2007 North American International Auto Show

Jaguar C-XF Concept

By Chris Paukert , March 2007

The 2007 North American International Auto Show may go down on record as the year the car fought back. In recent times Detroit has been flooded with all manner of SUVs and crossovers, but this year there were plenty of sedans and coupes in both concept and production form. With a particularly strong crop of sporting machinery from the Japanese, there was much to draw the enthusiast’s eye.

MAZDA RYUGA CONCEPT
Mazda continues to develop its new Nagare (“flow”) styling language, which the company says is designed to evoke “the emotion of motion” in a stationary automobile. The sub-RX-8-sized Ryuga (Japanese for “gracious flow”) has profile surfacing that was inspired by karesansui—the Asian dry gardens that traditionally employ raked sand and pebbles. The car’s nature theme is carried through to other parts of the Ryuga as well, with headlamps said to be inspired by “the flow of morning dew dropping from bamboo leaves.” Suffice it to say it’s a concept that wears its Japanese credentials on its sleeve.
Unlike the Nagare concept that immediately preceded it, the gullwinged Ryuga actually has a full interior, and the company indicates there’s room for a complete drivetrain underneath. Officials won’t admit whether this particular car is a runner, so for now we’ll just have to be content to stare at its beautiful future-think proportions.

FORD INTERCEPTOR CONCEPT
Prior to media days at the Detroit show, Ford officials were busy quashing rumors the company had designs on expanding its Mustang lineup to include a sedan and wagon variant. While that appears to be untrue, the debut of its massive Interceptor concept does indicate Ford isn’t shy about sharing underpinnings, even if the resultant product looks nothing like the iconic two-door. In fact, while it’s based on modified Mustang mechanicals, this visually arresting NAIAS concept owes more to Ford’s mammoth 2006 Super Chief pickup and 2003 427 concepts than it does to the pony car.
The intimidating-looking rear-drive sedan is powered by Ford Racing’s new 5.0-liter Cammer V-8 that delivers around 400 horsepower.
More than a few critics have dubbed this “Ford’s 300” (referring to Chrysler’s blockbuster LX-platform sedan), which could be a slight or a compliment, depending on how one looks at it.
We think the car looks fantastic, and hope it’s a less-than-subtle indicator that plans are afoot to replace the Jurassic Crown Victoria with a similar vehicle. After all, the concept’s name has heretofore been associated with the automaker’s law enforcement package, the Police Interceptor.
We don’t know about you, but if our rearview mirror was full-up with the Interceptor’s massive grille, lightbar and spotlights ablaze, we’d pull over faster than an officer could utter “License and registration, please.”

2008 LEXUS IS-F
Having attained critical acclaim and consumer recognition as a master of refinement, Lexus is out to prove that it has soul, too. The transformation that began with the company’s more assertive “L-Finesse” styling language gained major credibility at Detroit with the introduction of the IS-F. The production-bound four-door not only promises to be a stonking sports sedan, it also inaugurates the automaker’s new “F” performance arm that will square off against BMW’s Motorsport offerings and Mercedes-Benz’s AMG series.
We’ve heard nervous banter at cocktail parties from competing automakers about the IS-F mules undergoing testing at the Nürburgring, and word is the IS-F is a startlingly fast automobile. With a 5.0-liter V-8 generating something north of 400 horsepower (along with 350 pound-feet of torque), big Brembo brakes, and a tightened-up suspension, the IS-F would appear to tick all of the enthusiast’s boxes. The possible exception? The car will appear exclusively with an eight-speed paddle-shift gearbox—no manual transmission is expected.
Some of our Daily News site readers expressed reservations about the IS-F’s bulging flanks and hoodline, and while we share their concern, the reality is the IS-F looks much more cohesive in the metal.

TOYOTA FT-HS CONCEPT
Lexus isn’t the only one looking to regain some of its enthusiast cred. While Toyota’s showrooms and sales totals have been white-hot, the company hasn’t offered much for automobile aficionados since the demise of its MR2 and Celica lines. The awkwardly monikered FT-HS concept could change all of that, especially if it proves to be a harbinger of a neo-Supra, as many pundits are suggesting.
Toyota executives gave their California-based designers the brief of creating a twenty-first-century sports car, and this edgy little coupe is what they came up with. The front-engined, rear-drive car packs a 3.5-liter V-6 coupled to a next-generation hybrid system that Toyota promises will deliver around 400 horsepower, with 0-60 miles per hour in the four-second range.
According to Toyota, the defining design characteristics of the FT-HS are its integration of J-Factor and Vibrant Clarity: “J-Factor refers to the local and global acceptance of Japanese-inspired design and cultural sensibilities,” while Vibrant Clarity is “the combination of perfect imbalance, free-form geometrics, and integrated component architecture. The result of these three elements is subtractive mass, a minimalist style that is not only lightweight but also looks lightweight.”
And here we were thinking the FT-HS just looked kind of neat (in a Hannibal Lecter sort of way).

CHEVROLET VOLT CONCEPT
The Volt sedan concept was one of the Detroit show’s most interesting propositions, more so because of what lurked beneath its four-door skin than how it appeared on the outside.
The centerpiece of General Motors’ latest push to simultaneously slake environmentalists, Wall Street, and consumers, the Volt is a plug-in hybrid with a twist—it’s always powered by electric motors. Oh, there’s internal-combustion happening onboard (an E85-friendly, turbocharged 1.0-liter three-cylinder) that recharges the car’s lithium-ion battery pack, but there’s no mechanical linkage between said engine and the wheels. Instead, a 161-horsepower electric motor is lashed to the front wheels—it’s the same unit employed in Chevy’s fuel-cell Equinox.
The Volt’s so-called E-Flex system should handle most commutes without ever using a drop of gasoline, as it is capable of running forty miles on battery power alone. Further, it can be plugged into a standard 110-volt outlet and charged in around six hours. For longer trips, if the Volt’s twelve-gallon tank is filled, it has a theoretical Kegel muscle-flexing range of 640 miles.
GM admits the Volt’s Achilles’ heel is that the technology necessary to mass-produce the required batteries doesn’t truly exist yet. That said, it expects such cells to be ready by 2010-12 if current development rates continue.

ACURA ADVANCED SPORTS CAR CONCEPT
Acura’s Advanced Sports Car Concept is the second installment in a series begun by the Advanced Sedan Concept that debuted at Los Angeles. Fortunately, we find this one to be quite a bit more compelling.
Whereas Acura’s ASC was a frightening look at an executive sedan circa 2020, the Detroit sports car concept looks to be planted firmly in the here and now. The aesthetics of the ASCC centers upon what designer Jon Ikeda calls Keen-Edge Dynamic styling. Proportionally, its long-hood configuration lends itself to Chevrolet Corvette comparisons, but in truth the car has a look all its own.
Said to portend the next-generation NSX, the ASCC was not without controversy, as it signals the automaker’s supercar has a new driveline configuration, with a V-10 engine wedged in between the front fenders instead of a mid-engined V-6 as before.
The production Acura NSX is slated to debut at this fall’s Tokyo Motor Show and is seen as a linchpin in Honda’s bid to launch the Acura brand globally.

JEEP TRAILHAWK CONCEPT
Jeep rolled out its Trailhawk concept, an attractive synthesis of its core values and most iconic products. Combining the skeleton of the Wrangler Unlimited with the style of a next-generation Grand Cherokee, the SUV concept secrets a 3.0-liter Bluetec diesel that pairs 215 horsepower with 376 pound-feet of torque.
To our eyes, the brawny off-roader is a rolling antidote for those of us who believe the brand has lost its way with softer offerings like the Compass and Patriot. The Trailhawk’s broad-shouldered styling, serious suspension clearance, and thirty-four-inch tires not only look the business, but earn it Jeep’s Trail Rated stamp of off-road approval. Its removable roof panels are a nice nod to the Trailhawk’s Wrangler roots, and would be a welcome feature in a larger-format production vehicle.
Build it—diesel heart and all.

HONDA ACCORD COUPE CONCEPT
Honda was reluctant to share details on the coupe concept below, suggesting only that this two-door previews a more dynamic look for its next-generation Accord Coupe. It’s believed the Detroit show car was simply a mockup, sans interior and drivetrain, which would go a long way toward explaining why details on the car were so scarce.
Either way, the Honda concept indicates the company is taking a more dynamic and polarizing approach to styling on the next production Accord Coupe, which strikes us as a good thing. Accord two-doors have always been nice vehicles, but seldom have we found them to possess adequate sheetmetal changes to set them apart from their more staid sedan counterparts. This concept’s Audi A5-like front three-quarter view and powerful rear fender graphic could illustrate the automaker is finally ready to give the Coupe a more distinct identity, or it could simply mean that both body styles will receive more aggressive designs.

VOLVO XC60 CONCEPT
Volvo took advantage of its center-stage billing at Cobo Hall to throw down its XC60 Concept, which is said to closely mirror a forthcoming kid brother to the company’s successful XC90 crossover.
The XC60 immediately won us over with its chunky good looks and strong family cues (drop-shoulder stance, L-shaped vertically oriented taillamps, and Scandinavian minimalist interior), and we can’t wait until the Land Rover LR2-based production version (likely for 2008) finds its way to our offices. Although we expect a pavement-biased suspension, the fact that the XC60 will share many of its grubby bits with a Land Rover bodes well for at least a modicum of off-road capability.
Of course, various show car details are unlikely to survive the transition to production: we fully expect the multi-element tailgate, “ponytail slot” seatbacks, and complex electronics of the iPod-esque center console to go by the wayside by the time the XC60 reaches dealerships.

KIA KUE CONCEPT
To this point, the Korean auto industry can claim very few successful show cars—at least from an aesthetic standpoint. But awkward proportions and blatantly cribbed design cues are to be expected as a new nation in the automotive industry gets up to speed. Certainly, the Japanese did it before them, and the Chinese are already drawing fire for taking such practices to new heights.
Fortunately for fans of Kia and parent Hyundai, Korea is starting to find its design voice, as evidenced by Kia’s handsome scissor-doored Kue crossover concept. The four-place, two-door unibody packs a supercharged 4.6-liter 400-horsepower V-8 and twenty-two-inch wheels in a very clean shell.
As one might expect, the Kue emphasizes on-road performance over utility and off-road capability in both its proportions and construction. One of the most cohesive designs in its company’s history, the crossover may break little new ground, but it’s a good-looking vehicle that is said to show the way for future Kia designs.
Over decades, most nations have managed to cultivate distinct automotive styling identities. The Italians are known for their emotional, passionate shapes. Intrinsically American designs are renowned for their brashness and bold proportions. And the French? They are well-regarded for their quirky innovations and oddly elegant proportions. Could a Korean identity really be all that far behind?

2006 BMW Z4 M Roadster - Road Tests

Proof that more is not a monolithic concept.BY TONY SWAN, PHOTOGRAPHY BY AARON KILEYJune 2006

Is more always better? We confront this question regularly, and when it comes to horsepower, we can usually be relied on to answer with a resounding, “Bring it on!”

But we do temper this response with a few provisos. After all, more can’t be a one-dimensional deal. That was the lesson of the muscle-car era: cars with an abundance of go but not much ability to change directions and almost no inclination to stop. You get more go, you need more stop. More rubber. More roll stiffness. More chassis rigidity. More of everything.

Meet the new M roadster, the Z4-based sequel to the Z3-based original. With all the required elements of more, including more chassis stiffness, a more-up-to-date suspension system, and more brakes.

BMW excels as no other in the realm of inline-sixes, a heritage dating to its first Sechszylinder back in 1933 — 1173cc, 22 horsepower, propelling the then-new 303 series — and the heart of more here is a 3.2-liter DOHC 24-valve straight-six, with BMW’s Double VANOS variable valve timing and an 11.5:1 compression ratio, the same engine that propels the M3 coupe and convertible. The only distinction is max output, which is down three horsepower, due to slightly more restrictive exhaust plumbing, a consequence of the Z4’s smaller dimensions.

This is not the newest of BMW sixes. The block is iron rather than the aluminum-magnesium metallurgy employed in the sixes that were launched in the latest 3-series sedans. But even so, it delivers plenty of thrust: 330 horsepower at 7900 rpm — just 100 rpm short of redline and the fuel-cutoff rev limiter — and 262 pound-feet of torque at 4900 rpm. That last may sound a little peaky, but most of the torque is available from about 2500 rpm right up to max.

It’s enough punch to propel the M3 coupe to 60 mph in 4.8 seconds and through the quarter-mile clocks in 13.6 seconds at 105 mph, according to our comparo of May 2003("Compact Adrenaline-Delivery Systems"). That’s pretty brisk, but the 3277-pound roadster is 117 pounds lighter and edges the M3’s progress to 60 (4.6 seconds, which is 0.3 second quicker than BMW’s official forecast) and through the quarter (13.2 seconds at 107 mph).
As always, mass is the enemy, and by way of illustration it’s worth noting that the Z3-based M roadster we tested in August 2001 ("Topless Toys") weighed 3141 pounds, enough of an advantage to make it a 10th quicker to 60 and through the quarter, even though it had 15 fewer ponies under its hood.

However, all this parsing of 10ths gets to be academic.

The M roadster can hunker down and get out of the starting blocks with the best in its class, and if driving a stoplight-wars winner is one of your priorities, we’d be surprised if this car ever proved to be a disappointment.

But how about the other elements of more? That’s where the previous M roadster needed some help — it finished fourth of four in that 2001 comparo — and that’s precisely what it gets in this next-gen offering. In particular, the Z4 chassis is distinctly stiffer than its Z3 predecessor, and the M suspension elements bolted to it are designed for heavier duty. The front track is a half-inch wider than the Z4’s, the forged-aluminum lower control arms locating the bottom end of the struts are essentially the same as those employed in the M3, the hefty steering knuckles are unique to this car, and the M roadster eschews the Z4’s electric steering for a hydraulic-power-assisted rack-and-pinion setup that delivers distinctly better feel, particularly at lower speeds.

At the rear, a multilink arrangement replaces the Z3’s semi-trailing arms, enhanced in the M edition by stronger wheel bearings and heavier subframing, the latter to accommodate BMW’s variable differential lock, which evens out power delivery. The final element in power delivery, as well as turning and stopping, is a set of meaty Continental ContiSportContact tires, 225/ 45Z front, 255/40Z rear, on 8.0-by-18- and 9.0-by-18-inch aluminum rims.
Every element of the suspension tuning — damping, spring rates, anti-roll bars — is distinctly firmer than the Z4 setup, even Z4s equipped with the optional sport suspension. What it all adds up to is a jaunty little roadster with the instincts and reflexes of a cheetah. Turn-in is instantaneous and precise. Body roll is minimal, and transient response seems even more eager than the M3’s, even though the M3 coupe is far from reluctant in this game.

The beefy steering wheel transmits detailed road information to the driver’s hands without a hint of kickback, even on rough surfaces. The flow of sensory data from the helm is augmented by supplemental sensations coming from the operator’s visceral regions. The shifter for the ZF six-speed manual gearbox (the previous M roadster had a five-speed) delivers exceptionally crisp engagements. The brake and throttle pedals are ideally located for heel-and-toe work, and the bucket seats keep the driver (and passenger) firmly anchored during hard cornering.
The sense of car-and-driver connection is strong here, and the Bimmer’s balance is exceptional. Its shorter wheelbase (by 9.2 inches) makes it feel almost twitchy compared with the M3, but once accustomed to the quicker responses, the driver quickly appreciates the faster footwork. The threshold of the dynamic stability-control system is high — there’s not much point in switching it off unless you’re running for max time at an autocross. With DSC disabled, it’s possible to overcome the substantial grip of the rear tires, although this is oversteer of the progressive, predictable variety, rather than the omigod kind that culminates somewhere in the roadside hedges.

Braking performance is superb. This was a strong suit in the previous M roadster, but it’s even more so in the new one. Immense cross-drilled, vented rotors (13.6 inches front, 12.9 inches rear) yield stopping distances of 152 feet from 70 mph, 10 feet better than the old M roadster and pretty close to race-car braking.
Race car is a term that also applies to this roadster’s attributes as an all-around ride. A cheetah isn’t a house cat, and the M roadster isn’t very well suited to ordinary domestic life. The suspension tuning that produces those feline responses yields a ride that doesn’t concern itself much with comfort. It’s not a go-kart. Like all BMWs, there’s at least a modicum of compliance — but it’ll tell the occupants the dimensions of every expansion joint and concrete patch the tires encounter, and 10 miles of nasty surfaces may be enough to make some owners question their purchase decision.

Our only other significant reservation is cabin noise at highway speeds. The roadster’s double-layered power top is quality goods, but it isn’t immune to wind roar, aggravated by additional air currents around the side mirrors. Why a sound system is important in a car such as this is a bit of a mystery.

Beyond the audio and nav systems, though, the roadster’s cabin is pretty austere, which we find refreshing. No frills, no gadgets, no iDrive. The focus is performance. We’re almost equally divided on the styling — love it/hate it, with exec ed Gillies feeling strongly both ways — but we’re all agreed that the M treatment, with its more aggressive wheel-and-tire package and restrained cosmetic tweaks, lends an element of menace that’s absent in the Z4.

With a base price of $52,995, the M roadster competes in a four-car class with the Corvette roadster, Mercedes SLK55 AMG, and Porsche Boxster S, with the Honda S2000 lurking nearby for guys who discover they might like to hang on to some 20 grand and still have a serious sports car. But of the core quartet, the M roadster is arguably the purest iteration of the old British-sports-car ethic: an open two-seater that can, in a pinch, be raced. That means minimal street-car compromises. And like its Z3 predecessor, that’s what the M roadster represents. We just wonder why it took BMW three years to serve it up.

COUNTERPOINT

STEVE SPENCE

The M apparently stands for “mean,” as in, “When we say the M division builds kicked-up driving machines, we mean it.” But be sure about what you want. If you’ve got 50 grand and want to go racing or hard road-slicing on weekends, this is fine. It’s powerful, with quick steering and a rigid suspension. But if you’re after designer cruising and mirror-gazing at your own divine image, this thing’s got a thumpingly hard ride. I’m at last used to der Bangle’s ostentatious, body-slashing creases, but the interior strikes me as cold, minimalist, unsports-car-like. And really, this is carrying the “fat” steering wheel to extremes.

MARK GILLIES

There’s something missing with this M roadster. The steering’s good, there’s lots of grip, and the M3 engine makes all the right moves, but the sum of its parts isn’t as sweet as a Porsche Boxster’s. It just doesn’t feel as coherent or as connected as it should. In some ways, it reminds me of the old M roadster: The rear suspension feels soft, like it’s set up for traction rather than balanced handling, and you feel like you’re perched on the rear axle, too. Sure, it slides more progressively, but it still feels a bit crude. The M roadster simply reminds me that BMW makes great coupes and sedans, but Porsche is the best German sports-car maker.

CSABA CSERE

Count me in the camp that’s always liked the styling of BMW’s Z4. Yes, it’s untraditional, but if a roadster can’t push the boundaries of conventional style, what car can? Besides, who needs another British-sports-car clone? I’m also a sucker for high-winding engines that gain power with each additional rpm. Although you must shift such rev-happy engines more often, you can more precisely regulate the amount of torque you deliver to the rear wheels. Besides, hearing an engine scream above 7000 revs evokes the raciness that sports cars are about. The M roadster’s deliciously fat steering-wheel rim and slick shifter further the illusion. How could you not like this car?

BMW M ROADSTER
Vehicle type: front-engine, rear-wheel-drive, 2-passenger, 2-door roadster
Price as tested: $57,870
Price and option breakdown: base BMW M roadster (includes $695 freight and $1000 gas-guzzler tax), $52,995; Premium package (consists of auto-dimming interior and exterior mirrors, power seats with driver memory, storage package, cruise control, BMW Assist with Bluetooth, and premium sound system), $2500; navigation system, $1800; heated seats, $500; hardtop prep, $75
Major standard accessories: power windows, seats, and locks; remote locking; A/C; tilting and telescoping steering wheel; rear defroster
Sound system: BMW AM-FM radio/CD player, 10 speakers

ENGINE
Type: inline-6, iron block and aluminum head
Bore x stroke: 3.43 x 3.58 in, 87.0 x 91.0mm
Displacement: 198 cu in, 3246cc
Compression ratio: 11.5:1
Fuel-delivery system: port injection
Valve gear: chain-driven double overhead cams, 4 valves per cylinder, variable intake- and exhaust-valve timing
Power (SAE net): 330 bhp @ 7900 rpm
Torque (SAE net): 262 lb-ft @ 4900 rp
Redline: 8000 rpm

DRIVETRAIN
Transmission: 6-speed manual
Final-drive ratio: 3.62:1, limited slip
Gear, Ratio, Mph/1000 rpm, Max test speed
I, 4.35, 4.8, 38 mph (8000 rpm)
II, 2.50, 8.3, 66 mph (8000 rpm)
III, 1.66, 12.4, 100 mph (8000 rpm)
IV, 1.23, 16.8, 134 mph (8000 rpm)
V, 1.00, 20.7, 159 mph (7700 rpm)
VI, 0.85, 24.3, 159 mph (6500 rpm)

DIMENSIONS
Wheelbase: 98.3 in
Track, front/rear: 58.5/59.7 in
Length/width/height: 161.9/70.1/51.3 in
Ground clearance: 4.0 in
Drag area, Cd (0.38) x frontal area (23.0 sq ft, est): 8.7 sq ft
Curb weight: 3277 lb
Weight distribution, F/R: 50.6/49.4%
Curb weight per horsepower: 9.9 lb
Fuel capacity: 14.5 gal

CHASSIS/BODY
Type: unit construction with a rubber-isolated subframe
Body material: welded steel and aluminum stampings

INTERIOR
SAE volume, front seat: 48 cu ft
luggage, top up/down: 8/7 cu ft
Front-seat adjustments: fore-and-aft, seatback angle, front height, rear height
Restraint systems, front: manual 3-point belts; driver and passenger front, side, and knee airbags

SUSPENSION
Front: ind, strut located by a control arm, coil springs, anti-roll bar
Rear: ind, 1 trailing arm and 2 lateral links per side, coil springs, anti-roll bar

STEERING
Type: rack-and-pinion with hydraulic power assist
Steering ratio: 15.4:1
Turns lock-to-lock: 3.0
Turning circle curb-to-curb: 34.3 ft

BRAKES
Type: hydraulic with vacuum power assist, anti-lock control, and electronic panic assist
Front: 13.6 x 1.1-in vented, cross-drilled disc
Rear: 12.9 x 0.8-in vented, cross-drilled disc

WHEELS AND TIRES
Wheel size: F: 8.0 x 18 in, R: 9.0 x 18 in
Wheel type: cast aluminum
Tires: Continental ContiSportContact; F: 225/45ZR-18, R: 255/40ZR-18
Test inflation pressures, F/R: 32/32 psi
Spare: none

C/D test results
ACCELERATION: Seconds
Zero to 30 mph, 1.7
40 mph, 2.6
50 mph, 3.6
60 mph, 4.6
70 mph, 6.1
80 mph, 7.6
90 mph, 9.2
100 mph, 11.4
110 mph, 13.8
120 mph, 16.6
130 mph, 20.1
140 mph, 25.8
150 mph, 32.9
Street start, 5–60 mph: 5.1
Top-gear acceleration, 30–50 mph: 8.9
50–70 mph: 6.9
Standing ¼-mile: 13.2 sec @ 107 mph
Top speed (governor limited): 159 mph

BRAKING
70–0 mph @ impending lockup: 152 ft

HANDLING
Roadholding, 300-ft-dia skidpad: 0.90 g
Understeer: minimal moderate excessive

FUEL ECONOMY
EPA city driving: 16 mpg
EPA highway driving: 24 mpg
C/D-observed: 16 mpg

INTERIOR SOUND LEVEL
Idle: 54 dBA
Full-throttle acceleration: 82 dBA
70-mph cruising: 74 dBA

Mazda MX-5

Mazda MX-5 2.0 Roadster Coupe by AutoExpress

The RC has a clear advantage over the standard MX-5, particularly in the winter months. The electric folding hard-top makes the MX-5 a more mature and desirable car without losing its sense of fun.
For: Improved refinement over soft-top, stiffer bodyshell, appealing electric roof, minimal price premium
Against: Roof operation takes longer than soft-top, steeply angled rear window, firm ride on 17-inch wheels

On the road price: £19,500


Driving
The RC (Roadster Coupe) adds up to more than the sum of its parts. It feels a more solid and upmarket product than the soft-top model it complements in the MX-5 line-up. But although it's mechanically identical, 1.8-litre and 2.0-litre engines do feel like they've lost a few horsepower. That's because The RC is slightly heavier than the soft-top. Even so, choose the range-topping Sport with its six-speed gearbox and shorter gear ratios make it feel more enthusiastic - and having a sixth means lower revs at motorway speeds. As for dynamics, the larger gap for the stowed roof means some chassis stiffness is lost, but reinforcing brackets compensate. And since the roof adds rigidity, the hard-top is marginally stiffer. This allowed Mazda to fit a bigger front anti-roll bar and toughen the suspension. The results are marked - there's less shake over mid-corner ridges and ruts. So the hard-top isn't just quieter, but also smoother to drive.

Marketplace

Why build a folding hard-top MX-5? Surely it's just a showcase for the company's talents? Not so; it was driven by demand from existing owners seeing extra comfort and safety. The 20mm-thick solid roof is constructed from plastic composite, so is resistant to knife attacks, and joins a slightly higher, longer rear deck in ringing the changes over the soft-top. The roof is claimed to be the fastest on the market today; we recorded 14.5 seconds, though we can lower the manual coupe's roof 10 seconds faster! Looking classier and better-integrated than the soft-top, Mazda expects the hard-top to account for 35 per cent of MX-5 sales. It comes in better-stocked form than soft-tops; air con is standard. This means prices are higher, but as most soft-top owners choose it anyway, the 'real' price difference is minimal; another tick in the RC's favour. Besides, it's debatable whether this is a big issue - as, since the demise of the MG TF and Toyota MR2, the MX-5 has so few natural rivals!

Owning

Step inside and there's not much to choose between the RC and soft-top. The third-generation MX-5 has a clean, modern cabin, which is constructed from tactile materials, and the driving position is good, if still a touch high. The large glass rear screen means visibility is better than in the soft-top, and because it lets in more light, the cabin feels less enclosed. The rear window is mounted closer behind you though, and the RC has 30mm less headroom. Luggage space is less of a concern. Provided you keep the lid up, there's a deep pit behind the seats (the area the roof folds into) and the 150-litre boot hasn't shrunk at all during the conversion. Mazda claims the RC is 8dB quieter, but that's optimistic - in our tests, the advantage was only 2dB. It's still enough to make a difference, though. As for retained values, they're likely to prove even better than the soft-top's already glittering values; our experts predict it'll hold onto nearly 55 per cent of its value after three years. And running costs are generally identical to the soft-top; insurance ratings, fuel economy, servicing costs, all remain the same.

2006 Subaru WRX STI Review

Making imprudent speeds seem prudent by Thom Blackett

Subaru WRX STI: Driving Impressions – Go Speed Racer, go! Drive along any city street, and chances are you’ll encounter a hopped-up Honda Civic or Mitsubishi Eclipse doing its best to look and sound fast, even if what’s under the hood amounts to nothing more than a high-flow air filter and chrome valve covers. These boy-racer types may conjure up thoughts of the 1960’s era cartoon character, Speed Racer, but in reality their rides couldn’t hold a candle to his Mach 5 with its 5,000 horsepower directed to all four wheels. And with that machine’s protruding front saws and bulletproof glass, it’s just as well that Racer’s cruiser remains fictional. Were it ever to come to life, we can only imagine what that episode of “Cops” would be like.

There are, however, a few select rides that, while touting thousands less in terms of horsepower, offer more than enough performance and agility for the real world, making them authentic sports cars and not merely poseurs. Plus, they come fully-backed direct from the manufacturer. A prime example is the 2006 Subaru WRX STI, a made-for-the-street version of an Impreza rally car that can be seen from time to time on the Speed Channel or ESPN, hauling tail through the air or performing a four-wheel drift in the forest to the thrill of hard-core fans. Similar to companies like Honda and Toyota using the track or off-road racing courses to develop technology ultimately available in the showroom, Subaru uses the hair-raising rally environment as a testing ground for the STI destined for your driveway. The result is an extremely capable sedan that will do its part to hustle its master between home and work, yet begs for its 300 turbocharged horsepower and 300 lb.-ft. of torque to be unleashed on curvy pavement.

Serving to demarcate the relatively mainstream Subaru WRX from the WRX STI is an aluminum turbocharged 2.5-liter four-cylinder engine that punishes the pavement with 300 horsepower at 6,000 rpm and 300 lb.-ft. of twist at 4,000 rpm. That boosted angst is pushed to all four Bridgestone Potenza 225/45R17 performance tires through a six-speed manual gearbox. In comparison, other WRX models offer only 230 horses, 235 lb.-ft. of torque, and a five-speed manual or optional four-speed automatic transmission. However, there’s more to the STI than a stout powertrain, like upgraded ABS and electronic brake-force distribution tied to Brembo vented discs, quick-ratio rack-and-pinion steering, and a high-performance suspension system with inverted struts as well as lower L arms up front and a parallel link setup on the rear. BBS 17-inch wheels are standard, kept under control by limited-slip front and rear differentials and a center differential that can be automatically locked or manually adjusted by the driver using a dial placed on the center console. To top it all off, this little Subaru boasts a 2,000-lb. tow rating.

That’s the mechanical side of the 2006 Subaru WRX STI, a limited view that fails to recognize the car’s creature comforts and oh-so-conspicuous visual enhancements. Yeah, we’re referring to that garish rear wing, which along with BBS wheels sprayed in gold or silver, painted Brembo brake calipers, a stainless steel exhaust tip, body-color wheel flares, a rear spoiler mounted above the back glass, STI front fog light covers, a lower body kit, high-intensity discharge headlights, and strategically-placed STI badges serves to separate this powerhouse from the rest of the WRX pack. The interior features unique items such as front sport bucket seats; Alcantara leather upholstery with suede inserts; soft leather with red stitching on the steering wheel, shift knob, and parking brake handle; and a 9,000-rpm tachometer for those wound-out back country runs. Other standard items shared with the WRX include a tilt steering wheel, alloy pedals, front-side airbags, a six-disc CD changer, and the usual array of power features. That laundry list of equipment is available for a base price of $33,620 including a $625 destination charge. Of course, options are available for buyers with

deeper pockets, availing those individuals to equipment ranging from an electrochromic interior rearview mirror for $183 to a $948 Performance Group consisting of a short-throw shifter, a turbo boost gauge, and a titanium shift knob.

Bolting on the Performance Group kit brought the price of our 2006 Subaru WRX STI tester to $34,568 (including destination). That’s a lot of coin for the folks most likely to call this ride their own – young males. But no one ever said fun is cheap, and there are always areas to cut expenses. That being said, now might be a good time to check out http://www.mattfischer.com/ramen for all of the interesting ways to make a buck’s worth of Ramen noodles palatable.

Photos courtesy of Ron Perry

Test Vehicle: 2006 Subaru WRX STI

Price of Test Vehicle: $34,568 (including a $625 destination charge)

Engine Size and Type: Turbocharged 2.5-liter horizontally-opposed four-cylinder

Engine Horsepower: 300 at 6,000 rpm

Engine Torque: 300 lb.-ft. at 4,000 rpm

Transmission: Six-speed manual

Curb weight, lbs.: 3,351

EPA Fuel Economy (city/highway): 18/24 mpg

Observed Fuel Economy: 17.5 mpg

Length: 175.8 inches

Width: 68.5 inches

Wheelbase: 100 inches

Height: 56.3 inches

Leg room (front/rear): 42.9/33 inches

Head room (front/rear): 38.6/36.7 inches

Max. Seating Capacity: FiveMax.

Cargo Volume: 11 cubic feet

Competitors: Audi S4, Mazda Mazdaspeed 6, Mitsubishi Lancer Evolution, Volvo S60 R

About Thom Blackett Thom Blackett joined Autobytel in 2000 as a Research Analyst with the company's data division, Automotive Information Center (AIC). After four years of pouring through press kits searching for minute details, Thom jumped to Autobytel's editorial team. Born and raised in the state of Maine (no, it's not part of Canada and yes, the proper pronunciation of lobster is "lobstah"), Thom has always been a car nut, using his grandmother's potholders as steering wheels to "drive" around the house as a youngster. His biggest sorrow is never getting to know his grandfather's 1959 Caddy, or the '62 Impala Convertible and '69 Chevy Malibu that his parents once owned. As Autobytel's Road Test Editor, Thom strives to write articles that serve to inform as well as entertain. A proud member of the Motor Press Guild, Thom holds a bachelor's degree from the University of Maine. Comments may be emailed to thomb@autobytel.com.

Ford GT : Exotic Cars

Ford GT car review

Tired of your daily drive and ready for something that will put a little spice in your life? Want a car that won’t blend in with everything else on the street? One such prime candidate is the 2006 Ford GT that was inspired by a racing legend -- the 1960 Ford GT40. Let’s look at Ford’s latest version of the GT and break it down based on two categories. First we will look at all the features that get your juices flowing and remind you why this car is a legend. Then we will turn our sights on the more practical aspects of the car.

Forty years ago, Ferrari was the top dog when it came to winning the biggest European race of the day, the 24 Hours of Le Mans. Mr. Henry Ford II decided that Ferrari’s dominance of this race had lasted long enough and felt that he could produce a Ford that would compete -- and win -- against Ferrari’s top cars. It was then that he began working on what would become a legend: the Ford GT40. In 1966, Ford II took his GT40 to Le Mans and not only competed with Ferrari but won -- both that year and then again in ‘67, ‘68 and ‘69.

the luxury ride

Ford has decided to bring back the racing legend and improve on it with high-tech performance parts. Under the hood of this racer is a hand-built, all-aluminum, 5.4 liter V8 engine that can put out an eye-popping 550 horsepower. Linked to this power piece of metal is a Ricardo manual transmission and fully independent suspension system designed to deliver all that power to the wheels. Ford used a super-rigid aluminum chassis and the combination of 18-inch wheels in the front with 19-inch wheels in the back to give the GT a strong base support and an intimidating stance. All of these high-tech performance parts working together give the GT a zero-to-60 time of 3.5 seconds and 12 seconds in the quarter mile.

To keep with the theme of combining a vintage look with modern technology, Ford has constructed the body of the GT out of super-plastic-formed aluminum. While not forgetting about the GT’s history, the 2006 GT keeps similar lines when compared with the original model from the '60s. And to finish off the look you can choose from two different paint schemes that were used on the 1960 version.

Another legacy feature for the 2006 GT is the design of the door panels. While they open normally, hinging toward the front, when the doors are closed they actually form the roof above the driver and passenger seats.

Once you sit down behind the controls you will feel transported back to 1966, passing one Ferrari after another on the track. The GT uses a wide gauge cluster, a metal shift knob and large toggle switches to keep the heritage look. It also combines a modern element into the mix with a magnesium center console with illuminated climate control, carbon-fiber seats and a large red start button.

The verdict
You will instantly fall in love with this

exotic American car. Ford has done a wonderful job of keeping the design of this original legend while bringing its performance into the modern era. The combination of vintage body lines with modern performance parts, wide gauge panel with modern materials, and just an overall style that will get you noticed anywhere in the world are a few examples of what this exotic car has to offer. Luxury score: 45/50

See how this ride scores on the practical side...

the practical ride
Before you decide that you must have this exotic car for yourself, let’s look at some of the practical features this racer has to offer the daily commuter. After hearing about the 550 horsepower coming from that lean, mean, aluminum V8 engine you have to wonder what kind of gas mileage the GT will get. The GT has relatively good gas mileage, getting 13 miles per gallon in the city and 21 miles per gallon on the highway. But "relative" is the keyword when compared to other exotic cars; the GT is actually one of the best, with the Lamborghini Gallardo getting nine miles per gallon in the city and 11 miles per gallon on the highway.

Another area of concern for most people regarding owning an exotic car is maintenance and availability of parts. The GT has another huge advantage here since it’s built by Ford parts, which are readily accessible. Also, Ford has dealerships throughout the country in just about every city or town that would be able to work on the GT.

When you look at buying an exotic car, functionality and price are not items of concern, but since we are looking into the practical aspect of owning the GT we need to take it into account. Cargo room hurts the GT in practicality, the most having just about two cubic feet of cargo capacity, which means that you have more room in the overhead compartment of an airplane than in the trunk of your car.

Another problem the GT has with functionality lies in the design of its doors. Since the doors form the roof when closed, they also have a large overhang when opened, causing problems for people to enter or exit the vehicle.

The last part of this category is price. The old saying “If you have to ask how much it is, you can’t afford it” isn’t necessarily true with the GT. Compared to European exotic cars the GT is priced to sell at $149,995. That might be a little highly priced for your everyday driving car.

The verdict
Overall, the Ford GT does a pretty good job with practicality considering it’s a street-legal race car, designed to be on the track more than on the road.

Practicality score: 40/50

and the total is…

The Ford GT gets high marks for performance and average marks for practicality. If you are in the market for an exotic car that will get you noticed and you are not willing to spend the typical amount for a European exotic car, then take a look at the Ford GT. You can't beat this ride for performance and pricing in this market. Even though the cargo area might be small, you can still fill it up with the money you saved by purchasing it over other exotic cars. If any Ferrari owners start to give you problems about owning an exotic American car, just remind them of the Le Mans races in ‘66, ‘67, ‘68, and ‘69.

By Michael Broch

Buying Luxury Cars At Auction

We've all seen them: guys who get mind-blowing deals on some very proper rides. Or, more accurately, we've all heard them. They always seem to make a point of loudly telling their buddy what a steal it was, making sure that anyone within a 50-foot radius hears about it, too. On the one hand, it's tough to blame them. Who hasn't wanted to crow about saving money? On the other hand, there's something to be said for subtlety and keeping figures to yourself. After all, for many years Rolls-Royce only quoted their cars' horsepower specs as being "adequate." Whether or not you advertise your savings to the world is a decision we'll leave to you. But first things first: You need to seek, find and acquire. Auctions can be an excellent way to find used luxury cars selling at a fraction of their retail value. Just remember to do your homework on your top picks, like you would in any other buying scenario.That said, if you have the funds in hand and are willing to bid shrewdly on a car you haven't even been allowed to test drive, the reward may outweigh the risks. Here are some types of auctions to get you started.

Government auctions
It stands to reason there would be a lot of luxury cars at government auctions. After all, Crockett and Tubbs were always busting the world's richest drug dealers on Miami Vice, right? Well, yes and no. Here in the real world, cars are indeed confiscated and auctioned as a result of various criminal activities. The premium cars can be found, but be prepared to sift through a lot of Mazdas and Buicks in the hunt for your Maybach or Bentley.

For starters, browse the U.S. Treasury Department's seized vehicle auction information at their official site, the IRS site and that of the General Services Administration (GSA). Not only will you find the vehicles, auction dates and locations; the sites also explain the entire bidding and buying process.

You may also want to track down sites for state, provincial and local government agencies. The vehicles there are more often retired agency vehicles, but now and then you'll see a luxury car hidden among the scores of Malibus and Caravans.

A word of caution: Don't be lured by the classifieds advertising auctions with $500 BMWs as far as the eye can see. They promise to reveal -- for a price -- top-secret details of government auctions, as if the CIA just leaked some critical details. But all that usually amounts to is a booklet of public information. Save your money and find it yourself online.
You'll find luxury rides in unlikely places...

Business/Public/Private-party auctions
When it comes to great car buys that slipped through our fingers, we all have Saab -- sorry, sob stories. Recently, a rural farm auction in my area featured a mid-1980s Mercedes-Benz 500 SEL, the big sedan model I like to call "Das Boot." I later heard the crowd was more interested in farm machinery, so the well-preserved Benz was virtually ignored and sold for $950.

Business, public and private party auctions are usually one-time events with no specific season or schedule (unlike government auctions). So they tend to be well advertised online and in local classifieds to draw the biggest turnout possible.

Another advantage to these auctions is the likelihood that the vehicles will be closely inspected before going on the block. Chances are you still won't be able to test-drive them, but often the keys are there for you to fire the engine and do the usual spot checks.

A word of caution: Be patient. It will probably take some time to find anything of interest. These auctions don't always feature premium rides -- if any vehicles at all. But when they do, they're often overshadowed by furniture, machinery and other property. It pays to look for the sale where a luxury car doesn't belong. Take the lost Benz incident as an example; you could very well be one of only a couple bidders remotely interested in the car.

Dealer auctions
If a used luxury car isn't a certified pre-owned (CPO) or a local trade, it's likely been purchased at a dealer auction. Buying at this type of auction is the method with the most compromise. The cars will often be newer and in better mechanical shape because they're reconditioned. Sometimes they appear as the result of slow-moving dealer inventory or repossession, or are fresh off a lease. The downside is that you may not save a great deal of money for all your effort.

The real challenge is getting to a dealer auction in the first place. Only licensed dealers are allowed to bid, if attend at all. So, short of obtaining your own credentials (and there are services that claim to help do so on the cheap), you'll have to be buddies with someone on the inside... really good buddies. Good enough that he won't mind you taking some or most of his profit from the sale. And, because the laws vary, you'll want to make sure this method is locally kosher beforehand.

A word of caution: Beware of cars with salvage titles -- that's to say, any car which sustained major damage at some point and was declared a total loss. A competent collision tech can work miracles to make it run and drive right again, but the title will always be branded. You may not mind now, but it will seriously affect its value when you decide to sell.

By Thomas Bey Automotive Correspondent - Every other Friday

How to Buy a Car

Car buying is not a task to be taken lightly. The cost of a new car equals almost what my parents paid for their first home. It's imperative to do behind the scenes research to ensure you get a great deal.
Do not be in a hurry. Car dealers can detect the scent of desperation a mile away! If you are totally without transportation, rent a vehicle until you find the right car. If you rush your purchase, you will usually end up on the bad end of the deal.
You can uncover the typical retail cost of a specific make and model right on the internet. With a little extra research, you can discover the wholesale cost as well. These two pieces of information give you an edge when it comes to negotiation.
It's best to work toward a win-win situation with the car salesperson. They need to make some money on the deal, and you want to pay a fair price. You can often negotiate a price that is $500 above dealer cost, or about 20% off the sticker price. Make sure you take your calculator with you when car hunting.
You can often order a car with *custom* option choices. This could save you hundreds of dollars. You might wait a couple of weeks, but why pay for options that you do not need?
Always check with the dealership to see if you can return the car if you do not like it. Many dealerships now offer this option. Some dealerships will give you a three day trial period in which to try the car.
It is a good idea to wait until the end of the month to go car hunting. Salespersons who want to meet a certain quota will be eager to strike a deal.
Knowing the value of your old car makes it easier to negotiate a better price for it. Try not to talk about a trade-in possibility until you get a purchase price. Sometimes this is difficult, as most salespeople will ask upfront about a trade in.
I took my car to one lot, and was told the trade in value was $1,200. Another dealership said they would give me $3,500 for the same car! So do your research to make sure you receive a fair price on your used vehicle. Stick to your guns when it comes to getting the value of your trade-in, especially if you've had your car serviced regularly.
A service contract will likely be brought into the negotiation. Most consumer information shows no need to buy an extra contract on a new car, as it's not likely a problem will occur during the first months of use. Free Car Buying Report http://www.ElmerFizz.com/CAR_BUYING.html Don't miss this. Whatever you do, always read the fine print of any contract before signing it. Ask questions about what certain phrases mean if and when you do not understand something.
Also, just because a car is brand new doesn't mean you should buy it without asking questions. New cars can land in the lemon category as well as used ones. Keep on your toes during the negotiation process. You will enjoy both getting a new car, AND creating a win-win situation for yourself and the dealer.

written by ElmerFizz

Audi TT Roadster

Audi has produced an excellent convertible, but the 2.0T model is cheaper and nearly as quick

Is there really no stopping the Audi TT? With the second-generation coupé now established as a favourite on UK roads, the success story looks set to continue with the Roadster.


Hitting UK showrooms in March, it’s available with 2.0-litre turbo and 3.2-litre V6 engines, and comes with a choice of six-speed manual or dual-clutch S tronic transmissions.

Although mechanically similar to the coupé, the Roadster’s spaceframe has been strengthened to cope with the loss of the roof.
As a result, the car is not only 120 per cent stiffer than the outgoing car, but it’s 75kg lighter, too.Chassis rigidity is very impressive, and with little in the way of body twist, the Roadster has the same sure-footed and precise handling as the coupé.
The TT copes well over bumpy surfaces, too, isolating imperfections far better than many of its roadster competitors.

We drove the 3.2-litre V6, which provides a fantastic rumbling soundtrack. And while this range-topping model doesn’t have a huge performance advantage over the 2.0-litre turbo version, the quattro four-wheel-drive system means traction isn’t a problem.But it’s open-air motoring that sets the Roadster apart, and Audi has got all the crucial elements of a good convertible spot-on.
The fabric hood folds in only 12 seconds and can be operated at speeds of up to 19mph. The process is fully automatic, while a wind deflector rises from behind the chrome roll hoops at the press of a button. With the roof in place, noise insulation is impressive, while buffeting with the top down is minimal.
Dropping the hood doesn’t affect luggage space, either, and the 250-litre boot has a wide opening. The cabin is beautifully built and the driving position excellent, while the top-spec 3.2-litre gets heated seats as standard.
Crucially in such a fashion-driven sector, the roof blends naturally with the new car’s lines compared to the rounded shape of the old Roadster.
Add in strong residuals and a class-leading image, and the new TT drop-top looks set to be one of the coolest cars to be seen in this summer.



Text: Owen Mildenhall / Photos: Pete Gibson February 2007

At a Glance
Roadster has a more cohesive look than old model, while performance matches TT coupé.
Price: ......................................£31,535
Engine:.................................... 3.2-litre V6
Power:.................................... 247bhp
0-62mph:............................... 6.1 seconds
Top speed:.............................. 155mph
Transmission:.......................... Six-speed manual, (S tronic £1,400), four-wheel drive
Economy:................................ 27.2mpg
Emissions:............................... 250g/km
Service intervals:.................... Variable
Standard equipment:............... Leather, fully automated roof, heated seats, stability control, 18-inch alloys
On sale: ...................................March