provide a smooth, quiet ride with maximum isolation from the road. With only 200 horsepower, it lags behind the majority of its competitors, but theres enough power on tap for most driving situations. Its overall refinement level doesnt match the class-leading Toyota Avalon, but for those looking for an excellent value in this segment, the Amanti is a compelling choice.

Body Styles, Trim Levels and Options

The Amanti is a large four-door sedan available in a single trim level. The standard equipment list includes 16-inch alloy wheels, a full-size spare tire, dual-zone automatic climate control, a CD player, heated leather-upholstered seats with eight-way power adjustment (four-way power for the passenger), wood grain trim, a sunroof, an auto-dimming rearview mirror, steering wheel-mounted audio and cruise controls and a full set of one-touch up/down windows. Opt for the Infinity package and youll get a 270-watt Infinity sound system with an in-dash CD changer, a trip computer with a 4-inch LCD screen, and memory settings for the mirrors and driver seat.

Favorite Features: Luxury ride, similar to Lexus 400 and Lincoln Town car. Styling, luxury leather with beautiful birds eye maple wood (plastic) trim. This car is so well planned with 3 power outlets inside. Many features you can only get on Lexus, BMW & Mercedes.

2006 Kia Amanti Summary

The 2006 Kia Amanti is a 4-door, 5-passenger family sedan, available in one trim only, the Base.
Upon introduction, the Amanti is equipped with a standard 3.5-liter, V6, 200-horsepower engine that achieves 17-mpg in the city and 25-mpg on the highway. A 5-speed automatic transmission with overdrive is standard.

MSRP: $27795.00-$27795.00

Invoice: $25325.00-$25325.00

Auto Parts Fast Offers High Quality Jeep Fog Lights and Other Replacement Performance Jeep Parts

When we speak of off-roading, one brand comes to mind too quickly, Jeep. This automobile marque of DaimlerChrysler carries an outstanding reputation for building tough and dependable off-road vehicles since the World War II when it was first used by the US army. The name “Jeep” almost got synonymous with “off-road” that even other vehicles used in farms were referred to as Jeep.

Jeep parts carry the same reputation as well. For such a dependable vehicle to withstand the dangers and difficulties of driving off-road and in worst conditions, highly dependable and hard-wearing parts are needed. Thus, it becomes a constant and rational requirement for a Jeep to have only the best replacement auto parts that could match its impressive off-road driving capabilities.

Knowing and believing that a Jeep owner deserves only the best replacement Jeep parts, fastbodyparts.com offers the most reliable and complete line of performance auto parts, replacement aftermarket auto parts, and auto accessories for various Jeep models, including the best quality auto parts for Jeep Cherokee, Jeep Grand Cherokee and Jeep Wrangler.
Among the best quality Jeep parts offered at Auto Parts Fast are high quality Jeep fog lights. Fog lights, among the other auto lights in your Jeep such as the Jeep headlights, Jeep corner lights, Jeep tail lights and many others, are very important especially when driving towards mountainous and forested areas. In these places, visibility is very low and thus, chances of meeting accidents are higher.

It is important to be equipped with wide variety of auto lights when driving off-road. It is not enough to use only your Jeep headlamp and Jeep taillight when traversing uneven pavements, rocky roads or roads with thick snow and mud, especially when the weather is not that good. Your Jeep fog lights can help you cut through thick fog or rain with ease and without temporarily blinding your eyes.

Now that coldest months are approaching, you should already prepare your Jeep by getting top quality replacement parts should you find parts, especially the lights, not in excellent working condition. While it is true that accidents happen unexpectedly, exerting your best efforts to equip your vehicle can help reduce the risk of meeting damaging, costly and even fatal accidents.
Let Auto Parts Fast help you prepare your Jeep for the inclement weather days. Aside from Jeep headlights, fog lights, and corner lights, Auto Parts Fast also offers wide selection of top quality Jeep alternator, Jeep radiator, Jeep wheels, Jeep weatherstrip kit and Jeep mirrors. Go click through the link and find out what other auto parts are in store for your top-notch Jeep

About The Author
As a former news correspondent for an auto-related website, Stacey Wilson has gathered extensive knowledge and experience in the automotive industry.
This 34 year old mother of two from Memphis is a genuine car lover.
Auto Parts Fast http://www.fastbodyparts.com/parts/jeep
stacey@fastbodyparts.com

2006 Subaru Impreza Reviews Specs

Fast, fun, agile, mean, way too much torque. Very affordable when compared to competitors. None of those fancy gadgets and toys can be found here... go buy a loaded Acura TL or Mercedes if you need those distractions. This is a great vehicle for those who want to stray away from the automatics. If you are considered a "youthful" driver but need an adrenaline rush type car without high insurance rates... the WRX will work.

You definitely get your moneys worth. Compare it to BMWs 3 series, a Mustang, and even Audis A4 with Quattro... youll realize what you have. This car was at the bottom of my list, but after driving it through corners and hitting 110mph in 4th gear, it was an automatic buy. If you want a car that has that "sleeper" look, then this is it. Another buying point: this car is pretty much a sports car but your insurance rate will not spike up... performance sedan with lots of rally safety features :) The TR trim with an added spoiler is all you need. Simple and mean... but nobody knows!

New for 2006

The 2006 Subaru Impreza gets new front end styling, bringing it in line with the new Subaru signature design, featuring a three-section mesh-type grill inspired by the company’s aircraft heritage, plus restyled headlights with smoke-tinted lenses. A new dual-stage Subaru Advanced Airbag System is standard on all 2006 Subaru Imprezas, and the 2.5i gets side airbags. Four different WRX trims are offered for 2006 with the addition of a less-expensive TR and a more luxurious WRX Limited. These, along with the WRX sedan get a slight upgrade to 230 horsepower, while the WRX STi continues with its 300 horsepower engine. STi uses a new mechanical limited slip center differential in place of the previous hydraulically controlled unit.

News

A redesigned Impreza is expected for the 2008 model year. Look for a concept preview at a major auto show in early 2007, with a possible introduction in the second or third quarter. New-model specifics should surface soon, so keep checking back with us.

Interior Design and Special Features

Though by no means a match for the cockpit of a Jetta, the Imprezas dash is modern enough in appearance, and the materials used are of good quality. For cargo, the wagons can hold 27.9 cubic feet of stuff, or 61.6 cubic feet with the rear seats folded flat.

Safety

All Subaru Impreza models have standard four-wheel antilock disc brakes. Side airbags are standard on all models. In government crash testing, the Subaru Impreza earned four stars (out of five) for driver safety in frontal impacts and five stars for front-passenger safety. Five stars were awarded for front-seat side-impact safety. The IIHS named the Impreza a "Best Pick" in frontal-offset testing.

Powertrains and Performance

Powering all 2.5 i and Outback Sport models is a 2.5-liter, horizontally opposed four-cylinder engine that makes 173 horsepower. A more powerful engine can be found in the WRX sedan and wagon. This turbocharged 2.5-liter mill (also a flat four) kicks out an impressive 230 hp and 235 lb-ft of torque. Transmission choices are a five-speed manual or a four-speed automatic. All-wheel drive is standard on all Imprezas.

Body Styles, Trim Levels and Options

The Subaru Impreza is available in sedan and wagon body styles and a wide array of trim levels. The 2.5 i sedan and wagon have 16-inch alloy wheels, a sport-tuned suspension, air conditioning, sport seats with height adjustment for the driver, a CD player, a leather-wrapped steering wheel, and power windows, locks and mirrors. The Outback Sport wagon adds two-tone paint, heavy-duty suspension tuning and a bit more ground clearance, foglamps and cargo tie-downs. The Outback Sport Special Edition sedan and wagon build on these features with a premium audio system, in-dash CD changer, auto-dimming rearview mirror, leather steering wheel and shifter, and a rear spoiler.

The high-performance Impreza WRX comes in three different versions: WRX TR, regular WRX and WRX Limited. The TR features a functional hood scoop, limited-slip rear differential, stiffer suspension, bigger brakes and unique wheels. The standard WRX adds STi ground effects, foglamps, aluminum pedal covers, automatic climate control, premium audio with CD changer and performance-design seats. The luxury-oriented Limited features leather seating, heated seats and mirrors, and a moonroof.

Road Test

One constant dating back to 1993 is the WRXs standing as an undercover authority figure. Any street racer making assumptions about this unassuming little sedan got his reward in the form of a dropped jaw and a crushed ego as its driver rocketed out of sight. Driving a WRX has always been the nonverbal way to say "You boys better gather up your VTECs, turbo Eclipses, and 5.0 Mustangs and move your little league over to some other park. This is a mans game now."

Turbocharging makes this possible. You may have seen turbos in your time, but how many of them crammed twice the pressure of the atmosphere into four little cylinders (via a Mitsubishi turbocharger, irony of ironies)? The mention of 227 horsepower doesnt blow minds like it did in 2002, but you dont think much about paper specs when youre out in the real world thrusting out of corners or past entire herds of cars, all while listening to that vivid roar exclusive to engines whose cylinders lie sideways. And admit it: 5.4 seconds to 60 is still fast.

For 2006, the power rushes in sooner and stronger now that the other Subarus have chosen to share their 2.5-liter engine block with the formerly 2.0-liter WRX. While bore and stroke both rise in tandem (92mm to 99.5; 75mm to 79), the three extra horsies (now 230 in all) find themselves overshadowed by the 18 additional pounds-feet of torque. The healthy new supply of 235 cures the weak-kneed feeling from its low-speed operations.

Putting all that power to the ground is never a problem when you channel them through all four wheels, which in this case also helps handling. Isnt handling this cars greater talent anyway? AWD exploits every last iota of grip from this years bigger P215/45R17 tires (though their all-season tread limits potential), and a rear end thats easy to slide around guarantees youll have a fun time trying. Steering that sends clear signals to your hands and has been sped up for quicker response this year are further points in the WRXs favor.

All this news might hint at a hyperkinetic no-compromises race car. Not so. Despite the rising sport quotient, the WRX never had much interest in your suffering. Aside from the occasional sharp snap or harsh landing, the WRXs quartet of struts eats up bumps in a manner nearly as civil as a normal Impreza. At 70 MPH, the new big engine spins at a reasonable 2,600 RPM and road noise is never a big deal, possibly thanks to this years noise reduction measures (underbody cover, more insulation in the carpet and headliner). Oddly, the one standout in the NVH department is wind noise that turns almost violent as 100 MPH draws near; blame the [functional] hood scoop and frameless doors for that one.

The WRXs potential is pretty down-to-Earth, too. Smooth steering, brake, and accelerator inputs promote quick man-machine bonding, and this editor enjoyed slamming the new "short-throw" shifter (still seems tall) through its gates. Unlike Mitsubishi did with its Lancer Evo, Subaru didnt spoil the stickshift experience with a recalcitrant clutch; the WRXs left pedal is gradual and forgiving. Another difference: its turbocharger isnt heard from as often due to its circa-3,500 RPM activation point (and because of higher natural torque, it doesnt need to be), which would explain how our WRXs very decent 24 MPG (mostly freeway) beat our smaller-engined Evo. (The flipside: Mitsubishis turbo is more fun to activate.) Finally, after failing to find Subarus mushy brake feel (new front and rear rotors are bigger by 0.1" and 1.0"), I gave up looking for a serious flaw in the WRX driving experience.

So it found me. There I am, cruise controlling my way down Interstate 5 at 80 MPH when my speed starts sagging and fluctuating between the 60s and 70s, shortly thereafter surging past the mid-80s. After a minute of this, I hit Cancel, take the helm, and all sanity is restored. But another minute passes and speed starts tapering off again, this time robbing me of all accelerative ability. I then perform two frantic lane changes to reach the shoulder, and on my unsteady descent to a stop I notice my check engine light present, my power steering absent. I think I recall some other dashboard lights, but my mind was focused on other matters. Like my mortality.

The WRX is as fun in person as it is in pixels. Just remember that in real life, there is no reset button.

Favorite Features

Seats -- great seats with good support; look good too. Engine -- very flexible, good power, decent fuel economy and its smooth as silk (cant even tell the engines running at idle).

Overall Review

other than road noise this car is absolutly amazing. turbo gives driver a boost in speed when required. handles like an absolute dream for the $32,000 price tag. the only other car in this price range that can rival the sti on speed and handling would be the mitsubishi evo. racing seats keep you in your seat when, only suggestion would be to come standard with a three point seatbelt harness.

In my opionion, this is the best car Lincoln has produced to date.The LS is a consistent performer in every major category, but it does not blow you away in any specific one. Ask yourself this, can you consider this a flaw. The 3.9 liter V-8 cranking out 290 horsepower is just as strong as the its corporate cousin 4.2 liter [Jaguar S-Type 4.2].

The interior is full of leather and great looking wood, especially on the steering wheel. Everything you need is well within easy reach, including the air conditioner{passenger and driver temperature controls} and the sound system{6-disc cd changer with stereo controls}.

The LS comes with alot of standard features: leather interior, 6 disc changer. leather and wood steering wheel and gearshift,foglights, xenon headlights, key-fob{ allows to operate your windows with keypad-up and down} and host of other standard and optional equipment such as moonroof and a easily functional navigation system ,which i didnt opt for. To sum it up,great engine sound system, ride and handling for under $40,000.

Always looks good, handles well, well worth the money spent when considering other makes in class.

New for 2006

Lincoln LS shares a rear-wheel-drive platform with the British-built S-Type from Ford-subsidiary Jaguar, but differs in styling and equipment. Only a V8 Sport model returns for 2006. It comes with a 280-hp V8, 5-speed automatic transmission with manual-shift capability, ABS, and traction control. Front side airbags are also standard. Curtain side airbags are available, as is an antiskid system. Other options include heated/cooled front seats, heated rear seat, navigation system, power-adjustable pedals, and xenon headlamps. Lincoln now offers a smaller, less-expensive midsize sedan in the front-wheel-drive Zephyr. Production of the LS is scheduled to end during the 06 model year.

Interior Design and Special Features

Materials quality is not up to the level of import competitors, but real wood, faux titanium and chrome accents add some visual interest to the Lincoln LS cockpit. The leather upholstery is soft to the touch, and although the well-cushioned chairs provide excellent comfort during highway cruising, their lack of lateral support makes them unsuitable for more spirited driving. The backseat offers more room than most entry-level luxury sedans, as even 6-footers will find ample head-, leg- and foot room.

Safety

Traction control is standard across the line, while the AdvanceTrac stability control system is optional. The Lincolns four-wheel antilock disc brakes are equipped with Electronic Brakeforce Distribution (EBD) and BrakeAssist. Side airbags for front passengers are standard; full-length head-curtain airbags and rear parking sensors are optional. In NHTSA crash testing, the Lincoln LS scored five stars for protection of the driver in frontal impacts and four stars for front-passenger protection. Side-impact tests resulted in a four-star score for front-seat occupants and five stars for rear-seat passengers. In 40-mph frontal-offset crash testing by the IIHS, the LS received a "Good" rating (the best possible).

Powertrains and Performance

The sole powertrain is a 3.9-liter V8 that boasts 280 hp and 286 lb-ft of torque. This V8 is mated to a five-speed automatic transmission that sends power to the rear wheels.

Body Styles, Trim Levels and Options

The midsize Lincoln LS sedan is available in one trim level: V8 Sport. A host of standard features are included, such as 17-inch alloy wheels, dual-zone automatic climate control, leather upholstery, auto-dimming mirrors and power seats with drivers memory. Various optional upgrades include a power moonroof, HID headlights, heated and cooled front seats, walnut burl wood trim, power-adjustable pedals and a DVD-based navigation system combined with a THX-certified six-CD audio system. Many of these options are bundled into the available Elite and Premium option packages.

Driving Impressions

Smooth and gutsy off the line, the V8 remains quiet while providing strong acceleration from almost any speed. The Lincolns handling is commendable considering its size, but as the turns get smaller, the LS begins to feel bigger. Out on the highway, the 2006 Lincoln LS plays the part of a touring sedan almost perfectly, offering both a smooth ride and secure handling. But as a sport sedan, its average at best.

Favorite Features

Smooth and responsive V-8 Power.THX/NAV Heated/Cooled Front Seats. Power Adjustable Steering Wheel and Auto Seat Exit.Heated Rear Seats.Wood Grain Interior Accents. Great Looks!

Overall Review

The 2006 Lincoln LS V8 is a worthy automobile in the elite and luxury market. It offers many options that rival makers only offer at a much higher price.

In the closely fought compact executive market, one model stands out from the rest: the BMW 3-Series. It has history stretching back to the 1980s and has built a solid reputation, and is the car of choice for every young middle manager.

Its not that 3-Series lacks any serious rivals: the Mercedes-Benz C-Class is as prestigious; the Lexus IS will push it on reliability, while a fully loaded Ford Mondeo is better value. But it’s only the 3-Series, with its purposeful yet conservative styling, which has struck a chord with the British. Its popularity has not weakened residuals; even with plenty of used ones about, prices are remarkably stable.

Other automakers are envious of the 3 Series for another reason: It exemplifies consistency in product character and values. BMWs 3 Series cars have been the benchmark for entry luxury cars for some time, and we do not see this changing soon.

The competition may be gaining, but BMW is hardly sitting still. For 2004, the 3 Series gets an extensive array of updates. The coupe and convertible are mildy restyled, front and rear, and theres more of just about everything: More technology, more standard equipment, more wheel design choices. 330 models now come standard with a 6-speed manual transmission, and BMWs trick Sequential Manual Gearbox (SMG) is offered on all rear-drive models. Theres a new Performance Package for the 330i sedan that makes it a virtual four-door M3. All 3 Series are offered with a BMW Assist telematics package that no longer requires the optional navigation system.

The coupe and convertible prices increase several hundred dollars, but all 3 Series cars come with the same full-maintenance included for the duration of the four- year, 50,000-mile warranty. For entry luxury market shoppers who put a premium on driving satisfaction, the BMW 3 Series remains the place to start.

Passengers

BMW clearly acknowledged criticisms over passenger space in the previous 3 Series and although not a class leader, the new car easily accommodates four adults with good legroom in the rear. However, a raised central cushion in the rear will make for an uncomfortable journey for a fifth passenger. The new 3 Series has a slightly harder ride than its predecessor. Wind and road noise are very low and engine noise from the diesels is minimal, even at motorway speeds, the six cylinder petrol engines give out a muscular note when pressed.

Drivers

The bmw 3 series has a choice of six engines; the 2.0 litre petrol and diesel engines having recently been updated now deliver significant improvements in performance and economy. With a sportier reputation than most of its rivals the 3 Series has a lot to live up to, it doesnt disappoint, BMW has tuned the chassis to make the 3 Series even more responsive and to improve driver feedback.

Apart from the 316i, which is underpowered, all of the BMW engines excel; the six cylinder engines are silky smooth and the diesels are awesome, in particular the 330d. On the flipside of the BMWs sportier pedigree is a firmer suspension, resulting in a slightly harder ride than its rivals. The BMW 3 Series has an excellent driving position with two-way adjustable steering and height adjustable seats, which provide good support. The gear change can be a little harsh at low speeds. The steering wheel mounted SMG sequential semi-automatic transmission is also worthy of consideration. As you would expect the cabin is well laid out with controls logically placed and within reach.

Equipment

Base spec doesnt offer very much. SE and Sport are much better served but there’s still plenty of options to consider.

Driving Impressions

Driving doesnt get much better than the BMW 3 Series, at least not with room for five, a high-level of all-season comfort and good mileage. Yes, some of its competitors offer a stronger price/equipment equation and comparable objective performance. But if you take off in a 3 Series and immediately realize the gap to the rest of the pack is wider than the price differential, then you can consider yourself an enthusiast driver and that your money was well spent.
If price is an issue, dont hesitate to choose the 325i. For a price less than the typical mid-size SUV, and nearly $7,000 less than the 330i, you get a true European sports sedan. You may never miss the extra power of the 330i, and you certainly wont miss the increase in monthly payments. The 2.5-liter engine doesnt develop the urgent thrust of the 3.0-liter, but it has plenty of power and its delivered in smooth, linear fashion with no significant dead spots or rushes. Just strong, steady propulsion. Its so smooth that its easy to rev past the redline to where the rev limiter cuts back on the throttle.

BMW uses inline six-cylinder engines instead of V6s. Though it takes up more space, an inline-6 is has its strengths in terms of operational performance. Indeed, BMW believes that six pistons lined up in a row run more smoothly than two banks of three pistons arranged in a V, and we agree. Both 3 Series engines feature the latest high-output technology, including fully electronic throttle control and a dual-resonance intake system.

The throttle feels light, responsive and linear in its power delivery. BMWs double VANOS variable-valve timing helps both engines provide plenty of torque (the force that makes a car jump when you hit the gas) throughout the rev range. Both engine meet new ULEV2 emissions standards in California and the Northeast.

The 330is 3.0-liter engine delivers most of its gusto at the top of the rev range, yet is surprisingly strong at lower engine speeds, too. BMW claims a 0-60 mph time of 6.4 seconds for the 330s with the manual transmission, versus 7.1 seconds for the 325i. Both top out at an electronically limited 128 mph, unless you order the Performance Package.

The new Performance Package for the 330i sedan adds 10 horsepower and 8 pounds-feet of torque to the 3.0-liter engine. Moreover, it includes an integrated package of performance upgrades, including a sport suspension tuned by BMWs elite M division, and a manual shifter that reduces shift throws 0.4 inch (the Performance Package is also offered with the automatic transmission). So equipped, the 330i sedan goes like a virtual four-door M3, with a similarly aggressive appearance for at least $7,000 less than the M3 coupe. This package trims another second from the 330is 0-60 times: 5.4 seconds is fast for any sedan, much less one with a six-cylinder engine. The top speed extends to 155 mph, which is the voluntary limit adopted by most German automakers. We should note that this increase in speed is not solely because of the engine. The performance package includes Z-rated tires that are certified to operate safely at 155 mph. (That doesnt mean the driver will operate safely at this speed, however.)

Safety & Security

Driver, passenger, head and side-impact airbags with crash sensitive inflation rates are standard on all BMW 3 Series. Also standard are anti-lock brakes traction control and Dynamic Skid Control (DSC).

Quality & Reliability

The BMW 3 Series has a well-earned reputation for durability; hard-wearing engines and the use of high-quality materials in the interior make these cars resilient to daily wear and tear.

Owning

The BMW 3 Series has class leading running costs due to low depreciation; expect to recover around 60% after 3 years, and low servicing costs. Servicing intervals vary depending on how the car is driven; maximum intervals are at 15000 miles.

Introduction

The 2006 Chevrolet HHR is a new type of vehicle which Chevrolet describes as combining the styling of the SSR roadster truck with a 1949 Suburban for a unique style all its own. Built on the same platform as the Chevrolet Cobalt, the HHR offers 5-passenger seating with reconfigurable cargo capacity, including a fold-flat passenger seat to accommodate up to 8-foot-long items and convenient storage compartments such as an auxiliary glove-box with flip-up cover in the upper center of the dash.

We found the HHR to be fun to drive. It isnt a sports car, but its nimble and we were pleased with its acceleration. The HHR feels more responsive than its horsepower, torque, and transmission ratio numbers suggest. Plus it gets decent fuel economy. The interior wasnt as functional as wed have liked, however, and the base cloth fabric left us wishing wed ordered the optional leather.

New for 2006

The all-new 2006 Chevrolet HHR is offered in two trim levels, LS and LT, and is powered by either a 143-horsepower 2.2-liter Ecotec engine or a 172-horsepower 2.4-liter Ecotec engine with either a standard 5-speed manual transmission or an optional 4-speed automatic transmission. Standard equipment includes air conditioning, AM/FM/CD audio system with audio accessory input jack, three-spoke steering wheel, chrome interior accents, touch-pad liftgate, and power mirrors.

Bringing Back Distinctiveness

GM considers the built-in-Mexico HHR one of its unique new vehicles, such as the Pontiac Solstice sports car, that will draw more customers—and help bring back the GM vehicle distinctiveness mostly lost in the 1970s.

There are three trim levels: base $15,425 LS, $16,425 1LT and $18,225 2LT. The 2LT is really just a 1LT with the $1,800 2LT Preferred Equipment package.

That package is the hot HHR setup, such as it is. It includes a 2.4-liter 172-horsepower 4-cylinder engine, sport suspension with wider 17-inch (vs. 16-inch) wheels, anti-lock brakes (with traction control if ordered with automatic transmission), upgraded Pioneer sound system with iPod compatibility, leather-wrapped steering wheel with radio controls, fog lights and extra chrome exterior trim.

Larger Than PT Cruiser

The HHR is wider, taller and considerably longer than the PT Cruiser, which resembles a 1940s hot rod. But both have about the same amount of space for people and cargo.

The HHRs fairly large cargo area has a low, wide opening. That area can be enlarged by folding the 60/40 split rear seatbacks forward to create a flat cargo floor, although front seats must be moved far enough forward to allow rear headrests to clear them.

The front passenger seatback also can be flipped forward to further lengthen cargo room for ladders, Christmas trees—or whatever. There even are shallow underfloor storage bins in the rear cargo area, which has hooks for grocery bags and a cover that can be used to hide cargo or to form a two-tier loading shelf.

Nicely Equipped

Even the LS has a fair amount of standard equipment for the money. It includes air conditioning, a tilt steering wheel, cruise control, a split-folding rear seat, an AM/FM/CD player and power mirrors, windows and door locks with remote keyless entry. The 1LT adds a power driver seat, an AM/FM/CD/MP3 player and alloy wheels.

Extras include a $725 power sunroof, $750-$925 (depending on trim level) heated seats with leather upholstery, $325 XM satellite radio, $395 rear spoiler and $395 polished alloy wheels. Safety options include $395 side head curtain airbags and $695 GM OnStar assistance system.
The car-like HHR has smooth, responsive steering and the wheel has an unusually large retro shape; big steering wheels were needed to more easily maneuver old utility vehicles such as the 1949 Suburban, which lacked power steering—let alone the speed-sensitive power steering of the HHR.

Awkward Power Window Controls

Worst of all, the power window controls are hard to find and use because theyre put way low ahead of the center console instead of high on doors, where they are usually found in most vehicles. Climate controls are large, but sound system controls are small.

There isnt much interior storage room for small items, with such things as slim door pockets and a small glove box mostly taken up by the owners manual.

Airy Interior

The interior is generally nicely designed and airy, with lots of glass area, although a large inside rearview mirror partly blocks vision of overhead traffic lights despite the big windshield. Large outside mirrors are integrated into the overall design theme for a custom look and rear door windows roll down all the way.

The hood raises smoothly on twin gas struts, and fluid filler areas can be easily reached.
Chevrolet is vague about HHR sales numbers in the vehicles first full year, only saying it might sell "50,000 to 100,000" units. There doubtlessly will be other versions offered, as has been the case with the PT Cruiser, to keep up buyer interest.

Driving Impressions

The 2.4-liter Ecotec is a wonderful little engine. Its an aluminum four-cylinder, with 16 valves, electronic fuel injection and variable valve timing. It makes 172 horsepower and 162 pound-feet of torque at 5000 rpm, numbers which dont indicate anything special. In fact, that torque peak suggests that the low-rpm pulling power might be weak. But its not. We drive up a steep, slow hill every day, and the HHR plugged up the hill like a tractor, with no shifting-down of the automatic transmission. Which is more than can be said of the powerful Pontiac GTO we tested recently.

Transmission ratios have a lot to do with this efficient delivery of power. Curiously, theres nothing in the ratios of the HHR four-speed automatic that indicate it should make this hill so easily, either. All we can say is that the pulling power of the HHR 2LT is excellent.
We suspect the five-speed Getrag manual transmission (same as in the PT Cruiser) would be a better bet for the HHR than the automatic, but we have no complaints with the four-speed automatic, which costs another $1000, and includes remote starting (think of climbing into a toasty car in your garage or driveway, on icy mornings). In fact, we liked the way the automatic, without a separate manual mode, could be easily manually downshifted anyhow, and how it held second gear going down that same steep, slow hill. Our only problem was with the sticky linkage, in getting out of Park.

Acceleration was equally impressive. Onto the freeway, foot on the floor, and the HHR 2LT really scoots, which makes it a lot of fun. The engine is also efficient; it gets the same EPA-rated 23 city and 30 highway miles per gallon (manual transmission) as the 2.2-liter with only 143 horsepower, although premium fuel is recommended (but not required). During one week in the 2LT, we averaged 23.4 miles per gallon, as indicated by the digital data on the dash. That included mostly around-town driving, plus about 120 freeway miles with a full load of passengers and the cruise control set at 70. The HHR got slightly better mileage at that freeway pace, than it did light-footed around town.

The engine is also quiet, thanks partly to special laminated steel in the firewall.

The 2LT has a sport-tuned suspension with 17-inch aluminum wheels, as well as anti-lock brakes. There is no harshness to the ride around town, or over freeway bumps for that matter. The suspension shows its limitations when driven like a sports car, but, after all, its technically an SUV, with front-wheel drive. Mostly, its especially nimble. Chevrolet boasts that some 2000 hours went into the calibration of the rack-and-pinion steering with power assist, to give it a "just right" feel, and we would say it feels just right, around town.

The brakes are 11.65-inch discs in front, 10-inch drums in rear, and have an easy feel. Brake force distribution, which electronically adjusts the braking so that the rear wheels dont lock up, is not available. It might be useful, given the 57/43 weight distribution of the HHR.

"Driving American again and loving it!"

Pros: Im a car nut! I love cars! I was looking for a car that was affordable and different. The overused "bubble shape" styling of most cars is uninteresting so when I saw the HHR it was love at first sight. I rented a PT cruiser for a long trip and it just didnt do it for me. The HHR, however, had everything I was looking for and more. The MP3 player jack ROCKS! The Pioneer sound system ROCKS! The seats are comfortable and easy for me to adjust for my height (61"). The cargo space when the seats are folded is great. The storage space over the spare tire is great too.

Cons: I didnt know that the battery was located in the BACK of the car until I read one of the reviews on here. Im going to do research on this. With the cost of XM radio coming out of your pocket, they should give it to you for a FULL YR, not only 3 months. Did you know that if you wanted to order the PERFECT HHR, the dealership will tell you that CHEVROLET will take 3 months to deliver it to you. Whats with that? And the price on this vehicle is going up more and more, not because of the additions, but because dealerships are catching on that this is a SWEET car. Buy it now, or pay $$$thousands$$$ more later. Oh, and the controls for the windows, who came up with THAT idea?

Overall Review: I have just under 3000 miles on my car and I tell everyone that asks that I love it. It is an eye catching machine and many ask about it. So far the interior inconveniences are minor. It isnt something that I notice every time Im in the car. I find the 2.4L engine to be just perfect and very fun to drive. While I dont have a lead foot, I do like a car with some "get-up-and-go!" The fuel economy is great and lives up to what was promised. Ive been on one 8 hour trip and found the car to be most enjoyable. Ive only been in the back seat once and belive it could be uncomfortable on long drives for adults my size. I dont think Ill ever be able to live without a MP3 player jack again. Im glad to be driving an American car again. I just retired my beloved 1995 Mazda Millenia and this car is a wonderful replacement.

This is not just a sports car, its a dream car and it will prove it to you. want to know why ill tell you why because this viper holds over 500hp and over 500ft of torqe and tires are just fantastic.

I know it cost money but it is worth it.believe me this viper will make it worth your while get one and be amazed and believe it!

New for 2006

The 2006 Dodge Viper SRT10 convertible is joined by the all-new 2006 Dodge Viper SRT10 Coupe. The Viper SRT10 Coupe debuts in Viper Blue with Stone White Stripes in contrast to the original Dodge Viper GTS Coupe that was blue with white stripes. The “Double Bubble” roof and bold rear styling with wraparound taillights are also reminiscent of the Viper GTS Coupe. The Viper SRT10 Convertible is available in Viper Red and Viper Black, and later in the year, a “Blue Mamba” edition will be offered with a special interior package that includes black leather upholstery with contrasting stitching and shift knob accents.

News

A reliable Detroit source says Viper will skip the 07 model year, but will fill-in with tuned 06s packing 650 hp, maybe more. The tuning is the work of parent Mercedes UK-based McLaren Performance Group, which builds the exotic Mercedes SLR. Engineering is said to be all but complete, giving credence to a "super snake." No word on an introduction date, however. Aside from this prospect, Viper should see no basic change until Chrysler Group redesigns it again, which we dont see happening before 2010.

Interior

One thing the Viper doesnt lack for is interior room for two tall Americans and a little bit of stuff or luggage. On the convertible, there is a great deal more headroom than on the last folding-top Viper. The top goes up or down with one hand and latches easily. The 2006 Viper is almost a foot wider on the outside than the 2006 Corvette, but not all of that width translates into additional occupant space. Its not easy to get in or out of a Viper (or a Corvette, for that matter) with any grace, but once inside, theres plenty of comfort and lots to see.

The form-fitting tall bucket seats will hold your upper body in the corners very well, and the seat will bump up against the rear wall when extended all the way back, and thats it. No more rear travel or recline. If youre very tall, youll be more comfortable in the convertible. The floor pedals can be power-adjusted by a dashboard button through four inches of reach, a big improvement over the old manually adjustable pedals.

The new instruments and controls are canted to the left in the new car, toward the driver, and you can see all the faces in one quick left-to-right sweep of the eyes. The large tachometer sits directly in front of the driver, to its right a smaller 220-mph speedometer (but 190 is more like it). All of the switches and vents are easier to see and reach.

The throttle, brake and clutch pedals are closely spaced for heel-and-toe downshifting. A new feature is the dead pedal for your left foot, good for bracing in the corners at the race track or on your favorite country road. A returning feature is the use of acres of cheap plastic on the interior.

Safety

Safety equipment doesnt go beyond the basics on the Dodge Viper. There are no side airbags, nor is there traction or stability control. Massive four-wheel antilock disc brakes assure rapid stops and a passenger-side airbag cutoff switch makes it feasible for small children to ride along in a pinch.

Powertrains and Performance

An 8.3-liter (505-cubic-inch) V10 engine sports heroic output numbers: 510 horsepower and 535 pound-feet of torque. The power is transferred to the fat rear tires via a Tremec six-speed manual transmission and a standard limited-slip differential. Its performance numbers are equally impressive, as the Dodge Viper is able to reach 60 mph in just 4 seconds and run the quarter-mile is 12 seconds flat.

Driving Impressions

The 2006 Dodge Viper is one of the fastest production cars in the world. Its 510-horsepower V10 pushes it to triple-digit speeds in the blink of an eye and it doesnt stop there. Massive rear tires make fast starts easier than you might think, although the shifter is a bit awkward so concentration is required to hit the gates just right. Pushing this Dodge car to the limit still requires the skill of a seasoned driver, but even rookie pilots will admire the cars unbelievable abilities. Ultraquick steering, racing-style seats and powerful Brembo brakes add to the racecarlike feel. Its not comfortable enough to be used as an everyday driver, but for those who can afford to have it on the side, the Dodge Viper is a supercar that answers to nothing.

2006 Dodge Viper Summary

The 2006 Dodge Viper is a 2-door, 2-passenger sports car, or convertible sports car, available in two trims, the SRT-10 Convertible and the SRT-10 Coupe.

Upon introduction, both trims are equipped with a standard 8.3-liter, V10, 510-horsepower engine that achieves 12-mpg in the city and 20-mpg on the highway. A 6-speed manual transmission with overdrive is standard.

The 2006 SRT-10 Convertible is a carryover from 2005. The SRT-10 Coupe has been redesigned for 2006.

Favorite Features

Power, power, power. Oh yeah, the seats are probably the most supportive racing seats Ive ever experienced.

Overall Review

If you are looking to win as many circuit races as possible a new Z06 or Porsche 911 is your ticket; though this car seems to hold its own. However, if tearing down highways and gobbling up country roads and stomping punk kids in their Camaros and Cobras on the highway while turning heads everywhere you go is your thing, the SRT-10 delivers big. Ive driven plenty of cars, many of which I couldnt dream of affording or insuring for that matter, and I have the say the SRT-10 is probably the most fun Ive ever had.

Honda S2000 Review

The Honda S2000 is a two-seat roadster with the size of the small Mazda Miata and speed of the Porsche Boxster. Its a technological statement from Honda, which has no equal when it comes to pumping big horsepower out of small engines. Witness Hondas domination in the Indy Racing League, including its victory in the Indy 500 with a 3.0-liter engine producing 650 horsepower at 10,300 rpm.

The S2000 has all the elements of a classic roadster, including the right proportions. The long hood and short rear deck are elemental, the rest of the sheet metal more functional than fabulous. The S2000 produces more power per litre than any other non-turbo production engine. This remarkable two-litre car is to celebrate Honda first 50 years and it zooms to 62mph in just 6.2 seconds.

Packed with racing technology, it is Honda first classic front-engined, rear-driven model since the much-loved S800 appeared in 1965.

With a 240 hp engine that screams rapidly up to a 9000-rpm redline and 50/50 weight distribution, the S2000 is an invitation to get friendly with traffic court judges. The choice of fat 16" Bridgestone S-02 tires is an excellent one since they stick like rubber cement to all types of pavement yet offer good wear and excellent foul weather handling.

Even on the most challenging and rippling roads, there was almost no twist or shake in the structure. Although open, the body is highly rigid and complies with Hondas strict front and semi-side impact crash test specifications, which exceed all current legal regulations. This is due to an X-configuration frame that departs from the norm in being situated at midriff height at the top of the center console rather than at the lowest level of the structure. Thus the strongest part is in the center of the body/chassis and ties to the top of the suspension mounts without bends and curves. Not only is it stiff but weight conscious.

Interior

Air conditioning, power windows, power mirrors, cruise control, keyless remote entry, and tilt steering are all standard. Theres a big red button for an ignition switch, and thats pretty cool. The digital tach is an attempt to be cool, with orange lines arcing across the top of the instrument panel, but its hard to see and comes across as excessively gimmicky anyhow. The S2000 is all about revving, even if to a diminished 8200 rpm now, and everything should point there. Such as a needle on an analog gauge. Maybe the S2000 should have a big tach on the steering column, like the Mini Cooper.

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Theres also a digital speedometer reading mph in fairly big numbers, flanked by small fuel and coolant temperature gauges. The AM/FM/CD stereo is located behind a flap-like rectangular door on the dash; we found ourselves leaving it open for convenience, which defeated its purpose of hiding the system, of course. The buttons are small, but there are redundant controls just to the left of the steering wheel.

The power top moves up and down easily and latches over the windshield. Theres a glass rear window with defroster, and also an aero windscreen behind the seats to reduce buffeting when the top is down.

The leather bucket seats are beautifully comfortable, with one inch more shoulder room than before. The three-spoke leather steering wheel is perfect. There are mesh storage pockets in the doors but no glove box. Theres a new small storage compartment between the seats, giving the cabin minimal storage, a slight improvement from virtually nonexistent.

Driving Impressions

The last time we wrote about the S2000 we couldnt get over its 9000 rpm redline. There isnt a road car on the planet that revs like that. And what a thrill it was. But in the 05, a rev limiter cuts the fuel off at 8200 rpm. That 800 rpm difference is all about the sound, and what it does to your insides. Now its like listening to Jimi Hendrix riffing his electric guitar toward a climax and then cutting it short.

True, the engine is improved now. Its been stroked to 2.2 liters from 2.0, and makes the same 240 horsepower but delivers more torque, 162 foot-pounds versus 153, at a lower rpm: 6500 rpm instead of an impossibly peaky 7500. So its got a broader power band and is more friendly to drive, thus easier to drive fast. Its a better car. But, like the Viper SRT/10, it may be better but its a lot less visceral.

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There have been a number of other careful refinements to the S2000, in particular to the handling, starting with the easy things: the 17-inch wheels. Less visible, the frame is stiffer and the suspension is firmer in the front and softer in the rear. On our favorite driving loop that offers a broad variety of corners and road surfaces, the S2000 handled the patchy bits with grace. Its smoother in the rough stuff than the Nissan 350Z, which isnt bad itself. No rattles or thumps, and it followed the contour of the road without softening or neutralizing it. It still has its kart-like quickness; in fact its better now, with its wider tires.

Like all current Honda automobiles, the S2000s suspension is independent, with control arms (as distinct from struts) at all four corners. It is distinguished from any other current Honda cars, however, by its rear-wheel-drive layout, a platform developed specifically for this limited-edition roadster. (All other Hondas are based on a front-wheel-drive layout.)

The six-speed gearbox has also been improved, with better synchronizers making smoother shifts; its short-throw linkage and aluminum-tipped lever feel like a racecars. The gear ratios have been lowered by 4 percent, in pursuit of easier takeoffs. Theres an electric motor quality to its power, like a Japanese super-bike: no punch in the back, just a sense that with enough forward gears, one might keep accelerating indefinitely.

The brakes are big (11.8 inches front, 11.1 inches rear) and fantastic, vented in front, with standard ABS and improved brake pad material for 05. These are the best brakes weve ever encountered on any Honda vehicle, and they round out a set of sports car credentials thats tough to top.

The key to enjoying the S2000 is to drive it hard: Take off, wind the engine to 8200 rpm in first gear, shift into second, stand on it, and dont shift until you hit 8200 again. This is what the Honda S2000 has to offer over the less-expensive Miata.

Good Points

Fast - Fast and Very Fast, love the handling, and if you take the Induction Box Cover off, sounds like a V8 especially in a tunnel and does no harm to the engine!!

Bad Points

A little Cramp in the Drivers seat if you are tall, i am 6ft 6
General Comments

I have been driving the Honda 2.0i Roadster 2004 model year S2000 for 2 years now and I love it, I have had 3 already as I just keep buying a new one every 6 months, I am holding on for the new 06 model out shortly.

You can even get a weeks shopping in the car!!
I would reccommend this car to everyone!!! I had a Civic Type R too, they are awesome too.

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Honda S2000 Review