2008 Nissan 350Z Coupe

Sports car with a motorsports heritage
By Nina Russin

2008 Nissan 350Z

Depending on one’s perspective, the Nissan 350Z is either the most affordable sports car, or the most expensive hatchback on the market. The first Nissan 240Z rolled out for the 1970 model year. The current model builds on the three-door, hatchback heritage with refinements from Nissan’s Formula 1 racing program.

The midship engine, rear-wheel drive 350Z has a larger, more functional cargo area than most two seaters. Yet it maintains a 53/47 front-to-rear weight balance: ideal for performance. Power comes from a 3.5-liter V6 engine mated to a six-speed manual transmission. The Z rides on standard eighteen-inch alloy wheels with low profile Bridgestone Potenza tires.

The Enthusiast edition (tested) is one of five available grades. It adds traction control, a limited-slip differential, aluminum pedals, cruise control, redundant steering wheel controls and a homelink transceiver to the car’s standard equipment.

A price increase that took effect April 8 has increased the car’s MSRP from $29,680 to $30,070. Optional carpeted floor mats and side curtain airbags add $715. The April 8 price increase raised the destination charge from $625 to $660.

High-tech engine

The 350Z’s aluminum engine is built with components designed to withstand the heat and friction of racing. Molybdenum-coated pistons are extra hard, to resist detonation. Microfinished crank and camshafts minimize energy lost from internal friction. Direct injection feeds fuel directly into the engine cylinders, enhancing throttle response, while minimizing uncombusted gas.

A drive-by-wire system replaces a mechanical throttle. It reduces the number of components under the hood, saves space and weight.

The dual overhead cam engine revs high: peak horsepower kicks in just below the 7500 rpm red line. The engine reaches its peak torque of 268 lbs.-ft at 2800 rpm. To help the driver stay within the car’s power band, a light on the dash flashes until the driver reaches the minimum rpm necessary: then it stays illuminated.

The six-speed manual gearbox has a large overdrive gear to enhance fuel economy on long highway drives. Average gas mileage for city and highway driving combined is 20 miles-per-gallon.

The gearbox has a stiff racing clutch, with a short-throw shift lever than includes a reverse lock out. The car shifts evenly with no gear lash: gears have a wide range for stop-and-go city driving. Commuters who don’t want to stand on the clutch in traffic can opt for an available five-speed automatic transmission.

Although the engine’s 306 horsepower is ample for club racing, the 350Z is a very streetable car. I was able to move through all the gears at average highway speeds, though I didn’t use the sixth gear much around town. The car’s footprint makes the Z exceptionally nimble. Wheelbase is 104.3 inches, and track is just over five feet. Engineers pushed the wheels to the corners to minimize inertial weight front and rear.

The 350Z is smaller and lower than most vehicles on the road. Given that, it’s nice to be able to swerve around high profile trucks, whose drivers may not be looking below the side view mirrors.

The Z has more engine and road noise than the average passenger sedan, but that’s not necessarily a bad thing. Exhaust notes are music to the car buff’s ears. The noise isn’t as loud as the Honda S2000: a car whose exhaust note makes the radio hard to hear.

Standard rack-and-pinion steering has variable assist, providing more power at low speeds for maneuvering through parking lots. At high speeds, the steering is tighter for a positive on-center feel.

A fully independent suspension includes standard front and rear stabilizer bars, keeping the Z flat in the corners. Front and rear strut braces give the body exceptional torsional rigidity. Unfortunately, the rear strut brace impinges on the hatchback’s cargo bay.

Large vented disc brakes front and rear have no danger of fading in the heat. Buyers who want additional stopping power should consider upgrading to the Grand Touring model that comes with Brembo, four-piston front calipers and two-piston rear calipers.

The body’s wedge shape gives it a low coefficient of drag: 0.3 Engineers used Nissan’s formula racing experience to enhance under-car aerodynamics as well.

Good visibility in dark and rainy conditions

A standard rear wiper keeps the coupe’s back glass clear in rain and snow, while bi-xenon headlamps throw a long, bright beam of light out front at night. Since the Z has no C pillar, visibility to the rear and sides of the car is exceptionally good. Despite a low seating position, forward visibility is also quite good.

Performance buffs will love the car’s standard cloth seats. Both have front and side bolsters to hold passengers firmly in place. The driver’s seat also has a standard center seat bolster. Eight manual adjustments for the driver’s seat and four for the passenger seat should allow most adults to ride comfortably in the car. One of the runners who works in our shop is well over six feet tall: he had plenty of room to stretch out behind the wheel.

The three-gauge cluster design comes from the original 240Z. Gauges are easy to read in any light. Additional gauges in the center of the instrument panel indicate oil pressure and charging system status.

Those who don’t opt for a navigation system get a large covered storage bin in the center stack, with audio and temperature controls beneath. Although the Z lacks a traditional glove box, there is a lockable compartment behind the passenger seat.

There are plenty of cup and bottle holders in the center console and the doors. The doors also have map pockets. A brushed chrome grab bar on the passenger door is a nice design touch, though I’m not sure how functional it is.

Two twelve-volt outlets, on the passenger side of the dashboard and in back of the center console recharge electronic devices.

Large cargo area

The back of the 350Z is too small to meet out bicycle-friendly standards, but there is plenty of room for luggage, a couple of golf bags, or a week’s worth of groceries. The strut brace makes it a little harder to load up the area behind the front seats. Fortunately, the wide hatchback door allows a person to access the cargo area from many different angles.

An undersized spare and jack are located under the cargo floor.

Standard safety

Standard safety features include front airbags, active head restraints, traction control, four-channel antilock brakes and a tire pressure monitoring system. The driver can turn off the traction control for driving at the track.

The Nissan 350Z coupe is waiting for test drives at dealerships nationwide.

Likes: A true sports car that incorporates a lot of Nissan’s Formula 1 racing technology, yet has a spacious cargo area capable of hauling luggage or a week’s worth of groceries.

Dislikes: Rear strut brace makes the front of the cargo area harder to access.

Quick facts:

Make: Nissan
Model 350Z coupe, enthusiast edition
Year: 2008
Base price: $29,680
As tested: $31,020
Horsepower: 306 Hp @ 6800 rpm
Torque: 268 lbs.-ft. @ 4800 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Available as an option
First aid kit: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 18/25 mpg city/highway
Comments: Nissan recently increased the base price of the model by $390, and added $35 to the $625 delivery charge.

2008 Toyota Highlander Hybrid 4WD Limited

Toyota’s green crossover vehicle is ideal for active families
By Nina Russin

2008 Toyota Highlander Hybrid

Last year, Toyota rolled out the second-generation Highlander, including a model that utilizes the same hybrid synergy drive technology as the Prius. Average fuel economy for the hybrid is 26 miles-per-gallon, as opposed to twenty for the gas powered Highlander.

The hybrid powertrain uses three electric motors: one which starts the engine, and one on each axle. The motors boost the gas engine’s net horsepower from 209 to 270. A nickel metal hydride battery provides power to the electric motors.

The new Highlander shares chassis components with the Camry and Avalon sedans. It’s longer and wider than the car it replaces, with an inch of additional ground clearance for better handling off-road.

The test car is the Limited grade: one of two available trim levels on the hybrid. Permanent four-wheel drive enhances off-road traction. A hill start assist feature prevents the car from sliding backwards when the driver accelerates from a stop on a steep grade.

Three rows of seating accommodate up to seven passengers. Third-row seats fold flat and second-row seats flip out of the way to create a long cargo floor that easily meets our bicycle-friendly standards.

Green technology without compromise

The Highlander is a true hybrid: it runs solely on the electric motors when power demands are low. But unlike pure electric cars, the Highlander hybrid never needs recharging. It recharges on the go using heat energy from the car’s brakes.

An energy meter on the instrument panel indicates power boost from the electric motors, as well as regenerative charging. On the left side of the meter, a hybrid system indicator consists of two modes: “normal” and “acceleration.” Keeping the needle within the indicator strips in either mode helps the driver to maximize fuel economy.

Like the Prius, the Highlander has an electronic air conditioning compressor. Whereas mechanical compressors are driven off the engine, this one can operate independently. Having sweated it out in other hybrids when the engine shuts off at traffic lights, the electronic compressor is a feature I can’t say enough good things about.

Seamless performance

The nicest thing about Toyota’s hybrid technology is that it’s invisible to the driver. Both Highlander hybrid grades come with keyless entry and start. A start button on the instrument panel replaces a conventional ignition switch. Depending on its power needs, the Highlander will either start on electric power, or if necessary, turn on the gasoline engine.

Once in drive, a continuously variable automatic transmission eliminates shift shock. Acceleration is exceptional, since the electric motors develop maximum torque at extremely low speeds. The Highlander doesn’t have low gears as a traditional transmission would. Instead a “B” setting applies additional braking to slow the car down on hills.

Hybrid components make the car a little nose-heavy: something that’s most noticeable going downhill. Buyers can opt to add downhill descent control, which uses the engine and brakes to automatically maintain a preset speed. I’d recommend it for anyone planning to take the car on serious off-road trails.

Steering is precise, with plenty of assist at low speeds and a good on-center feel on the highway.  Engineers did a good job of adjusting the four-wheel independent suspension for the large battery pack in back. The car feels quite balanced, and corners flat. The Limited grade comes with standard nineteen-inch wheels. Four-wheel disc brakes product firm, linear braking.

Permanent four-wheel drive gives the Highlander plenty of traction on moderate off-road trails. The longer wheelbase and additional length on the new model make it less maneuverable through tight turns. I was able to snake my way through some winding single track, but it was hard to keep creosote bushes to the sides from scratching the clear coat.

Versatile interior has two paths to the third row

A new second-row seat design eases access and egress from the third row. A removable center seat stows behind the front center console. Being able to climb between the captains chairs saves third row passengers the inconvenience of lumbering over large wheel wells to either side.

Additional interior space on the new model gives all three rows of passengers adequate leg, hip and headroom. Both first and second row seats move fore and aft, so taller passengers can ride comfortably. A conversation mirror that flips down from the overhead console allows parents up front to keep an eye on their children. Both first and second-row passengers get overhead reading lamps.

A ten-way power driver’s seat and tilt and telescoping steering wheel enables smaller drivers to have good forward visibility, and maintain a safe distance from the front airbags. Both front seats come with standard seat heaters on the limited grade.

Two twelve- volt power points in front and one in the cargo area recharge electronic devices. Ten cupholders and bottle holders in all four doors accommodate enough beverages for thirsty passengers. There are plenty of bins and cubbies for storing small items around the first two rows.

Folding the second and third row seats flat is an easy operation. Standard roof rails on the limited grade allow owners to stash large cargo up top as well. The Highlander hybrid tows up 3500 pounds, meeting our ALV standard.

All cars come with a standard rearview backup system. The test car has the optional navigation system ($2655), including an upgraded JBL sound system that’s prewired for satellite radio and is Bluetooth compatible. Given its cost, I’d recommend against the option unless the buyer wants the audio upgrade. There are less expensive aftermarket GPS products that serve the same function.

Other options include a rear-seat DVD entertainment system ($1780), automatic front dual zone climate control ($375), rear seat climate control system ($375), power moonroof ($850), carpeted mats ($275), and a VIP security system ($359). Of these, the enhanced climate control features are worthwhile for drivers who travel with more than two passengers. For parents with small children, the rear seat entertainment system is worth its weight in gold.

Standard safety

The Highlander hybrid comes standard with antilock brakes, front, side and side curtain airbags, and a driver’s knee airbag. Toyota’s vehicle dynamics integrated management system uses vehicle stability control and traction control to limit wheel slippage or spin on wet or uneven roads. Other standard safety features include front-row active headrests, daytime running lamps, and a tire pressure monitoring system.

In addition to Toyota’s three year comprehensive warranty, all hybrid components are covered by an eight year/100,000 mile protection plan.

Likes: A green car that offers exceptional ride and handling, good fuel economy and meets super low emissions vehicle standards. The Highlander hybrid is an excellent choice for active families who need the versatility of a crossover vehicle with some off-road capability.

Dislikes: Thick C pillars and large wheel arches limit egress from the second-row seats. A car that costs $40,000 should include carpeted floor mats as standard equipment.

Quick facts:

Make: Toyota
Model: Highlander Hybrid Limited 4WD
Year: 2008
Base price: $39,950
As tested: $47,714
Horsepower: 209 Hp @ 5600 rpm
Torque: 212 lbs.-ft @ 3600 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Fuel economy: 27/25 mpg city/highway
Comments: A price increase that took effect May 1 raises the hybrid’s base price by $500. Base price does not include a $685 delivery charge.

2009 Toyota Corolla XLE

Toyota’s classic subcompact sedan celebrates forty years in America.
By Nina Russin

2009 Toyota Corolla XLE

How many cars have had the staying power of the Toyota Corolla? Toyota’s subcompact sedan arrived state-side forty years ago. The tenth-generation Corolla that rolls into dealerships this spring continues the tradition of dependability, value and fuel economy that rivals some hybrids. The test car averages 35 miles-per-gallon on the highway.

The XLE is one of five available grades. Power comes from a new 1.8-liter, four-cylinder engine and four-speed automatic transmission. Engineers applied variable valve timing to both intake and exhaust cams to maximize fuel economy and engine power.

One hundred thirty two horsepower isn’t going to win any races, but it’s enough to keep up with traffic, and give the driver an extra margin for evasive maneuvers. The engine reaches peak torque at 4400 rpm: the engine speed during hard acceleration. The sedan merges into high-speed traffic with ease. The Corolla tows up to 1500 pounds: not enough to meet our ALV standards, but adequate for hauling a small trailer.

An available four-speed automatic transmission performs seamlessly in most situations, though it downshifts hard at wide open throttle. While its performance is adequate, a five-speed automatic would have lessened the distance between gears for more fluid performance.

A car that’s comfortable in its shoes

While many models grow bigger with each new generation, the ‘09 Corolla maintains the same modest footprint as its predecessor. Wheelbase is just over 102 inches. The new car is slightly longer and significantly wider than the outgoing model. It is also lower, giving it a sportier appearance and reducing the coefficient of drag.

Designers from Toyota collaborated with a studio in Turin, Italy to give the new Corolla a European flair. Wrap-around headlamps in the front and tail lamps in back soften the sedan’s corners. Designers moved the front pillar forward to give the profile a more aerodynamic shape.

Sixteen-inch wheels on the XLE are sportier than the fifteen-inch rims on the Standard grade: they also give the car a more stable footprint. I prefer alloy wheels to the steel wheels with  covers on the test car. The wheel covers are attractive, but I’ve seen too many end up in the hands of neighborhood thieves, or take flight when the wheel encounters an especially vicious pothole.

A five-layer windshield contains two sheets of acoustic material to reduce wind noise. As subcompact cars go, the Corolla is remarkably quiet. Having driven on the highway on some windy late spring afternoons, I was impressed by the lack of wind noise around both the windshield and side mirrors.

Light, nimble chassis is ideal for urban traffic

As new cars go, the Corolla is relatively light: 2745 pounds. Its modest curb weight enhances fuel economy and performance. Though the suspension feels soft, the sedan is easy to maneuver through traffic. Engineers added stabilizer bars to the MacPherson front and torsion beam rear suspension to reduce roll in the corners.

A lighter, more rigid rack and pinion assembly has an electric steering pump in place of mechanical components. The electric pump minimizes mass under the hood. Steering effort varies according to speed. There is more steering assistance at low speeds for maneuvering around parking lots:  stiffer setting at high speeds enhances the car’s on-center feel.

Front disc and rear drum brakes are standard on all but the performance-driven XRS grade. Though most braking on front-wheel drive cars takes place over the front axle, I don’t like drum brakes. They don’t stop evenly on wet surfaces, and they’re harder to service. Antilock braking is standard on all models.

Versatile interior

Inside, the Corolla has ample room for four adults. Since the Corolla is a front-wheel drive car, there’s no transmission tunnel through the back. Three-across in a subcompact is a stretch, but it’s possible for three to sit in the rear bench seats on a short drive.

Front-row passengers have ample leg, hip and shoulder room. The XLE has manual seat adjustments, but the seats have ample lower back support. A standard tilt and telescoping steering wheel allows smaller drivers to maintain a safe distance from the front airbag.

The center stack includes the audio and temperature controls, all of which are easy to reach from either seating position. The steering wheel also has redundant audio and telephone controls. There is a 12-volt plug in on the center stack for charging electronic devices, as well as a MP3 plug-in. Cupholders in the floor console are large enough for water bottles. All four doors also have bottle holders molded into the map pockets.

A two-piece glovebox provides extra storage space for maps and other documents. The center console bin has a small upper shelf for storing cell phones and PDAs.

Legroom for second-row passengers is minimal, but adequate for smaller adults. Pop-out cupholders in back of the center console will hold cups or small cans but not bottles.

Spacious trunk

The Corolla has a surprisingly spacious trunk, that will easily hold several golf bags or the family’s luggage. Release levers in the trunk allow the second-row seats to fold flat, extending the cargo floor. The seatbacks don’t fold flush with the trunk, making it more difficult to fit a bicycle in. People who travel routinely with their bikes are better served by the Corolla Matrix hatchback.

Standard safety

All cars come equipped with front, side and side curtain airbags, antilock brakes and daytime running lamps. Vehicle stability control with traction control and a cut-off switch is available as an option.

Pricing for the 2009 begins at $15,520 for the front-wheel drive Standard grade. Drivers who want to venture off-road can opt for an all-wheel drive model. The Corolla is produced at Toyota’s NUMMI assembly plant in Fremont, California.

Likes: An affordable, well-constructed sedan with a versatile interior, good fuel economy and exceptional reliability.

Dislikes: Rear drum brakes. Vehicle stability control is not standard equipment.

Quick facts:

Make: Toyota
Model: Corolla XLE
Year: 2009
Base Price: $17,550
As tested: $19,869
Zero-to-sixty: N/A
Towing: No
Off-road: No
Bicycle friendly: No
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Fuel economy: 27/35 mpg city/highway
Comments: Base price does not include a $660 delivery charge.

2008 Suzuki SX4 Crossover

Suzuki’s all-wheel drive hatchback packs a lot of content in a subcompact package.
By Nina Russin

2008 Suzuki SX4 Crossover

Last Fall, I was pleasantly surprised by the sporty performance of the Suzuki SX4 sedan. This week, I got behind the wheel of its five-door sibling, the SX4 Crossover. Standard all-wheel drive gives the crossover off-road capability, and an added measure of protection in wet weather.

On the down side, all-wheel drive adds weight to the hatchback: gas mileage is slightly worse than for the Sport. It also impacts ride and handling. Sixteen-inch wheels on the Touring grade improve the Crossover’s cornering, but it lacks the SX4 Sport’s high-speed finesse.

Having said that, drivers who need more cargo space than the SX4 sedan offers should consider the Crossover. For just under $17,000 Suzuki includes standard features rarely found in this price range: keyless entry and start, a XM ready, MP3 compatible sound system, four-wheel disc brakes with four-channel ABS, and standard electronic stability program.

Peppy, fuel efficient engine

Power for the SX4 comes from an inline four-cylinder engine. Both the block and cylinder heads are aluminum, minimizing engine weight. The engine reaches peak torque at 3500 rpm, so the driver can effectively use its power when accelerating into high-speed traffic.

Having seen many four-cylinder engines fall victim to broken timing belts, I love the fact that this one comes with a timing chain. It may be a little noisier, but it won’t leave the driver stuck on the side of the road with a string of bent valves.

The five-speed manual transmission is easy to shift. The clutch pedal is light enough to work in stop-and-go traffic, and the gears have enough range so the driver doesn’t have to shift constantly. A four-speed automatic transmission is available for drivers who don’t want the inconvenience of shifting.

Four-wheel disc brakes are firm and linear. Many compact cars in this price segment have rear drums, which don’t stop as well and are harder to service. The rear discs and standard antilock braking add value to Suzuki’s package.

Standard electronic stability program on the Touring grade uses the engine and brakes to prevent excessive yaw, and keep the wheels from spinning on wet surfaces. A shut-off switch on the center console gives the driver some extra control off-road, or when driving the car for sport.

Speed sensitive power steering adds more steering assist at lower speeds to make parking easier. Reduced assist at highway speeds gives the driver better control when making emergency evasive maneuvers.

While the Crossover is slightly less maneuverable than the SX4 Sport, it is easily capable of quick lane changes. Sixteen-inch wheels on the test car are an upgrade from fifteen-inch rims on the base model: they enhance the car’s footprint, improving stability on and off-road.

A toggle switch on the center console allows the driver to switch between front and all-wheel drive. On dry, paved roads, front-wheel drive optimizes the car’s fuel economy. An automatic setting engages the all-wheel drive, sending up to fifty percent of the engine torque to the rear axle when wheel slippage occurs. A lock mode for off-road driving maintains more power at the back wheels.

The SX4 Crossover has just under seven inches of ground clearance: ample for unimproved roads, and some off-road trails. The car’s short wheelbase gives it the ability to navigate through narrow turns.

Visibility around the car is good, with the exception of an annoying front pillar design. I’m not quite sure why designers put the A pillars so far forward. They are especially noticeable when cornering to the left.

Versatile interior

Inside, the SX4 Crossover has most of the features active buyers want, including a few they might not expect. Keyless ignition allows the driver to open and close the doors by depressing a button on the door handles, as long as the remote fob is in his pocket. The car has a traditional ignition switch rather than a start button, but it will start the car without the use of a key.

The standard cloth upholstery is attractive and more practical than leather for those who like to get dirty on the weekends. All four doors have map pockets and bottle holders. There are two additional cupholders in the floor console and one behind the center console: all big enough for water bottles.

Though there isn’t a center console bin, front passengers should find adequate storage space in the oversized glovebox, and two open shelves at the base of the center stack. A twelve-volt power point on the center stack can recharge electronic devices.

The Touring grade comes with an AM/FM and XM-ready radio, and CD player. The nine-speaker sound system is MP3 compatible. Redundant audio controls on the steering wheel allow the driver to change programming with a minimum of distraction.

Though Suzuki calls the SX4 a five-passenger car, few adults will want to sit in the center rear position, since the transmission tunnel limits legroom. Legroom in the outboard positions is adequate for smaller adults. Head and shoulder room are not a problem.

The 60/40 split second-row seats tumble forward to extend the cargo floor. It’s an easy two-step operation: levers on the seatbacks fold them flat, while straps in back of the seat cushions releases them. The SX4 Crossover meets our bicycle-friendly standards. Standard roof rails are useful for carrying additional cargo.

New front-wheel drive model with standard navigation rolls out this summer.

Suzuki is introducing a front-wheel drive version of the SX4 Crossover for the 2009 model year: the new models roll into dealerships this summer. Having not driven that car, I can’t say whether its performance will come closer to the SX4 Sport. But it will certainly do better at the gas pump.

Suzuki is spicing up the front-wheel drive package with a standard navigation system. In addition to the car being a steal at $16,000, an option package adds Bluetooth capability and Microsoft software, including real-time traffic, weather, local event listings and a gas station finder. Buyers who don’t need the all-weather or all-terrain capability of all-wheel drive should wait a few months till the ‘09 SX4 Crossovers come out.

All Suzuki models come with a seven-year, 100,000 mile fully transferable warranty. Suzuki builds the SX4 Crossover at its assembly plant in Konsai, Japan.

Likes: An affordable car with standard features rarely found in this price range, including all-wheel drive, four-channel antilock brakes, and electronic stability program. The hatchback’s rear seats are easy to fold out of the way: it easily meets our ALV bicycle friendly standards.

Dislike: A pillars obstruct the driver’s forward vision.

Quick facts:

Make: Suzuki
Model: SX4 Crossover Touring AWD
Year: 2008
Base price: $16,870
As tested: $16,870
Horsepower: 143 Hp @ 5800 rpm
Torque: 136 @ 3500 rpm
Zero-to-sixty: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: No
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Fuel economy: 21/28 mpg city/highway
Comments: Suzuki is offering buyers three months of free gasoline with the purchase of any 2007 or 2008 model through June 30. Customers purchasing the SX4 Crossover receive a pre-paid card covering gasoline expenses up to $355.

2008 Mazda RX-8 Grand Touring

Rotary speed demon
By Nina Russin

2008 Mazda RX8 40th Anniversary Edition/1967 Mazda Cosmo

I love cars that spit in the face of convention. The Mazda RX-8 is a personal favorite. The rotary engine under its hood is about the size of a gallon of milk, but its output matches four- cylinder blocks that have twice its mass. The design might not seem radical by today’s standards, but it was a different scenario in the years immediately after World War II.

A German engineer named Felix Wankel came up with the idea of using a rotor rather than reciprocating pistons to create power. Automakers scoffed at Wankel’s idea, citing durability issues in the prototype. But Mazda swam against the stream, unveiling the prototype Mazda Cosmo, the first rotary engine car, at 1964 the Tokyo Motor Show. The Mazda Cosmo Sport went into production for the 1967 model year.

Four decades in production

Mazda remains the only automaker to use the rotary engine in production: over two million rotary- powered cars have rolled off Mazda assembly lines in the past four decades. They include the R100, the RX-2, RX-3, RX-4, and RX-5 Cosmo, and a rotary pickup truck. The RX-7 sports car debuted in 1979. Its successor, the RX-8 rolled out in 2003. The current model is the second generation, introduced last year.

The RX-8 has racing roots as well. The current RENESIS rotary engine is based on Mazda’s formula race cars. It runs off two rotors rather than one, for better fuel efficiency and fewer emissions.

It revs much higher than conventional internal combustion engines: redline is over 9000 rpm, with peak horsepower (232) beginning at 8500 rpm, and peak torque (159 lbs.-ft.) beginning at 5500.

Modified versions of the current RX-8 campaign in the Grand American Road Racing Association’s Grand Am Cup Street Tuner division. The production model is fast, light, and not half bad to look at. Best of all, it’s affordable. Base price on the sport model is $26,435.

Nothing says “Arrest me” like candy apple red.

The minute I opened the garage door, I knew I was in trouble. The RX-8 may be small, but so is a Roman candle. The paint is called Velocity Red for a reason. By the end of the week, I feared my driver’s license would be the same color.

But sports cars have the same effect on me that tarpaper does on flies. I hopped behind the wheel and lit up the ignition. Three thousand pounds of heavenly joy purred beneath my feet.

Though I didn’t take the car to the track, I had plenty of time to drive around town. Like the Mazda Miata, the RX-8 is a car that makes everyday driving an adventure. Part of its appeal is its size: the wheelbase is a mere 106-inches.

It’s exceptionally easy to maneuver through traffic, and it can find a right-sized hole between a couple of big sport-utility vehicles. The down-side is that the car’s low profile makes it harder for other drivers to see, especially high profile trucks.

It’s obvious that the guys who designed the RX-8 love to drive. Every component on the car is positioned to enhance performance: the engine midship, and the fuel tank ahead of the rear axle to maintain a fifty/fifty weight balance. All four seating positions are low and inside the frame.

The fully independent aluminum suspension minimizes unsprung weight. Monotube gas shocks keep eighteen-inch wheels and low-profile tires firmly planted on the ground. Large vented disc brakes with four-channel ABS stop the car on a dime.

The steering wheel small like a race car; so is the shift knob. Because the rear doors are hinged in back, there’s no B-pillar, so visibility to the side is excellent. Ditto for visibility to the rear.

Up front: an analog tachometer dominates the gauge cluster. A small digital display inside the tach gauge is the speedometer. The pedals are textured metal and rubber for traction: a short clutch throw makes quick shifts easy. Gears on the six-speed manual transmission have enough range for the real world: specifically for rush-hour traffic.

Seats four adults

Because the rear doors are hinged in back, the back seats are fairly easy to enter and exit. There is more hip, shoulder and head room in the back seats than I expected. With the front seats pulled forward, there’s enough leg room for a small adult. Both front and rear seats have center console bins and cupholders. All four seating positions have three-point safety harnesses. There are overhead reading lamps for both rows of passengers.

The instrument panel is small and compact: the gauge cluster has analog readouts for oil pressure and temperature. Climate and audio controls on the center stack are easy to reach from both front seating positions. The steering wheel has redundant audio and cruise control buttons, so the driver can keep his eyes on the road.

The side mirrors are small but adequate to minimize any blind spots to the sides and rear of the car.

The trunk is big enough to hold a modest amount of luggage or some groceries, but I wouldn’t want to try to stuff a bicycle inside. The RX-8 is all about the sport of driving: it’s useless for carrying gear for other sports, and due to its low stance, a poor choice for driving off-road.

Available in three grades

The 2008 RX-8 comes in three grades: Sport, Touring and Grand Touring. The test car is the upscale Grand Touring Grade, priced from $31,070, with two options: Sirius satellite radio ($430), and navigation ($2000). Standard equipment above the base sport grade includes HID headlamps, fog lamps, a moonroof, upgraded Bose audio system, eighteen-inch wheels, limited slip differential, sport suspension, leather trim with heated front seats, heated outside mirrors and keyless start.

Standard safety

All models come with four-channel antilock brakes, front, side and side curtain airbags. Dynamic stability control is optional on the base model, and standard on both Touring and Grand Touring grades.

Because the engine is positioned towards the back of the engine bay, there is an ample crumple zone in front. The brake pedal is designed to break away in a severe collision, to prevent injury to the feet and legs. The hood design yields to pedestrian impact more than a standard design.

All models come with a three-year, 36,000 mile warranty and 24/7 roadside assistance. The fortieth anniversary RX-8 is available for test drives at Mazda dealerships nationwide.

Likes: A fun, affordable sports car with a racing heritage. The sleek RX-8 is as much fun to drive as many cars that cost twice as much. While the rear seats don’t have a lot of legroom, the car can hold four adult passengers.

Dislikes: Average fuel economy of 18 mpg is not particularly good for such a small, light car. The trunk is too small to make the RX-8 a practical lifestyle vehicle for athletes who carry large gear on a regular basis.

Quick facts:

Manufacturer: Mazda
Model: RX-8 Grand Touring
Year: 2008
Base price: $31,070
As tested: $34,254
Horsepower: 232 Hp @ 8500 rpm
Torque: 159 lbs.-ft. @ 5500 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 16/22 mpg

2008 Lexus LX570

New flagship sport-utility vehicle is a showcase for off-road technology
By Nina Russin

Lexus LX570

This year, Lexus replaces the full-sized LX470 with a new model that builds on its off-road heritage, and adds a more powerful engine. Full-time four-wheel drive with two gear ranges, a crawl control system, and adaptive suspension give the LX exceptional traction on unpaved roads. I wouldn’t be surprised to see one scale the side of a Mayan ruin.

On the downside, I’d hate to think what a trip across the Rubicon trail would do to the white pearl paint on the test truck. The vehicle’s sixteen-foot length and six-and-a-half foot width makes its less maneuverable than smaller sport-utility vehicles. Having watched running boards fall of the sides of previous models when driven off-road, I don’t expect the ones on the new LX to fare much better.

In the real world, the LX570 is a high-luxury, eight passenger vehicle that handles unpaved roads, ice and snow with aplomb. It has a powerful air conditioner tested in the Arizona desert, and special ceramic heating units that warm the interior up quickly on a cold Chicago morning. An option on the test car adds climate control seats for front-row passengers.

Adjustable ride height ensures that the LX570 will be able to clear the deepest snow banks the upper midwest can muster, while mud and snow tires enhance traction. Active safety features such as multi-terrain antilock brakes, and electronic stability control help the driver to maintain directional control on wet, hilly roads.

A towing capacity of 8500 pounds gives the LX570 enough power to haul a boat or a large trailer. Engineers maintained the body-on-frame construction and solid rear-axle on the previous model: the design makes the truck more robust and rigid for towing. Adjustable suspension damping gives the driver more control when towing a trailer.

More powerful, refined V8 engine

While I didn’t take the car off-road, I spent plenty of time behind the wheel of the LX570 in Phoenix traffic. A more powerful V8 engine with direct injection gives the full-sized sport-utility vehicle the performance of a much smaller car. It’s easy to have a lead foot behind the wheel of a 383-horsepower truck.

Most of the vehicle’s peak torque is available at very low speeds, making it easy to accelerate hard from a stop. The engine is mated to a six-speed automatic transmission with manual shift option, providing some fuel economy improvements. Average combined fuel economy is about fourteen miles-per-gallon: not bad for a six thousand pound, four-wheel drive truck.

A park assist option on the test car makes it easy to slip into the average parking spot. It combines a rear back-up camera with front and side-view monitoring. Cameras mounted in the grille and under the passenger side-view mirror display areas beyond the driver’s range of vision on the navigation screen. The back-up camera image comes on automatically when the gearshift is in reverse. The driver uses a button on the dashboard to see the other perspectives. Using the cameras, I was able to back the truck into a spot between two other full-sized sport-utility vehicles, with just enough room on either side to open the doors.

Keyless entry and ignition means the driver never has to remove the key from his pocket. The remote pod automatically unlocks the door when the driver touches the door handle: a button on the door handle locks all four doors from the outside.

Standard adaptive suspension gives the LX570 car-like handling and adjustable ride height. The truck automatically lowers two inches with the ignition off to ease access and egress. When the driver shifts into low gear range, the vehicle raises an additional three inches to maximize ground clearance off-road. A high-mounted double wishbone front suspension provides nine inches of wheel travel to improve off-road traction.

A new crawl control feature replaces downhill descent control on previous models. With the car in low gear, the driver chooses one of three speed settings. The vehicle automatically maintains that speed on steep grades: the driver doesn’t have to use the brakes. Unlike downhill descent control, crawl control works in both forward and reverse gears.

Large ventilated disc brakes are firm and linear without being grabby. A new all-terrain antilock brake system prevents wheel slippage on both paved and unpaved surfaces.

Luxurious interior

Inside, the LX570 provides all of the amenities customers have come to expect from Lexus. Front-row seats on the test truck have optional climate control. Multiple seat adjustments, plus a tilt and telescoping steering wheel make it possible for drivers of all sizes to find a comfortable position. A memory function stores settings for up to three drivers. The steering wheel has redundant audio and telephone controls so the driver can stay focused on the road.

All four doors have map pockets and bottle holders. A large glovebox includes two storage shelves. Additional cupholders, large enough for bottles, are in the front center console, and in a fold-down armrest in back. Cupholders for third-row passengers are outboard of the seats.

Two twelve-volt outlets up front and a 115-volt converter in back provide plug-ins for electronic devices and chargers.

The navigation display is at the top of the center stack, with dual-zone temperature controls and audio controls beneath. Second-row passengers have separate dual-zone climate controls. Both first and second-row passengers should experience ample head, leg and shoulder room.

Third-row seats have enough legroom for children and smaller adults. Second-row seats flip forward and out of the way, making it easy to get in and out of the third row, or to extend the cargo floor.

The tailgate opens in two sections. A power control opens the top section. The bottom section opens and closes manually with minimal effort. A power control folds the third-row seats to the sides. The LX570 easily meats our ALV bicycle-friendly standards.

The optional Mark Levinson audio system provides exceptional surround sound throughout the cabin, and adds a six-disc CD changer. XM satellite radio and Lexus telematics, a system that allows drivers to call for emergency assistance 24 hours a day, are standard.

Standard safety

The LX570 comes standard with front, side, side curtain and front knee airbags, active front head restraints, a tire pressure monitoring system, all-terrain antilock braking, vehicle stability control and off-road traction control. A four-year/ 50,000 mile warranty includes 24/7 roadside assistance. The Lexus LX570 is rolling into showrooms at dealerships nationwide.

Likes: A powerful, high luxury sport-utility vehicle with advanced off-road technology, including a new crawl control system. The new LX can tow up to 8500 pounds, and while offering the ride comfort and amenities of a high luxury sedan.

Dislikes: The car’s long wheelbase makes it less suitable for extreme off-road trails than smaller trucks.

Quick facts:

Make: Lexus
Model: LX570
Year: 2008
Base price: $73,800
As tested: $80,665
Horsepower: 383 Hp @ 5600 rpm
Torque: 403 lbs.-ft. @ 3600 rpm
Zero-to-sixty: 7.4 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes
Off-road: Yes
Fuel economy: 12/18 mpg city/highway
Comments: Base price does not include a $765 delivery charge

2008 Audi S5 Coupe

Adrenaline junkie
By Nina Russin

2008 Audi S5

Behind the wheel of the Audi S5, I feel a rumbling in my aorta that can only mean one thing: I’m in big trouble. The tidal wave of adrenaline reaches its apex when I push the start button. Three hundred fifty two horses are smelling the barn: I’m just along for the ride.

The S5 is the Audi A5’s sportier sibling: both all-wheel drive coupes went on sale here last fall. Based on the 2003 Nuvolari quattro concept, the S5’s exterior is defined by a long wheelbase and sharply raked roof. A track of just over 62-inches keeps the coupe stable in the corners. The S5 rides on nineteen-inch wheels with low profile, high-performance tires. Large air scoops up front and dual branched exhaust pipes in back enhance styling, and help the engine breathe.

The eight-cylinder engine in the S5 provides ninety horsepower and a hundred foot-pounds of torque more than the V6 in the A5. The Audi S5 accelerates from zero-to-sixty in 5.1 seconds, and stops just as quickly, thanks to a aggressive disk brake package.

The test car has a six-speed manual gear box: one of two available transmissions. Buyers who prefer an automatic can opt for the six-speed Tiptronic with manual shift option.

Base price for the S5 is $50,500. A gas guzzler tax and delivery charge add $2075.  Options  on the test car include a technology package ($1700) with bi-xenon adaptive headlamps and a rear back-up camera, a Bang & Olufsen premium sound system ($850), and a navigation system ($2390).

Arrest me red outside: spontaneous combustion underneath

On the first day of the test drive, I decided to park the S5 in front of our running shop, to see what kind of reaction it would bring. Within minutes, a police car pulled up, and parked about a hundred yards away. Fellow employees and I watched as the policeman waited for over an hour for someone get in the car and drive away. It hadn’t occurred to him that a person working at the store had the keys to the car.

Brilliant red paint has a way of turning heads, especially on a European luxury coupe. In the case of the S5, it’s attention well deserved. The direct injection engine provides performance every bit as thrilling as the car’s design. Fuel injected directly into the engine cylinders produces more immediate throttle response than traditional port fuel systems.

The car has a stiff, racing clutch that takes some getting used to. But the gears have enough range to make the S5 drivable in traffic. The manual gearbox shifts crisply, with no gear lash. The engine reaches peak torque at 3500 rpm, well within range for cruising along the highway.

Overdrive gears produce small fuel economy benefits. But even when driven conservatively, the S5’s beefy 4.2-liter engine is thirsty. Average fuel economy is 16 miles per gallon. The manufacturer recommends premium fuel, making the S5 an expensive car to operate.

A unique, fully independent suspension set-up gives the car exceptional steering response. Most components are aluminum to minimize unsprung weight. A trapezoidal design in the rear resists the tendency for the front of the car to dive during sudden stops. The steering rack is located directly in front of the steering wheel for better response when the car is driven at speed.

The quattro all-wheel drive system maintains a 40/60 front-to-rear balance during normal conditions to give the S5 the ride and handling of a rear-wheel drive car. If the car starts to skid, quattro redirects power to the wheels with the best traction so the driver maintains directional control.

Standard electronic stability program prevents excessive yaw. The driver can disable the system in two stages for more aggressive driving.

Like the clutch, the high performance brakes take some getting used to. It’s easy to over-apply them, and throw oneself into the instrument panel. There’s no question that the car can stop in a hurry if it needs to.

Visibility around the car is better than average, despite a rather wide rear pillar. A rear back-up camera displays a wide-angle image on the navigation screen, including areas that would normally fall below the driver’s sight-line. Lines superimposed over the image help to direct the driver when backing into a parking spot. The rear-view mirrors automatically tilt down when the driver shifts into reverse, providing a better view of curbs or other obstacles near the wheels.

Driver-focused cockpit

As with most coupes, the driver and front passenger will be more comfortable in the S5 than those seated in back. The ten-way power front leather seats have plenty of lower back support; large side bolsters keep the driver and front passenger in position.

A mouse on the center console eliminates extraneous knobs and buttons. It works like a computer control, allowing the driver to program the navigation system, audio, and other comfort and convenience functions. Buttons on the center stack activate the seat heaters, and the dual-zone temperature controls.

The ignition start button and electronic parking brake lever are next to the gear shift lever. Two cupholders in the center console are big enough for cans. The front doors have bottle holders molded into the map pockets.

A covered bin in the center console holds small electronic devices. There is also an overhead bin for sunglasses or a garage door opener.

The driver can set the cruise control or adjust audio volume using dials on either side of the steering wheel. A CD slot in the center stack is easy to reach from either front seating position. Sirius satellite radio is standard.

The premium audio system has as much finesse as the car itself: fourteen speakers and 505 watts produce surround sound with a quality that rivals high-end home systems.

The rear seats don’t have an overabundance of legroom, but it should be adequate for a smaller adult. Passengers in back have separate air vents and temperature controls. A fold-down armrest has a couple of small pop-out cupholders and a shallow bin for holding electronic devices. There are map pockets in the front seatbacks and to the sides of the seats.

The seats fold down to create a pass-through, extending the cargo floor on the already spacious trunk. It’s possible to squeeze a bicycle in with the front wheel removed, although doing so in under a minute to meet our ALV standards is a stretch.

Standard safety

The S5 comes with standard front, side thorax and knee airbags for the driver and front passenger, antilock brakes, electronic stability program, and a tire pressure monitoring system. A four-year standard warranty includes four years of roadside assistance and the first scheduled maintenance free of charge. Audi produces the S4 at its Ingolstadt, Germany assembly plant.

Likes: A beautifully designed luxury sport coupe with exceptional ride and handling. The interior is attractive, ergonomic, and has plenty of storage space for small electronic devices. There is enough legroom in back for the average small adult. The spacious trunk has a pass-through that extends the cargo floor.

Dislikes: Fuel economy is poor: about 16 miles per gallon on average. Buyers have to pay a $1300 gas guzzler tax, and be prepared to shell out for premium fuel at the pump.

Quick facts:

Make: Audi
Model: S5 Coupe 4.2 quattro MT6
Year: 2008
Base price: $50,500
As tested: $ 57,515
Horsepower: 354 Hp @ 6800 rpm
Torque: 325 lbs.-ft. @ 3500 rpm
Zero-to-sixty: 5.1 seconds
Antilock brakes: Standard
Side curtain airbags: Not available
First aid kit: Not available
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 14/21 mpg city/highway
Comments: Base price does not include the $1300 gas guzzler tax or $775 delivery fee.