2008 Jeep Liberty Limited 4×4

The 2008 Liberty sports a bold new face, more powerful engine, and improved off-road capability.
By Nina Russin

2008 Jeep Liberty

The first Jeep Liberty struck me as a downsized Cherokee: a road car that could cruise the trails. The second Liberty is more of an upsized Wrangler: loves to play in the mud, but with more amenities than its smaller sib.

The exterior is leaner and meaner: more iconic Jeep. A big toothy grille dominates the front end, framed by two angular headlamps, square fenders, and a flat hood. There’s a conspicuous absence of soft curves. The Liberty stands tall and at attention, with wheels pushed to the corners for better stability.

There is one engine, a 3.7-liter V6, mated to either a six-speed manual or four-speed automatic transmission. Chrysler is selling a diesel model in Europe, but has no plans to bring it to the states. The 210 horsepower V6 has ample low-end acceleration, and the ability to tow up to 5000 pounds: well over our ALV minimum standard.

The four-speed automatic transmission seems lacking in this era of five and six-speed packages. It downshifts exceptionally hard, and has less than stellar fuel economy. While Jeep spokespersons are happy with the tried and true package, I suspect that finances may have played a role in the engineers’ decision.

The model line-up includes two grades, Sport and Limited. Chrysler expects the Sport model to comprise sixty-five percent of sales. Pricing starts at $20,990 for the 4×2, and $22,660 for the 4×4 model. The upscale Limited grade that starts at $25,175 comes with the Yes Essentials fabric interior that resists stains, chrome accents, and larger wheels.

The new Liberty is part of Jeep’s largest product offensive to date, increasing its stable from three to seven models since 2004. The first Liberty filled the slot between the Wrangler and Grand Cherokee. The new mid-sized model moves upscale, with a larger engine and more amenities than either the Patriot or Compass.

Midwest drive test

I drove the Limited 4×4 model at a recent press event in Indianapolis. Our drive route took us through the southern tier of the state. While Indiana has no lack of highways, its biggest asset is the network of two-lane roads that pass through small farm towns. Opportunities for off-road driving are plentiful in state recreation areas. The hilly terrain and an abundance of rain make for challenging trails. The trails are heavily forested, with lots of exposed roots, boulders, and short, steep hills.

While the new Liberty has a bigger footprint than the first model, it’s still small enough to function well as a city car. The wheelbase is 106 inches with front and rear tracks of 61 inches. Like the original model, the 2008 Liberty has rack and pinion steering, which gives it the turning capability of a passenger car. Turning diameter is just over 35 feet.

The steering feels loose at high speeds. It doesn’t have exceptional on-center feel, but it’s good enough to give the driver some feedback from the wheels. Stabilizer bars front and rear help the car corner flat, as do gas-charged shocks.

Front and rear disc brakes are solid and linear. The standard antilock braking system engages appropriately. Electronic stability program is also standard on all models.

The suspension is independent in front with a live rear axle. The solid rear end makes the car more adept at towing large loads. Unlike some live axles, this one doesn’t bounce a lot. Both rows of passengers should find the ride comfortable.

The Limited has standard 17-inch wheels. The test car had the optional 18-inch rims, offering an even more stable footprint. This is especially noticeable on the highway. Despite its relatively narrow stance and high profile, the car feels stable at high speeds, much more so than the Wrangler.

Dirt dog

The new Liberty really shines off road. Hill descent control and hill-start assist make it possible for drivers without much experience to tackle difficult trails. When shifted into low mode, the engine multiplies torque, and provides extremely low gears for crawling over uneven terrain.

The wooded trail in southern Indiana was a challenging test. The Liberty felt solid and moved forward easily with one or more wheels off the ground. The hill descent control allowed the vehicle to crawl down extremely steep grades, while the hill-start assist kept it from sliding backwards when the driver stopped on a steep uphill.

With seventeen-inch tires, the car’s axles have over seven inches of ground clearance. Optional skid plates protect the chassis against larger rocks. All models have adequate wheel articulation to clear deep ruts, and are engineered to ford deep water without damaging the engine.

A clear view of the sky

Jeep’s new Sky Slider roof opens up the Liberty, giving both rows of passengers a clear view of the sky. The cloth top retracts similar to a convertible. It can open from either the front or rear. When fully open, it’s four times the size of a conventional sunroof. The effect is similar to the soft top on the Wrangler, but better suited for four seasons. In anticipation of Midwestern winters, engineers tested the roof with four hundred pounds of snow.

When the top is open, it makes a lot of noise on the highway. But on the trails, it’s an absolute joy. With no glass beneath it, passengers are literally connected to the outdoors. Not only did we see the branches swaying above us, we had a few leaves drift inside while on the trails. Open-air enthusiasts should fork out the cash for the option. A button on the instrument panel makes it easy to open and close, and the open roof gives the new Liberty a classic Willys Jeep feel.

The larger wheelbase added interior room to the new car, especially for second-row passengers. There’s adequate legroom, although four passengers will be more comfortable than five.

The test car had optional leather front bucket seats with position memory and seat heaters. Both front seats are comfortable and offer good lower back support. The driver’s seat has an adjustable lumbar. The steering wheel tilts but doesn’t telescope, which could be a problem for smaller drivers. It has cruise control and information system buttons on the front, and redundant audio controls in back. 

All models come with a standard MP3 plug-in. The test car had optional Sirius satellite radio and the upgraded Infinity audio system. An optional navigation system displays two or three-dimensional maps. Park sense rear park assist warns drivers about obstacles that may be in blind spots to the rear.

Both rows of passengers have decent sized cupholders. There is a 115 volt-inverter to the rear of the center console, and a 12-volt power point on the instrument panel. A large bin in the center console is big enough to hold compact discs or a small pack. A small removable tray holds electronic devices, and includes a change sorter.

The floor-mounted gate shift is easy to reach and engage. A lever in front of the shifter engages the various four-wheel drive modes. Buttons on the instrument panel engage the hill start assist and hill descent control features for off-road driving.

Second-row seats are easy to fold flat, by pulling on a single strap to the side of the seat cushions. The seats fold flat without removing the headrests, making the new Liberty bicycle friendly.

The liftgate includes a flipper window that opens separately for loading in smaller items.  There are six tie-down hooks in the cargo area for securing items: a must for off-road driving. The spare tire has moved from the liftgate to a spot under the cargo floor, making it easier to load up the back of the car. The cargo floor is reversible. One side is carpeted, while the other is made of a durable vinyl, with detents for holding items in. There is a waterproof storage area under the cargo floor.

Roof rails are standard on the Limited model. A step plate in the rear makes it easier to load items up top.

The all-new Liberty rolls into Jeep dealerships this fall.

Likes: The new Liberty has a more powerful engine than the original model, as well as a roomier interior with more creature comforts. Off-road performance is exceptional. The available Sky Slider roof will appeal to outdoor enthusiasts who need the four-season versatility of a hard top.

Dislikes: The four-speed automatic transmission produces a lot of shift shock. Steering response on the highway is soft.

Quick facts:

Base price: $26,785
Price as tested: $32,895
Horsepower: 210 Hp @ 5200 r.p.m.
Torque: 235 lbs.-ft. @ 4000 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 15/21 m.p.g. city/highway
Comments: Base price includes $660 destination fee.

2007 Mazda CX-9, Grand Touring

Mazda’s long-wheelbase crossover vehicle seats seven and is bicycle-friendly.
By Nina Russin

2007 Mazda CX-9

The CX-9 is Mazda’s seven-passenger crossover: it straddles the murky waters between sport-utility vehicles and minivans. To me, the CX-9 seems more like a minivan. It’s front-wheel drive, has a unit-body construction, and drives like a passenger car.

Styling is more like a minivan as well: perhaps a little sportier. The rear spoiler, high beltline, and narrow greenhouse give the car a muscular, planted look.

It also has some accoutrements that many minivans don’t have, such as available all-wheel drive. The Grand Touring model (tested) comes with an optional navigation system that includes a rearview backup camera. It also has a power rear lift-gate: a godsend when carrying loads of heavy cargo to and from the vehicle.

Mudguards are available as an option, but the CX-9 is not a car to take far off the beaten path. The 113-inch wheelbase is too long for serious off-road driving, and there isn’t enough ground clearance. Approach and departure angles of 17 and 21-inches respectively aren’t high enough for the CX-9 to move over extremely uneven terrain. Large boulders or roots in the road would also be a problem.

The CX-9 has a different powertrain than Mazda’s five-passenger crossover: the CX-7. The CX-9’s standard 3.5-liter V6 engine produces 263 horsepower and 249 lbs.-ft. of torque: about 20 horsepower more than the four-cylinder engine in the CX-7. Despite a relatively high curb weight of 4300 pounds, the CX-9 has enough power to accelerate hard from a stop, and pass other cars on the freeway.

Does it zoom?

Mazda’s reputation is based on sporty performance across its vehicle line; what the manufacturer calls “zoom-zoom.” While the CX-9 doesn’t suffer from lack of power, it’s too big and heavy to have the light, nimble feel of a sports car.

The car’s best attribute is its balance. The front-wheel drive test car doesn’t feel nose-heavy, as many such vehicles do. Perhaps that’s because the aluminum engine block keeps weight on the front end to a minimum. Nor does the car push in corners, or dive hard during braking. The average person can drive the CX-9 hard and make the occasional emergency maneuver, confident that he will be in complete control.

Twenty-inch aluminum wheels, standard on the Grand Touring model, produce a large footprint, and keep the vehicle stable. I noticed very little roll on decreasing radius turns. A fully independent suspension smoothes out bumps in the road: stabilizer bars are standard front and rear. Engineers maximized torsional stiffness throughout the unit body for better steering response and a good on-center feel. Four-channel antilock brakes are standard on all models.

Spacious interior

The car’s long wheelbase translates to a larger interior, and more legroom for people in back. A lever on the second-row seatbacks releases the seats so they can move forward, making it easier for passengers to climb into the third row. The second-row seats also recline, and have separate climate controls. Head and legroom in the third row isn’t as generous as the second row, but kids and smaller adults shouldn’t have a problem.

All three rows of seating get overhead reading lamps and power points. There are two, 12-volt points up front: in a bin in the center console, and on the center stack. A 115-volt inverter on the C-pillar allows rear passengers to plug in a computer or other electronic devices. There is also a 12-volt outlet in the cargo area, to the right of the liftgate.

There isn’t much room for cargo behind the third-row seat: enough for some groceries, small boxes or duffle bags. But the seats are exceptionally easy to fold flat, by pulling on straps on the seatbacks. Bikes with the front wheels removed can fit in with the second-row seats in place.

The second-row seats also fold flat without removing the seat cushions or headrests, producing an even longer cargo floor. There are tie-down hooks to either side of the cargo floor for securing larger items. There is also storage under the cargo floor behind the car jack.

Map pockets in all four doors hold paperwork. The front two doors have molded bottle holders. The cupholders in the center console are large enough for big drinks or water bottles. There’s also a nice storage shelf behind the gated shifter, which is big enough for a cell phone or PDA.

A power driver’s seat on the test car has three memory settings: a nice feature if two or more drivers are sharing the car. A tilt and telescoping steering wheel allows smaller drivers to maintain a safe distance from the front airbag. The steering wheel has cruise control settings and redundant audio controls.

The front passenger seat also has power adjustments, and both front seats are heated. Dual temperature controls ensure that both front passengers ride comfortably.

Keyless ignition is standard on the touring model (tested). In this case, the key is a credit card-like device that fits nicely inside a wallet. The driver turns the ignition switch to the “on” position, similar to a traditional system, but without inserting a key.

An optional Bose stereo system comes with an in-dash 6-CD changer and Sirius satellite radio. The 5.1 surround sound produces excellent sound throughout the car. A MP3 jack in the center console bin allows passengers to download their own music libraries. The audio system is Bluetooth compatible.

A rearview camera displays a wide-angle view in back of the car on the front navigation screen. It eliminates blind spots around the D pillars and below the rear window, making parallel parking and backing into smaller parking spots easier. The same option package comes with the power liftgate that operates by depressing a button the key fob.

Standard safety

All models come with front, side and side curtain airbags that protect all three rows of passengers. Antilock brakes, a tire pressure monitoring system, roll stability and traction control are also standard. The test car has side mirror markers and rain sensing wipers.

Pricing for the front-wheel drive CX-9 begins at $29,035; $30,235 for the all-wheel drive model. The Grand Touring front-wheel drive model begins at $32,675. An available towing package ($450) boosts the car’s towing capacity to 3500 pounds: our ALV minimum standard. Buyers can also add a factory roof rack for $250.

The CX-9 is on display at Mazda dealerships nationwide.

Likes: Very spacious interior with a lot of head and legroom, especially in the second row. Despite its size, the CX-9 is a well-balanced car, with better-than average performance at speed.

Dislikes: The car’s base price of $29,035 puts it out of range for many potential customers. The five-seat CX-7 is a much more affordable option.

Quick facts:

Base price: $32,675
Price as tested: $38,760
Horsepower: 263 Hp @ 6250 r.p.m.
Torque: 249 Lbs.-ft. @ 4500 r.p.m.
0 to 60:  N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: Yes
Off-road: No
Bicycle friendly: Yes
Fuel economy: 18/24 m.p.g. city/highway 
Comments: Base price does not include a $595 destination charge.

2008 Land Rover LR2 SE

Compact sport-utility vehicle gets jiggy with the big boys.
By Nina Russin

2008 Land Rover LR2

The LR2 is Land Rover’s replacement for the Freelander: a compact sport-utility vehicle that rolled out in 1997. Like the Freelander, the LR2 is a unibody, all-wheel drive car: a departure from the body-on-frame trucks the automaker is known for.

In contrast, the LR2 feels more solid and purposeful than the car it replaces. The body is stiffer, for better steering feedback, and the six-cylinder engine, plenty powerful. Zero-to-sixty acceleration is 8.4 seconds: fast enough to merge onto freeway, or win the occasional game of chicken out of the tollbooth.

The 3.2-liter engine is an inline design, which I prefer to a V6. Inline engines are inherently balanced. Engineers can put sensitive electronic components on the cold end, where they’re less likely to fail from heat. In layman’s terms, inline six engines don’t vibrate, and they’re less likely to break down.

A six-speed automatic transmission boosts power and fuel economy. Drivers can select either regular or sport modes. The sport mode keeps the car in a lower gear for better power delivery.

Full-time all-wheel drive sends power to the wheels with the best traction. Traction and roll-stability control are standard. So is downhill descent control.

Land Rover’s terrain response system, introduced on the LR3, is standard. A dial on the center console allows the driver to alter the vehicle’s suspension, traction and braking according to driving conditions. Did somebody say deep mud? Yummy!

North to Sedona

Arizona’s red rock country is the perfect place to test the LR2: a combination of paved and dirt roads, with a healthy dose of slick rock that’s legal to drive on. The stretch of Interstate 17 between Phoenix and Sedona is an uphill grade that climbs from 1500 to 4500 feet. It’s great for testing the car’s low-end torque and horsepower. As the altitude increases and the grade gets steeper, large semis slow to a crawl. Passing on an uphill grade is a quick way to gauge how much of the engine power is actually making it to the wheels.

The intelligent all-wheel drive system automatically delivers power to the wheels that need it most. Power goes to the front wheels when the car is on dry pavement. But when traction needs change, as they do on winding uphill grades, the system can send almost all of the power to the rear axle. The design boosts fuel economy, while giving the LR2 the characteristics of an all-wheel or rear-wheel drive car.

A long, flat torque curve helps as well. The engine produces up to 234 lbs.-ft. of torque at cruising speeds. As a result, the LR2 can pass vehicles on a steep grade without harsh downshifts.

Unlike some off-road vehicles, the LR2 has a fully independent suspension, which produces a supple ride, not unlike a passenger car. Rack and pinion steering is very responsive, and four-wheel disc brakes are firm and linear.

August is monsoon season in the southwest: afternoon thunderstorms in the high country are commonplace. The prospect of flooded roads and high winds make the drive north more enticing. Rain may depress people in the Midwest, but here in the desert, it’s cause for celebration.

As we approach Prescott, we can see large thunderheads to the north. The winds pick up, and we realize that we we’re headed for a late afternoon thunder-boomer. The LR2 loves deep water.

Front and rear wipers maintain good visibility all the way around the vehicle, while the all-wheel drive keeps the tires glued to the road. Despite its high profile, the truck feels stable at speed, even in wind. Ground clearance is about 8.7 inches, so water intrusion is never an issue.

The LR2 can wade through water up to 19.7-inches without damaging the engine or interior. Except for getting dirt on the outside of the car, the LR2 comes through the storm with flying colors.

The steep hills in and around Sedona are perfect for testing the hill descent control. The system uses antilock braking to maintain a slow downhill speed. The speed is never more than four miles-per-hour, but may be less, depending on the terrain response settings.

A new gradient release control system works in tandem with the hill descent control. It maintains a certain amount of brake pressure after the driver takes his foot off the pedal so downhill acceleration remains in control.

Since all of this engages automatically, the driver can spend more time enjoying the scenery. The hardest part is keeping one’s foot off the brake pedal, so the electronic controls can do their job.

Theater-style seating

Like the LR3, the LR2 has theater-style seating. Second-row passengers sit slightly higher than those in front for better forward visibility. There are two sunroofs: one for each row. Because of the car’s compact size, second-row passengers don’t have a ton of legroom. But it should be adequate for most adults. While three passengers can sit in back, two will be more comfortable.

The rear seats fold flat to extend the cargo floor. It’s a fairly simple operation that entails flipping the seat cushions forward and then folding the seatbacks flat. It’s not necessary to remove the headrests, so the process takes about a minute. With the second-row seats folded, there is plenty of room in back for a couple of bikes with the front wheels removed, or a bunch of camping gear. Those of us who like to get dirty appreciate the reversible cargo floor: carpeted on one side, and a water-resistant material on the other. A removable tonneau hides items behind the rear seat.

Power adjustable front seats and leather trim are standard. A tilt and telescoping steering wheel allows smaller drivers to find a comfortable seating position, and still maintain a safe distance from the front airbag. There are plenty of cupholders, as well as bottle holders in the doors. A small cubby in the center console easily holds a cell phone or PDA, and there are a couple of 12-volt power points, so the driver can recharge on the go.

A new keyless start system may fix a long-time Land Rover problem: keys sticking in the ignition switch. The key fob inserts into a slot next to the steering wheel to power up the electronic components. A start/stop button above it turns the ignition on and off. The system certainly doesn’t simplify things, but it seems to be reliable.

The terrain response dial at the front of the center console has four settings: general driving, grass/gravel/snow, mud/ruts, and sand. Each setting varies the way the stability, traction and hill descent control functions, to optimize traction and directional control. It also adjusts shock tuning and the center differential to keep passengers comfortable, but give the wheels enough power to go forward on uneven terrain.

While the LR2 doesn’t have a two-speed transfer case, it has enough wheel articulation and low-end torque to take drivers through some fairly challenging trails. The advantage of all-wheel drive is that the driver doesn’t have to worry about changing settings. The car is always ready to respond to the unexpected snowstorm or flooded dirt road.

All the comforts of home

While the LR2 is Land Rover’s least expensive vehicle, it’s still a Land Rover. Base price is just under $34,000: the test car was just over $40,000. Luxury cars have luxury amenities. For example, the seats are similar to those found in the high-luxury Range Rover HSE: heaven for people with lower back problems.

A technology option package adds Sirius satellite radio, navigation system, six-
disc in-dash CD changer with Bluetooth connectivity and 7.1 surround sound. Other options on the car are heated front seats, a heated windshield, and a lighting package that adds bi-xenon headlamps, approach and puddle lamps on the side mirrors.

Airbags everywhere

Engineers took vehicle safety seriously for the LR2: even the most skillful driver can get in trouble off-road. There are seven standard airbags: two in front, one at the driver’s knees, side and side curtain. Antilock braking, traction and roll stability control are also standard.

The LR2 is a good option for buyers who want the off-road capability and panache of a Land Rover at a more affordable price. It’s a stylish, nicely proportioned car that should be just the right size for one or two people and their gear.

Fuel economy is a respectable 16/23 m.p.g. city/highway. The car’s relatively compact dimensions make it easy to park in most urban lots or garages. Ride and handling characteristics rival passenger cars, with the additional benefits of exceptional off-road capabilities. The LR2 can tow up to 3500 pounds.

Land Rover LR2s are waiting to get dirty at dealerships nationwide.

Likes: Excellent on and off-road performance, with all the luxury Land Rover is famous for. The LR2 makes foul-weather driving an adventure to look forward to. The cargo area is large enough to hold a couple of bicycles or some camping gear, and the reversible cargo floor is easy to keep clean. Stadium seating gives all passengers an unobstructed forward view.

Dislikes: The new keyless ignition feature is more complicated than it should be. It takes longer to start the car than a traditional ignition system.

Quick facts:

Base price: $33,985
Price as tested: $40,050
Horsepower: 230 Hp @ 6300 r.p.m.
Torque: 234 lbs.-ft. @ 3200 r.p.m.
0 to 60: 8.4 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 16/23 m.p.g. city/highway

2008 Audi R8

Audi’s racing heritage shines through in the exotic R8 sports car.
By Nina Russin

2008 Audi R8

Sitting in my driveway is the most beautiful car I’ve ever seen. The neighbors assembled around the car agree. In front, a wide trapezoidal grille sits beneath Audi’s signature four-ring badge on the hood. Two large air intakes and clear glass headlamps form the front corners. Two large aluminum side blades above the rear wheel arches deflect air into the engine. In the rear, two more sets of gills stretch down from the tail lamps. This engine does some heavy breathing.

The Audi R8 is a mid-engine sports car based on Audi’s Le Mans race cars. Racing versions won the Le Mans 24 Hours five times. The germ for the road car was the Audi Le Mans Quattro concept. The production car debuted three years later, at the Paris auto show.

A 420-horsepower V8 engine is positioned mid-ship, creating a 44/55 percent front-to-rear weight balance that is ideal for performance. Buyers can choose between a six-speed manual or Rtronic automatic transmission. The test car has the manual.

The 4.2-liter engine block peers through a shield-shaped rear window. Four large exhaust pipes sprout out the back of the car.

The aluminum and magnesium body perches atop four nineteen-inch wheels with low profile tires that produce an unusually large footprint. The R8 accelerates from zero-to-sixty in 4.4 seconds. Blink and you’re there.

Top speed is 187 miles-per-hour. Fifteen-inch disc brakes in front and 14-inch discs in the rear stop the car on a dime. The overall effect is like a well-behaved cheetah: lightning speed, without the fickle “I’ll go where I want, when I want,” of the average cat.

Don’t I have somewhere to go?

Sunday morning, I light up the ignition with my husband, Rob, riding shotgun. I’d love to take the R8 out on a racetrack, but the best I can do is the four-lane roads and freeways around Phoenix. That means resisting the temptation to go full throttle if I want to keep my license.

One of the things that make all Audis special is their suspension design. Because the cars are more aluminum than steel, they’re extremely light and nimble. The cars seem to float, even at speed. The driver doesn’t feel disconnected from the road: more in complete harmony with it.

Recently Audi engineers developed a new technology called magnetic ride suspension. Instead of conventional shock fluid, the shocks are filled with a fluid that changes density according to electromagnetic inputs. It can change the shock damping instantaneously to meet road and driving conditions, based on input from electronic sensors. While the R8’s springs are extremely stiff, the magnetic ride system can dampen road input to give the car a fairly plush ride. But if the driver takes a corner fast, it will stiffen up the shocks to keep the car flat and in control.

While the R8 is an extremely light car, it has a long wheelbase and low center of gravity: the design keeps the wheels glued to the road. A self-deploying rear spoiler provides additional down-force at speed, and retracts when the car decelerates.

Steering by wire eliminates the traditional power steering pump, making the rack-and-pinion steering system more responsive. It also eliminates weight. The R8 features Audi’s Quattro all-wheel drive system, so power goes to the wheel with the most traction.

In other words, the car is so responsive that the driver can steer with his fingers. He can shift with them too. Models with the R Tronic automatic transmission have paddles behind the steering wheel, so the driver can choose the gears manually. The six-speed manual transmission shifts using a joystick on the center console.

It takes awhile to realize just how hard one can push this car. I’m not an exceptional driver, but the R8 makes the best of my abilities. It prances through decreasing radius turns at speeds that would send most cars drifting into the guardrails.

The test car is European spec, so it has different side mirrors than the vehicles that will be sold stateside. European spec cars have wide-angle mirrors on both sides. I like the setup: it gives a great view to both sides of the car, once the driver gets used to the fact that objects are closer than they appear in the mirrors. The speedometer has both mileage and kilometer gauges, but the temperature controls are all in Celsius.

Rob doesn’t say a word for the first thirty minutes of our test drive. He’s not even singing along to the radio. I’m starting to worry when he says:
“I think I’m dreaming. This is amazing.”
Those are his last words until we pull back into our driveway.

Plush cockpit

The R8 doesn’t have a lot of storage space, but it has two very comfortable seats for the driver and passenger. The black test car has brown leather trim: the seats have large enough bolsters to keep us in place, without being cumbersome to climb over.

Audi uses the same asymmetrical steering wheel as in the TT: a design derived from its racecars. Redundant volume controls on the front of the wheel allow the driver to make adjustments without taking his eyes off the road. Radio and temperature controls are easy to reach from both front-seating positions.

An optional park assist system is a handy feature. It sends audible signals to the driver when he approaches obstacles to the front, sides or rear of the car. The system comes with a rear backup camera that displays a wide-angle view to the back when the car is in reverse, making it easy to slip into smaller spaces, and parallel park.

The test car also has the upgraded Bang & Olufsen surround-sound system. The 465-watt system includes a noise compensation system that adjusts the volume to compensate for speed and road noise. While some speed-sensitive audio systems can be annoying, this one works quite well. What’s noticeable is that it doesn’t overcompensate as many of its competitors do. It would be a shame to drown out the car’s beautiful exhaust note with an overdose of audio.

The front seats flip forward using levers on the seatbacks: there is a small storage area behind the seats. The storage area is large enough to hold some groceries or a couple of small duffle bags. Audi claims it will hold a couple of golf bags. I can guarantee it won’t hold a bicycle.

Then again, the R8 is not the type of car a person would park at a trailhead. I got nervous leaving it in a parking lot for a couple of hours. The R8 attracts lots of attention. I saw several people taking pictures with their cell phones, and a few other cars circling the R8 in slow motion. My advice: valet the R8, and buy a separate vehicle for hauling the gear around.

Base price for the Audi R8 is $109,000 for the manual transmission model. The car is built on a small-lot production line at the Audi plant in Neckarsulm. Each car is essentially hand built. The plant produces a maximum of fifteen cars per day.

The car is currently available in Europe but not stateside.

Likes: An exceptionally beautiful sports car with outstanding performance. The nimble R8 brings the driver in complete harmony with the road, allowing the driver to push the car far beyond the limits of other sports cars.

Dislikes: It is hard to judge the front and rear ends of the car because of the low seating position. It would be hard to park the R8 without the optional parking assist system.

Quick facts:

Base price: $109,000
Price as tested: N/A
Horsepower: 420 Hp @ 7,800 r.p.m.
Torque: 317 lbs.-ft. @ 4,500 r.p.m.
0 to 60: 4.4 seconds
Antilock brakes: Standard
Side curtain airbags: N/A
First aid kit: No
Towing: No
Off-road: No
Bicycle friendly: No
Fuel economy: 13/20 m.p.g. city/highway