300-hp Club Shootout: BMW 135i vs Mitsubishi Evolution vs Subaru WRX STi

It started as a casual conversation around the water cooler. Some time ago, a couple of us threw the idea of measuring lap times around our track when we do our usual "track handling" part of our monthly road tests. Track handling includes driving each car in the test group around our handling course to see what it does when taken to its cornering limits. We evaluate its cornering balance and determine whether or not the car is forgiving when entering a corner too quickly if driven by an inexperienced driver. But lap times? It might be fun, but do our readers/subscribers really care? Yet, when it comes to high-performance cars, lap times are indicative of a model’s combined cornering, braking, and power prowess.

We’ve just completed our tests of a few sports cars disguised as hatchbacks and sedans. (The complete road test will run in the October issue, online in September.) So when I completed my few obligatory official test laps with the 291-hp Mitsubishi Lancer Evolution, I came away with a big grin barely contained under my helmet and shouted, "Where’s the stopwatch?"

Before I finished filling my comments and scores on the test sheet, I spotted my colleague Jake Fisher with a stopwatch dangling from his neck, accompanied by clipboard-wielding data analyst and action photographer Mike Leung.

Quicker than you could say "Subaru Impreza WRX STi," we picked a tar strip line in the pavement that served as the start/finish line. We added a third car, the BMW 135i, which rounded out the list of our approximately-300-hp performers.

Here are the lap-time results of the 300-hp club track shootout in seconds:

	Jake	Gabe
Mitsubishi Lancer Evolution	56.16	56.41
BMW 135i	56.67	56.77
Subaru Impreza WRX STi	57.36	57.38

Clearly, all three cars are very quick, completing the almost 1-mile loop in less than a minute. And, although it seems like only yesterday when I showed Jake how to drive our track nine years ago, I’ll be the first one to admit that he’s the better driver.

Significantly, these results echo our collective impressions of these cars. The enthusiasts among us were very fond of the Evo as a track car and rather disappointed with the STi. We all thought the 135i was spectacular to drive, both on road and track. The STi was very forgiving but not much fun. The 135i displayed more understeer than we expected. The Evo had inch-perfect adjustability and can make almost any driver look like an expert with a hint of oversteer that’s controllable and forgiving.

So it’s nice to see our impressions encapsulated in a single empirical measurement that conveys how capable and quick a car is. This playful exercise reaffirmed the maxim that horsepower alone is not the be all end all. The car with the most (STi with 305 hp) was slowest, and the car with the least (Evo with 291 hp) was fastest around our track. Whether this was a one-time exercise or a prelude of things to come remains to be seen.

Make sure you check our October issue to see the full road tests and performance data on these and other high-performance cars. And let us know in the comments below if you’d like to see more lap times in the future.

—Gabe Shenhar

Discuss sporty cars in the forum.

Corvette ZR1 – Side air bag not included

The Chevrolet Corvette has been an American performance icon since the original Blue Flame six-cylinder engine was replaced with a V8. Through six generations, the Corvette has built on its legacy as an attainable sports car rippling with Detroit-bred muscle. Certainly there have been many milestones through the decades that can warm Bowtie enthusiasts’ hearts, often signaled by option codes, engine designations, and displacement figures, like ZL-1, 427, L-88, Z06, LT4, ZR-1, LS2, and many others.

Consequently, when General Motors issued its latest press release, "Corvette ZR1 By The Numbers," we were eager to saturate our brains in the latest ‘Vette factoids. After all, the last Corvette we tested was a thrilling burnt-orange Z06 that combined real-world civility with ferocious track potential. Even in a test group that included the high-performance war hammer Dodge Viper, pampering Mercedes-Benz SL550, and benchmark Porsche 911, the Corvette impressed our team.

Diving in to the marketing brief, we soon realized the horsepower figure wasn’t there. Isn’t horsepower the number with a performance car? (Being ‘Vette obsessive, we conjured the 638-hp number from a previous release.)

GM released a bunch of numbers, big and small, such as the price (big) and fuel economy (small).

The official figures include:

• $103,300 – base price
• Top speed – 205 mph
• 0-60 mph –3.4 seconds
• Quarter-mile –11.3 seconds at 131 mph
• Fuel economy, EPA – 14 city / 20 highway mpg

Those all add up to what promises to be the highest-performance Corvette in history and a solid super car competitor on the world stage.

However, reading the less interesting numbers, we found that the sole options package for $10,000 brings a variety of niceties, like Bose premium audio system, navigation system, Bluetooth connectivity, and power telescoping steering column. It also includes side air bags.

That’s right; at just over $100 grand, the ZR1 doesn’t include side air bags. But, it does tack on a $1,700 gas-guzzler tax.

We wouldn’t buy a subcompact car without side air bags, let alone a ground-based road missile.

So, the Corvette ZR1 is effectively $115,000, skimping on the $2,000 chrome wheels. Or the cost of five Mazda Miatas.

In the end, it all adds up to a serious thrill ride.

—Jeff Bartlett and Mike Quincy

Pricing: 2009 Dodge Challenger

Muscle car enthusiasts, rev up your engines, Dodge has announced pricing for the all-new 2009 Challenger line. Styled like its '70's namesake, the base price for the five-passenger SE coupe starts at $21,995 and comes with a 3.5-liter V6 engine, producing 250 horsepower. The R/T model, starting at $29,995, features a 5.7-liter Hemi V8 engine producing an estimated 370 hp. The high-performance SRT8 model is priced at $39,995, plus gas-guzzler tax. It has a five-speed automatic transmission matched with a 6.1-liter Hemi V8 engine producing 425 horsepower. A six-speed manual transmission is available. All prices include the $675 destination charge.

Dodge dealers are accepting orders now; the Challenger arrives in showrooms this fall. With Chrysler auto sales struggling, we’ll see if this model can help muscle the company out of its slump.

For more information on the Challenger, see our preview and video.

—Liza Barth

NYC muscle car madness

New York has a bevy of Detroit Three iron on display. Growing up in the 1970s, I never thought that we'd see the day when you could get a 430-hp Corvette that got 21 mpg overall. Now it seems that you can have your cake and bring it home driving a V8-rumbling muscle car.

Ford has two Mustangs of note here at the NY show. There's a beautiful Bullitt version—decked out in the classic Dark Highland Green—complete with a 315-hp V8, big pipes coming out of the back, and no excess spoilers taking away from the shape (which still looks good three years after the redesign). Ford is also displaying a fire-breathing Shelby GT500KR. As if the 500 hp of the "standard" GT500 wasn't enough, Ford decided to bring back the spirit of the top-level Shelby of the 1960s with this new, 540-hp version. The KR resurfaces a number of the design details from the original, including vents in the hood, bold body stripes, and a chunky cue-ball shifter. What the new model has all over the old one, however, is safety equipment: three-point safety belts for all seating positions (plus pretensioners for the fronts), ABS, traction control, and front and side air bags were barely a pipe dream in 1968. All are standard on the GT500KR.

While the big-engined Shelby is dubbed the "King of the Road," Chevrolet brought out its "King of the Hill" Corvette ZR1. The supercharged V8 supposedly makes "620 hp+"—more than enough to run with the best sports cars in the world. It also comes with great-looking 19- and 20-inch wheels, enormous brakes, as well as a unique "window" on the hood that lets you peer into the engine compartment. It's stunning.

Interestingly, while GM chose not to showcase its new Camaro in New York, at least Chrysler unveiled three versions of its hot Challenger: a base V6 SE, a 5.7-liter V8 R/T, and a top-of-the-line SRT8 (in all of its 425-hp, 6.1-liter glory). All wowed the crowds with their faithful reproduction of the original's styling and hunkered-down stance. But even the V6 model makes 250 hp (not bad - even by muscle car standards. Well, perhaps more "pony car" standards; the highest hp V8 in the Mustang GT was just 271 in 1965. (Don't bet me on this; I have one in my garage.)

By looking at the high-horsepower hand-ringing here in the Big Apple, you'd never guess that gasoline prices are averaging $3.28 a gallon, with a high of $3.60 in California. Will these fast and furious machines go begging if gas tops $4.00 - and stays there? What do you think? If you had the money to buy one, would you take the plunge? Use the comments feature and let us know.

—Mike Quincy

See the 2008 New York auto show coverage.

Hyundai's Genesis candor

During the Detroit auto show in January, I wrote that it was unusual for Hyundai to note in their press conference that their Genesis luxury sedan used a timing chain instead of a belt. Mentioning maintenance issues during the introduction of a up-to-$40,000 luxury  sedan seemed like a disconnect - never mind that car companies just don't mention mundane things like that during the flash and glitz of a car show press conference.

Following form, Hyundai did it again during the introduction of the Genesis coupe. It wasn't all practical drudgery; Hyundai put on quite a show for journalists, doing handbrake turns and sliding the coupes around inside the exhibit hall. (It took a long, long, time for all of the smoke from the pyrotechnics to dissipate, clouding the presenters as they introduced the car.)

But while most car companies barely mention anything about the car during the press conference, Hyundai made sure to mention practicalities while introducing their coupe. The reasons for the unusual-looking "dropped" rear window: better view out for rear seat passengers and a smaller blind spot for the driver.

Hyundai also mentioned horsepower figures using both regular and premium fuel during the press conference, which makes sense since many owners (especially value-oriented buyers) want to avoid paying the premium for premium. This is a lot of detail for a car that won't be on sale before the first quarter of 2009, and certainly more info than Honda gave us on the Fit that will be on sale months earlier.

Funny thing is, coupes are far from practical cars. Hyundai is touting the Genesis coupe as the least expensive rear-wheel-drive coupe with independent suspension with over 300 horsepower on the market. It's obvious that the main selling points of this car will be sleek styling (with some Jaguar XK influence in the rear quarters), plenty of power, and an aggressive price.

Still, amid all of the flash, loud music, and hype, it's good to hear that a company remembers that real people with real budgets and real needs (like visibility) will be buying their cars.

—Tom Mutchler

See the 2008 New York auto show coverage.

Most fun cars to drive

"Fun to drive" is a subjective measure—an elusive quality that can mean different things to different people. From our experience, a car can have a very powerful engine and accelerate quickly, but without handling agility, it’s not much fun. For us, fun is a combination of factors such as handling response, sound, and the nature of the power delivery that lead to grin-inducing satisfaction. Here are the top fun-to-drive models that we’ve recently tested in order of ranking:

• Porsche 911 Carrera S
• Porsche Boxster
• Honda S2000
• Mazda MX-5 Miata
• Chevrolet Corvette Z06
• Mercedes-Benz SLK350
• Infiniti G35
• Mazda RX-8
• Volkswagen GTI
• BMW 328i
• MazdaSpeed3
• Subaru Legacy GT
• Mini Cooper S

See our complete list of Best & Worst cars in many categories.

The challenges of a modern muscle car era

One thing I learned from the Twilight Zone television show is that dreams can come true, but there’s always a catch. As a life-long muscle car enthusiast, I’ve often dreamed of the classic 1960s cars being reborn with modern amenities and performance.

My youthful desires were further kindled by my second car, a Pontiac Firebird. Since then, I’ve driven numerous, memorable muscle machines, each thrilling and disappointing in their own ways. A few years ago, I bought an older Chevrolet Corvette treated to a ground-up restoration and modernization, with a late-model powertrain. Stock appearance with somewhat modern dynamics. Very cool indeed, but not the true fantasy realized.

The current Ford Mustang GT and Shelby GT500 hit my hot button. And the new Chevrolet Camaro has my enthusiasm firing on all cylinders, recalling great memories of flogging a big-block Yenko Camaro. And now, along comes the 2009 Dodge Challenger SRT8 here in Chicago. Wow.

Aside from gaining a little girth with age, as many of us tend to do, it too has that perfect recipe of being the car we all wish the originals were. (Ever go back and drive a ‘60s muscle car? Not quite what you may remember…)

Hard to believe it has been 35 years since the classic Challenger had been retired. The new one casts a familiar shadow, and it is instantly recognizable. Throw in a 6.1-liter V8 producing a magical 425 horsepower, as every Hemi should, and a track-inspired chassis… My right-foot has muscle-memory twitches just anticipating tire-liquefying power and lung-clogging smoke.

Sure, the official presentation and subsequent press materials are filled with references to Keyless Go and MyGig entertainment. Whatever. The real entertainment comes from under the twin hood scoops. The factoids that stuck with me from the unveiling were 0-60 mph in 4.9 seconds, 13.3 seconds for the quarter mile, and estimated EPA fuel economy 13 city, 18 highway.

Rod Serling, cue music.

I paid $3.35 a gallon to fill up this week. That’s for regular ol’ 87 octane, mind you. The Challenger drinks premium – and has a 19-gallon fuel tank. Another Dodge product is rated at 13/18, the Durango 4x4 with the 5.7-liter Hemi V8. Understanding this is not a direct comparison, it is worth noting that in Consumer Reports testing, we got just 12 miles per gallon. Sure, a person who buys a $40,000 muscle car may not stress over a few dollars for the driving excitement, but hear me out.

If were I to drive a Challenger SRT8 on my 90-mile round trip commute at $3.65 a gallon, it would cost $27.37 a day, $136.88 a week, and about $7,000 a year for fuel. Not to mention, the Challenger SRT8 carries a $2,100 gas-guzzler tax when purchased. Like it or not, fuel economy is a factor, and one that may prove a spoiler for these reborn muscle cars (at least for those with V8s) after the first year or two of sales.

These calculations sent my mind recoiling during the press conference to the never-ending “What would I buy?” question. The Scion xB and Toyota Matrix would be nice commuters, but is it really worth the operational cost for that BIG 2.4-liter four-cylinder?

To reset my agitated brain, I turned to a senior manager from General Motors and asked, “425 horsepower. Will the Camaro be able to beat that?” He smiled and replied, “I think so, and with better fuel economy.”

There may be hope just yet…I mean, our 505-hp Corvette Z06 got 13 mpg city and 28 on the highway. Understandably, the Z06 is about 945 pounds less than the full-boot Challenger but who would have thought that during the peak of the muscle car wars that a 500+-hp anything would get 28 mpg?

What do you think of the latest muscle cars? And do you think fuel economy will be a factor in their sales? Post your Comments below.

—Jeff Bartlett

Read our complete coverage of the 2008 Chicago Auto Show.

Detroit auto show - Personal picks

The Cars team reflects on the 2008 Detroit auto show, selecting their personal picks for the most memorable, significant, or simply favorite cars at the event.

Audi R8 V12 TDI:
Last week, I gushed over the brilliant Audi R8 V12 TDI concept (see blog). The intoxication of it has stuck with me like a bad cold...I can't seem to shake it. The look is mean. The headlights squint at you like Clint Eastwood. The engine looks like it should be in a museum of modern art. And while Audi also had a "standard" R8 on display, it was one of only a few cars people were waiting in line to sit in. This car could reside in my garage forever.—Mike Quincy

Chevrolet Corvette ZR1/Hummer HX:
These pure vehicles push American icons to new reaches. The ZR1 is history in the making. It is an amazing performance machine that will fuel my automotive fantasies for quite some time, and is certain to be chronicled for generations to come. The Hummer HX represents the long-rumored H4, a Jeep Wrangler alternative intended to provide an attainable entry to the off-roading brand, and, now it may also represent a potential production savior for a brand that has become the pariah of the Green movement. Make it affordable, with a traditional square back and a thrifty diesel, and watch the Hummer "jamborees" flourish. Granted, the Corvette and Hummer are quite  different vehicles, but each represents extreme fun, and who doesn't want more of that?—Jeff Bartlett

Fisker Karma:
Designed by custom car designer Henrik Fisker (who also penned the BMW Z8, one of my favorite cars ever), the Fisker shows that hybrids -- even futuristic advanced plug-in hybrids that will run all day on electricity -- aren't just for environmentalist ninnies. It looks great and reportedly goes fast. (A top speed of 125 mph and 0-60 mph in less than 6 seconds are as fast as any mere mortal should need to go on land.) In short, it should give even the most jaded car enthusiasts an environmentally friendly hybrid they can lust after.

In terms of affordability, however, I've got to name the Honda CR-Z as my runner up. It marries hybrid efficiency to sports-car fun just like the Fisker. It isn't as advanced, and it is limited by being a two-seater. But it has the fun-to-drive element sorely lacking in Honda's last mileage champ, the Insight. And best of all, most car shoppers should be able to afford it.—Eric Evarts

Jeep Renegade/Cadillac CTS coupe:
This was my 15th time attending the Detroit auto show and, overall, it was a relatively boring event. There were no outrageous introductions such as a Chrysler minivan landing on stage, no retro chic surprises like the Volkswagen New Beetle, or first-time viewings of highly anticipated significant vehicles.

That said, I'd have to go with styling features that caught my eye. The Jeep Renegade concept, for example, was eye candy that I hope someday becomes a modern beach buggy. Forget the electric drive. Cash-strapped Chrysler is busy enough trying to survive. Not to mention the paradox of"go anywhere" marketing and getting stuck with an empty battery. A much more realistic and closer to production styling statement was the Cadillac CTS coupe. Even though I'm not much of a coupe fan, it looked spectacular.—Gabe Shenhar

Honda CR-Z:
I really liked the Honda CR-Z. With styling that is a dead-ringer for the old (and beloved CRX), the CR-Z's possible hybrid powertrain looks to vault this little runabout to the top of the fuel economy mountain... just like the original CRX. Honda is also disciplined at keeping weight low and suspension tuning interesting, so I imagine driving one will be a ball. Let's hope it's affordable.—David Champion

Toyota Venza:
Over the course of the show I was consistently drawn back to one car: the Toyota Venza. But not because I'm wowed by its styling, price, powerplant, or features. It's because I have no idea where it will fit in the Toyota lineup. Between the RAV4, Highlander, Avalon, and even the base Sienna, how many 5-passenger people movers are needed from one manufacturer? This odd vehicle certainly drew my attention each day... and the resulting quizzical stares as I tried to determine its niche.—Jon Linkov

Also read Cliff Weathers' pick for best in show.

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum. 

                                                                                                           

                   

Detroit - My "Best of Show" pick

When the judges select the "Best of Show" at the Westminster Kennel Club, they don't choose the dog that has the best disposition, the nicest looks, or the one that's most exotic. The judges thoroughly inspect these dogs and select the one that best represents its pedigree. I'm taking a similar approach for my reflections on the Detroit auto show.

I'm immediately disqualifying any far-out concept vehicle, as they're mostly cartoonish takes on where automotive breeding may (or may not) be going.

I'm also disqualifying the entire crossover category, as I believe that the class is still made up of mutts. It's not that they're bad vehicles as a group, it's that their mission is still very ill defined; one man's crossover is another man's SUV and/or another man's wagon. Moreover, what defines a crossover today is very different from what one was five years ago; I have a hard time focusing on a moving target.

And as a rule, I'm disqualifying any so-called family vehicles with outrageously high belt lines, tiny greenhouses, and swoopy designs that compromise access, and impair the driver's visibility. I think it is a shame when automakers think it's just fine to compromise a family's vehicle access and safety for the sake of fashion; they're making vehicles for trips to lacrosse matches, big-box stores, and theme parks.

My choice is be a vehicle that has stuck close to its original mission: a vehicle faithful to its lineage, but absolutely created for today. Moreover, it's a vehicle that the privileged among us may one day appreciate driving. That car is...the 2009 Chevrolet Corvette ZR1. It's a take-no-prisoners sports car that has all the outrageousness and excitement of its 1990s ancestor, and then some. (True, the last Corvette we tested, a 2006 Z06, wasn't exactly easy to get in and out of, nor did it score points for excellent visibility, but I'm more forgiving of these downfalls in a pure-bred sports car than I am a family-oriented crossover.)

The original ZR-1 (note there is no dash with the new moniker) featured the innovative LT5 V8 engine that provided 375 (and later 405) hp. Its convex hindquarters, wide tires, and square-ish taillights set it apart from other Corvettes, although the distinction faded as the LT1 Corvette was updated over time. .

The 2009 ZR1 makes a similar performance advance, though wrapped in more dramatic bodywork. It features a supercharged 6.2-liter V8 engine that GM says is capable of producing at least 620 hp and nearly 600 pounds-feet of torque. (Yes, you read the last sentence correctly). And in keeping with the tradition of outlandish design treatments: Carbon-fiber body parts include wider fenders, the hood, roof, parts of the front fascia, and rocker panels. And as a crowning touch, the hood window strikingly showcases the omnipotent LS9 engine.

So what if this monster is genetically enhanced? I think the ZR1 would make Zora Arkus-Duntov, the late "Father of the Corvette" who changed the car from a docile roadster to the legendary sports car it is, very proud. 

Look for more staff selections on their personal picks from the Detroit auto show in the blog soon.

—Cliff Weathers

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum. 

Audi R8 V12 TDI concept: Beauty and the diesel beast

Audi's R8 is a stunner. With the TDI version making 500 hp and containing more aluminum than a Coca-Cola distributor, the 6.0-liter, V12 diesel engine is a work of art.

I usually try to resist fawning over a car, but this one deserves every automotive journalism cliche ever written:

• "Looks fast even standing still."
• "More horsepower than Kellogg's has Corn Flakes."
• "A body a supermodel would die for."

The car is also laced with carbon fiber, shiny red brake calipers and—perhaps the real show-stopper—a glass engine cover revealing the heart of this mid-engine beast. I think it would be interesting pulling up to an interstate truck stop for fuel. Not only would the R8 seek out a diesel pump, it might even be able to drive under a semi to get there.

Beyond its looks, this car—at least the "standard" 420-hp, V8-powered R8—has the chops. My colleague, Jake Fisher, had a chance to drive one at Willow Springs International Raceway in Rosamond, CA.

"Most amazing driving experience I've ever had... just phenomenal," said Fisher.

"The R8 has incredible performance, grip and limits," he added. (And Jake isn't easily impressed.)

Unfortunately, while the R8 is a beauty, its price is absolutely beastly. You'll have to ante-up $109,000 to get your foot in the door.

Audi claims the R8 will go from 0-60 mph in 4.2 seconds and reach 185 mph. Here's the kicker: Audi says the R8 TDI will also get 28 mpg. Go fast and not feel guilty. That's a New Year's resolution I'll buy into.

Read more on the R8. And watch our video on Detroit diesels.

—Mike Quincy

See our complete coverage of the 2008 Detroit auto show. And discuss the event in our auto show forum.

2008 Dodge Challenger SRT8 pricing announced

Monday, December 3, Mopar enthusiasts can place their order for a 2008 Dodge Challenger SRT8, with pricing to start at $37,995, including destination. The limited-edition SRT8 models will be available in black, Hemi orange, and silver, each with dual hood stripes. This model will carry a $2,100 gas-guzzler tax, bringing the true price to $40,095. (The Challenger concept vehicle shown.)

The next muscle car era begins in spring 2008, when the first Challenger SRT8s reach dealerships. The current-generation Ford Mustang has benefited from being without its traditional marketplace, and drag strip, rivals since the Chevrolet Camaro and Pontiac Firebird were retired after the 2002 model year. However, with clear visual links to their potent progenitors, the Dodge and Ford coupes will face the reborn Camaro about a year later.

Official Challenger SRT8 specs and other model line details are a closely guarded secret until the Chicago Auto Show in February, though Dodge has released a peek at the production grille, shown here. We do know that the SRT8 will feature a 6.1-liter V8 engine; that powertrain produces 425-horsepower and 420 lb-ft of torque in the comparably priced Dodge Charger SRT8 sedan. It is expected that the high-performance Challenger SRT8 will be joined by V6 and less-powerful V8 models, bringing it in line with the Mustang. Currently, the Charger offers a 250-hp, 3.5L V6 and 335-hp, 5.7-liter V8.

The countdown is on...

—Jeff Bartlett

SEMA - Build-your-own new 1967 Mustang fastback

Rust never sleeps. In the old days of leaded gas, cars lacked the rust proofing of modern automobiles. That means that a lot of very desirable cars have either rusted back to the earth, or need a ton of costly work for restoration.

An example: I'm roaming the show this year with a friend and colleague of mine. His dad has five classic Ford Mustangs in a barn, including one he bought new. (And no, I'm not telling you where they are.) But, putting it charitably, they all need a good amount of work. Meanwhile, the price of concours-ready examples has skyrocketed in recent years.

But there is an alternative. Hanging above the Ford stand here at SEMA is an entire 1967 Mustang fastback unibody. Well, to be fair, it LOOKS like a '67 'Stang, but it's actually a brand-new body shell from Dynacorn Classic Bodies, Inc. Sitting underneath this is a complete "1967" fastback, built with 95 percent reproduction parts. Ford licenses the design to companies that build the components. It's not just Mustangs getting the everything-old-is-new-again treatment; sitting not far away is a '55 Chevy built basically new from the ground-up. For mail-order do-it-yourselfers, Dynacorn Classic Bodies also offers 1967 and 1969 Chevrolet Camaro coupe and convertible bodies.

This gets me wondering. Skip ahead 20-30 years. What bodies will companies reproduce for Gen X'ers to buy and rebuild? (Given the need for a thrifty yet fun cars, we could use a Honda CRX Si shell now.) Use the Comments function below and let us know. Who knows if there will still be a market for these classic Mustangs and Chevys when the original owners have also rusted back to earth.

--Tom Mutchler

Discuss SEMA in our Auto Show and Aftermarket forums.

SEMA - Ford Flexing its muscles

When you look at Ford's financials, there isn't any doubt that this is a company in trouble. So there is something affirming about seeing two modified Ford Flex crossovers parked next to Ford's new factory-built Mustang race car.

Despite having what seems to be a dozen overlapping SUVs in their line-up, Ford needs the roomy Flex to rival the GM Lambda crossover triplets (Buick Enclave/GMC Acadia/Saturn Outlook). Even though the 2009 Flex isn't out yet, Ford built two concepts to "help customers start dreaming" about these vehicles. Modifications are mostly limited to fancy paint, fancy leather, and fancy wheels. The press conference included the entertainingly redundant line "Here's the Funkmaster Flex Ford Flex." (We'll see if my colleague Jim Travers winds up using a production FMF as a kindler, gentler resting spot at later car shows.)

Moving from three-row people movers to single-seat race cars, the Mustang FR500S continues a lineage of limited-production Mustangs built for the track. What makes this car different is that it's built at the same Flat Rock, Michigan, factory as other Mustangs. But you're not likely to confuse it with the V6 convertible you rented in Florida last year. At $75,000, Ford has built 77 of them for this year with the intent of most of them competing in their own race series, the Ford Racing Mustang Challenge for the Miller Cup. (Not sure if the cup is full of Miller beer, though.) 

One thing was absent at the press conference: the mention of Ford's SVT division. From someone who loved the SVT Contour and Focus, it's a letdown. But Ford seems to be seeking performance in different ways.

So, Ford is showing that they're working on models they need (as evidenced by the Flex and nine 2008 Focuses here at the show), as well as the fun stuff. That's good for consumers and enthusiasts alike.

--Tom Mutchler

Discuss SEMA in our Auto Show and Aftermarket forums.

SEMA - 2008 Chevrolet Cobalt SS

General Motors has 28 vehicles on display at the Specialty Equipment Market Association (SEMA) show in Las Vegas, spanning from mildly modified to true fantasy machines. Amidst all the chromed flash is a production model heading to Chevrolet dealers next year: the Cobalt SS is making a comeback.

Developed by GM's Performance Division, the Cobalt SS is powered by a turbocharged, 260-hp, 2.0-liter, four-cylinder engine. While the 5-speed manual transmission carries over (no 6-speed), it gets a 55 horsepower boost to 260. The SS has chassis enhancements similar to the Chevrolet HHR SS, but with larger Brembo brakes. It is fitted with a new FE5 sport suspension with specific stabilizer bars, spring rates, and damper tuning. GM boasts a 0-60 mph acceleration time of approximately 5.7 seconds, aided by the manual transmission's "no-lift shift" feature, which allows quick shifts without lifting the throttle. Our tested, supercharged 2005 Cobalt SS reached 60 mph in 7.3 seconds.

The exterior is dressed with a front fascia with an SS-specific grille, along with unique side trim and optional rear wing. The combined effect is rather mild, especially in Vegas context, compared against its claimed performance capabilities.

Safety features include standard ABS, electronic stability control, and side-impact air bags. Head-protecting curtain air bags are also standard on all Cobalts.

The Cobalt will go on sale in the second quarter of 2008. A sedan version will follow a few months later. We enjoyed driving the previous SS, and are happy that while this model "happened" in Vegas, it won't stay in Vegas.

--Liza Barth

Personal Picks: Small and sporty cars

Car testing at CR covers the gamut of the automotive world. It's strange, perhaps, but we'll really go from testing pickup trucks--with some weighing up to 8,000 pounds--to measuring the strengths and weaknesses of small, economy cars weighing considerably less (around 3,000 pounds). And with fuel prices never far from our minds, it's good to know that there are a number of good, capable small cars that deliver fine fuel economy but also relatively refined and comfortable driving experiences. For when you want more fun in your life (but still want to conserve fuel), we've uncovered a few small and sporty gems.

Here are more small car (and sporty car) picks based on our recent test groups:

Gabe Shenhar:
Small car: Among small sedans my choice is the Mazda3. It looks good, handles well, and has a pleasant interior; it doesn't feel like you are driving an econobox. Even though the Honda Civic is a logical choice--with more futuristic styling and more sparing with fuel--it's less fun to drive. Better yet, I would pick the hatchback version of the 3 for its added versatility and even better looks.
Sporty car: Out of the sporty cars, I'd take the Mini in a heartbeat. It's such a blast to drive. It handles like a go-kart, goes like hell, and it sounds awesome. I might even get used to the unintuitive controls. And while the Mazdaspeed3 is more capable on a track, on the road the Mini is more fun. The Mini looks like nothing else and oozes character. It's the closest thing to my original first-generation Volkswagen GTI that I was piloting two decades ago.

Gene Petersen:
Sporty car: This year, I'm picking the Mazdaspeed3. Few other cars provide the practicality, refinement, and fun-to-drive balance.  It's a perfectly easy car to live with as a commuter and for running around town with the family in tow.  I'm taken by the well-rounded refinement. There aren't many cars that deliver sports-car handling with a comfortable ride or have an exciting, smooth revving turbo engine that is equally drivable in normal use. And don't forget the sensible four-door hatch design that's versatile and yet sporty looking. Shortcomings? Not much, but I would prefer not to have to fill up with premium fuel and those sticky summer tires won't do in New England's winter months. 

Tom Mutchler:
Small and sporty car: Emerson wrote that "A foolish consistency is the hobgoblin of little minds." That might be why I don't just simply pick two different versions of the Mazda3 as my choice for best small car and best sporty car. The Mazda3 hatchback does everything I want a small car to do. It handles well, is lots of fun to drive, has a pretty nice interior, stability control is readily available, and it's been reliable. But picking a small, practical sporty car is a different story. As much fun as the Mazdaspeed3 is to drive (and, whoo-boy, it is a lot of fun), I'd probably try to find a 2003-2004 Ford Focus SVT five-door. Maybe an orange or yellow one with the European Appearance package, which also gets you lovely Recaro seats. The Focus certainly isn't as fast as the Mazdaspeed3 or a VW GTI, and it lacks modern safety gear, but handling is razor-sharp and the ride remains comfortable. It would only run around $13,000, leaving me plenty of budget for tires for track days.

Mike Quincy:
Small and sporty car: I know this is turning into a Mazda3 love fest, but if you haven't tried this car (and you want something that's fun, practical, affordable and economical) you must drive one. I can't really get worked up over the extra speed and pizzazz of the Mazdaspeed3 version when the "regular" 2.3-liter model is so good. I'm fond of the s Grand Touring hatchback version with the manual transmission. My two boys fit in the back with lots of room, and in those blessed moments when I have some time to myself, I can fold down the rear seats, load my bike in the back, and meet my buddies for a ride. While I wish there was less road noise on the highway, getting a model with the optional Sirius satellite radio would keep me happy for an extended road trip. Hence, this is the car that fulfills both my economy car and sporty car wants and needs. It does it all.

Read more Personal Picks from the sporty car group and Jim Traver's "Pick of the Litter."

Personal Picks: Sporty cars

The October 2007 issue had two test groups, the "Small Wonders" economical cars and a "PeeWee Sports" trio of sporty cars. These all-new and redesigned models provided a dramatic contrast to the recent full-sized pickup trucks Picks from the staff.

We'll  explore the editor and engineer opinions for these two groups, as the team shares their personal insights and picks. For this installment, we'll focus on the sporty cars. In the coming days, we'll continue our Personal Picks and expand to consider the affordable, small cars.

For more perspective, view the video reviews of the sporty cars.

Eric Evarts: Making a single pick each month can be tough, and I know picking a single car to buy and own for years can be even tougher. Therefore, I don't take this task lightly. That said, as much as I like the Scion xB, what I'd really like to have in my garage is our Screaming Yellow Zonkers Mini Cooper S. So many cars today are bland and boring that it's easy to lose track when you drive different ones every day. The Mini stands out, both for its looks, razor-sharp steering, and turbocharged power.

Sure, like all our testers, I hate its controls. And I find it somewhat annoying when the stiffly-sprung front end crashes through bumps in mid-corner. But having grown up on old Hondas, Saabs, and front-drive VWs, its torque steer doesn't faze me as much as some of my colleagues. And I found I don't usually have to drive the Mini hard enough to encounter it.

What I love is the slot-car handling, the tiny size that adds to its agility, and the resulting 30 mpg that takes the sting out of my commute. I also love the big double sunroof.

Other testers will sing the praises of the Mazdaspeed3, and I share their respect. It is a much more capable car. But it struck me as overkill. I found that I had to be wailing well above the legal limit to notice the Mazda's great grip and raucous power - a feat my insurance policy won't tolerate for long. At ordinary speeds, the Mazda struck me as, well, ordinary - only louder (and hotter inside).

By contrast the Mini demonstrated the validity of two old automotive saws:

• It's more fun to drive a slow car fast than a fast car slow, and
• No boring cars!

There's nothing boring about this Mini Cooper S.

Jeff Bartlett: Fun, reasonably affordably cars with personality... Sign me up. The October 2007 test groups were eagerly anticipated by this auto scribe. Particularly, since my family has been enamored with the BMW-reinvented Mini Cooper. In fact, as my young son's first word was "Dada," as it is for many kids, his second was "Mini."

I had a long-term Mini Cooper in my previous life that I drove coast to coast, twice. And I commuted in it to the Detroit Auto Show from Florida. I knew this car inside and out (not difficult given that you wear it like a glove), and welcomed it as part of the family for months.

The latest Mini has been received with some disappointment. The dreams of buying one faded on the first outing with our test model. Egregious torque steer and a skittish ride made my Connecticut-to-New York commute an overly exciting, white-knuckle experience as the wee machine fought to hop around in its lane on the sometimes bumpy and imperfect Saw Mill River Parkway. The baffling interior controls accomplish neither artistry nor elegant function. For example: The window switches are by the six-speed manual shifter--often a useful tool when approaching and departing toll booths. But the switch does not have an auto-up feature, making the inconvenience downright unpleasant in the rain or snow.

The real deal breaker was the rear seat. Naturally, an adult should expect to find the bench snug in one of the smallest cars on the market. But, my four-year-old son, who now has a much larger automotive vocabulary, didn't have enough leg room. If he can't fit without his feet twisted sideways and the driver NASCAR-close to the steering wheel, who can?

The Mini has changed some over time, and perhaps, so have we. The family love for this adorable car has faded.

Fortunately, we found an enticing option in the Mazdaspeed3. It delivers more room, more power, better ride, excellent interior and tremendous driver satisfaction. I've driven a Mazda 3 cross country, too, and can attest, even in more basic 2.3 form, it is a rewarding car that could bring a smile to my face on even a simple commute. Eric can have the Mini.

Small and sporty car tests and videos

The two complementary test groups in the October 2007 issue prove car buyers don't need to break the bank to drive fun and affordable models.

The full road tests from the magazine have been posted at ConsumerReports.org, along with videos featuring our Auto Test Center engineers Jake Fisher, Tom Mutchler, and Jennifer Stockburger. These experts bring the tests to life by driving the cars and demonstrating the strengths and weaknesses of each model.

"Small Wonders" features the Hyundai Elantra, Mitsubishi Lancer, Nissan Sentra, and Scion xB. Watch the videos.

"Sporty Cars" features the Mini Cooper S, Mazdaspeed3, and Saturn Sky has also been reproduced. These cars were covered in a comparison article in print, though we will soon have full road tests posted in the model overview pages (available to online subscribers). Watch the videos.

--Jeff Bartlett

Final thoughts: Jaguar XK

As I sit typing this, snowflakes are swirling around my window. My summer clothes are boxed away. It seems like I’ve been driving mostly SUVs or minivans for weeks, either for their winter traction or to haul stuff to work on my newly-purchased house. Practicality especially rules in the winter.

Summer seems to be a long way away, and it’s been a long time since I’ve driven our Jaguar XK. (CR road tests are available to ConsumerReports.org subscribers.) It sits forlorn in the test garage, waiting for its new owner to pick it up. Summer tires mean that driving it now is a no-no.

The snowy ground here is a far sight from the green grassy fields of the Carlisle, Pennsylvania fairgrounds. There, I entered the big red cat in the Import-Kit/Replicar Nationals, parking it in the show field. Whether it was the long highway haul to Pennsylvania or profiling around town, the Jaguar proved to be a very satisfying surprise. Other than in packaging efficiency--this is a seriously large car for what is essentially a two-seater--the Jag is thoroughly modern, yet bewitching at the same time. It’s comfortable, athletic to drive, and sounds great.

But parking next to the more vintage cars on the Carlisle show field, I heard some older Jag owners comment that it didn’t look like a Jag. As I drove the car on the field, some wag loudly said “The front DOES look like a Taurus,” a comment right from the pages of the enthusiast magazines about the car’s front fascia. (I wasn’t offended, given that it wasn’t my $86,000 that I used to buy our test car.) An owner of the previous generation XK8 liked his car better, finding it shapelier. At least there was a seven-year-old who found the car cool: “Look! It has a starter button!”

The Jag did keep to one Jaguar tradition--our test car had some odd electrical quirks. The electric fuel door didn’t always open, the outside temperature display would flash 0 degrees (gee, maybe I should put the top up…), and the top jammed halfway through its cycle just before we were to sell the car. We don’t know yet if the redesigned XK will be reliable in our annual survey, although other Jags haven’t been too reliable according to our subscribers.

The Jaguar exceeded our expectations in most regards, and it probably does the same for owners. Hopefully all of their days are warm and sunny…

--Tom Mutchler

Snake's alive in Detroit

Dodge pulled the wraps off its freshened Viper at the Detroit show amid a parade of Dodge NASCAR Nextel Cup drivers, including Elliott Sadler, Kurt Bush and Juan Pablo Montoya. They're not taking Viper to the track, even though the 2008 version will get an astounding 600 hp from its 8.4-liter V10.

The model CR tested had only 510 hp. Certainly, none of us thought it lacked power; it is fasted car we've ever tested. The grip from the enormous tires (P275/35ZR18 up front and 345/30ZR19 in the rear) was so high that one of my engineer colleagues thought that its cornering and handling limits were among the most amazing he¹s ever experienced. And this is a guy who drives race cars on the weekends.

And while the 2008 Viper gets subtle exterior design updates, it still looks fast even standing still.

--Mike Quincy

A stealthy NSX?

Many CR staffers are big fans of the defunct Acura NSX. So, Acura’s press conference showing Acura's new high-end sports car interested us. After all, with the recent demise of the Acura RSX (discontinued for 2007), the company doesn't even have a sporty coupe in its line-up. After the usual press conference hot air (“a combination of emotion and technology” which I call “emology” (trademark pending), they rolled out a styling concept with a front end that looks like a 1984 Corvette and a back end with an old Acura MDX grille stuck on.

More disappointing is the whole layout of the concept. Instead of the light, mid-engine NSX, here is a front-engine AWD coupe. Sadly, it all reminds us of the Dodge Stealth, quite a stretch from the old NSX.

--Tom Mutchler

From the logbook: Chevrolet Corvette Z06

We're still reeling from testing these high-end sports cars. And while the Porsche 911 or Dodge Viper were popular choices as "Personal Picks," the Corvette Z06 had its fans, as well.

And what's it like to live with a mega-horsepower plastic wonder on a day-to-day basis? Read on:

"Very impressive...505 hp and you can use it...really well done."

"Driving the Z06 is like driving a Lexus after the Viper experience."

"A very decent ride considering the stiff suspension and ultra-low-profile tires."

"...not much more enjoyable than a normal C6, but very impressive and still one of the best values compared to its more expensive competition."

"Rear visibility is terrible, but nearly everything else works to make this an easy-to-live-with supercar."

"Navigation system is easy to use. Too bad it doesn't recognize my street."

"Best parts: V8 growl, freight-train power, slick shifter, and relatively light clutch."

"It's a shame the interior feels so cheap."

"Seat is horrible. It lacks back support and is too squishy in the cushion."

"Head-Up Display (HUD) is very useful in taming speed and staying in two-digit territory."

"Unlike the [Porsche] Carrera S, this Z06 doesn't make a civilized-enough daily driver for me."

"Feels much smaller than the Viper for maneuvering through traffic."

"Huge trunk can carry multiple golf bags."

"It bothers me that a BMW wagon has higher-effort steering."

"Excellent leg room. Long seat gives me good thigh support; the [seat] back is wide enough and has plenty of lateral support without squeezing."

"Performance of a Ferrari but as easy to drive as a Camry."

"If GM put as much effort into the rest of its line as it so obviously has with the Z06, it would rule the world."

Clearly the Z06 is a special car. And clearly we need to come up with reasons why we should keep it a bit longer.

--Mike Quincy

From the logbook: Porsche 911

One of the first responses my colleagues and I had when we heard we would be testing one of the most legendary sports cars of all time was, "Holy smokes...we're going to get a 911!!" Honestly, I never thought I'd see the day when a set of Carrera S keys would be hanging on Auto Test's "key" board.

In the full road test (October 2006 issue, and available to online subscribers), the 911 shined among its capable peers. In fact, the article begins: "The distinctive Porsche 911 Carrera S is the epitome of agility and refinement in sports cars, yet it is relatively practical."

Looking beyond the formal test, let's take a peek at the actual logbook notes, where among the praise we picked at a few nits:

"Clutch engages at the very top of a longish action, which takes a little getting used to."

"Engine is smooth but doesn't feel that powerful."

"The steering wheel looks like it came out of a plastic Little Tikes car--very cheap looking."

"Ride is good for a sports car."

"The most comfortable, best riding super sports car in our group. It's easy to drive without the sacrifices of the other cars."

"Rear seats are a joke... my wife was not amused sitting back there."

"Steering and brake feel are as good as it gets."

"Ridiculously fun to drive."

"Boomy engine on the highway; needs a taller 6th gear."

"Controls are a mess, with tiny buttons everywhere. Markings are counterintuitive on cruise control stalk."

"Exhaust and engine noise is really amazing, but leaves me wanting more."

"Seats are too narrow [for tall people], and my right leg continuously rubs on the hard center console."

"Visibility is quite good, but could use a rear wiper."

"Key on the left side...can't get used to it."

"Suede headliner is pimp!"

"No lumbar support adjustment, auto headlights, or auto dimming mirrors is ridiculous at this price-point."

"This is the car people are talking about when referring to Porsche--NOT the Boxster."

With its laudable characteristics, and even its notable faults, this is one car none of us will soon forget. Thankfully, it will stick around for a few more months.

--Mike Quincy

Why we test millionaires' sports cars

The sports car tire marks barely cooled on tarmac at our test facility when we began receiving e-mails from subscribers annoyed with us for testing eight high-end sports cars such as the Corvette Z06, Dodge Viper, and Porsche 911 in the October 2006 edition of Consumer Reports. (The "Fantasy Sports" report and related reviews are available to online subscribers.) Sure, the collective staff enjoyed experiencing these extreme performance machines, but like all testing, we conducted the analysis to help you, the consumer.

To address the common question, here's why we covered the high-end sports coupes and convertibles:

* Cars in this class make an implicit claim that they are the best in some respects: fastest, sharpest, most luxurious, and so forth. Our job is to test claims like that. And we bring the same skepticism and objectivity to testing fancy cars that we bring to any other product.

* The tests give us--and you--an early look at technology and safety systems that may show up in conventional cars in the near or distant future. Some in this group happened to set new records for us in such key areas as acceleration (Dodge Viper and Corvette Z06) and emergency handling (Porsche 911). Such benchmarks tell us where the performance ceiling is. That information is useful to everyone.

* Premium models are often purchased by consumers with only limited, hands-on experience, due to the vehicles' exclusive nature. With these exotic machines, our test engineers were able to report on the objective performance, as well as the personalities, which often differed from the marketed persona or perceived image.

* While high-end sports cars are important for what we can learn from them, we also didn't want to use up the car-report pages of two issues of Consumer Reports to tell you about them. So we gathered them together and printed the story once.

* Articles like this one are a little like a travelogue. Even if you never plan to visit a place, you might enjoy the documentary.

We'll come back to earth in the December issue with a report on six economical small cars, including the new Honda Fit, Nissan Versa, and Toyota Yaris. They're priced from about $12,000 to $15,000, a fraction of the $60,000 to $100,000 that the sports cars set us back.

--Gordon Hard

Personal picks: Ultra-performance cars 2

Gabe Shenhar: I know we're talking about dream cars here, but let me pretend for a moment that I can actually afford one. If that's the case, the choices become crystal clear for me. Since I have two children, I'm not in a position to have any two-seater cars, which eliminates several right off the bat. My choices are the Porsche and the Jaguar, from the luxury sport cars group. Overall, for pure driving fun, I'd take the Porsche 911. I can drive this car all day and have a big smile on my face. The handling is just phenomenal with telepathic steering, instant responses and constant feedback from the chassis. The engine is so tractable (every little throttle input results in forward thrust) and sounds wonderful. Unlike other sports cars, I can see out well, it's easy to get in and out, I have a reasonable trunk in the front, and my two kids can fit in the rear seat.

Jeff Bartlett: As a lifelong Corvette enthusiast, and former Corvette owner, the "Z06" designation is among a litany of endearing Chevrolet codes. And as much as the fifth-generation Z06 elevated Corvette performance, the latest rendition pushes this two-door patriotic symbol to true super car status. The modifications to the C6 are legion, with all-aluminum hydroformed frame rails, carbon-fiber bodywork, wide rear fenders, 14-inch cross-drilled brakes (front), and massive wheel/tire fitment. Among the lengthy upgrade list is one true key ingredient: a 7.0-liter V8 that peaks at 505 horsepower. Yes, that is a 427-cubic-inch, pushrod engine that produces more horses than the overly complicated, F1-inspired, BMW V10 that graces the M5 and M6.

On paper, the Z06 reads like it should be a feral beast bred for a hard-charging life of track duty. Instead, the Z06 strikes me as surprisingly domesticated, requiring only nominal sacrifice over a base C6 in regular driving. The ride, steering, handling, acceleration--really, the entire package--is amazingly livable, yet with ferocity always remaining just a tilt of an ankle away. Unleashed, the Z06 is a first-class thrill ride.

Gabe and Jim can fight over the 911 keys... The personality, performance, price, and heritage all conspire to make the latest Z06 my high-performance lust machine.

Jim Travers: The Carrera S parked outside our offices bears a stronger family resemblance to its decades-old predecessors than virtually any other vehicle on the road today can claim. If nothing else, this proves that if you stick with a bad idea long enough, you may just get it right.

Hanging the engine out behind the rear drive wheels is not the best way to achieve balanced and predictable handling, as any owner of an early 911 can tell you... especially if they've ever backed off the road at a high rate of speed and lived to tell about it. But thanks to the efforts of a half century of stubborn engineers aided by things like improved tires and electronics, the inherently unbalanced 911 has evolved into a car that handles incredibly well and is more fun to drive than anything I've been behind the wheel of lately.

It is also obscenely expensive, although the $87,500 example purchased by Consumer Reports is relatively modest as 911s go. And for that, you get a manually adjusted driver's seat. Still, I find myself making excuses for this car, justifying the price tag just because it's so much fun to drive. And it's equally civilized and behaved whether you're putting to the grocery store or blasting down your favorite two-lane stretch. Give Porsche another 50 years, and they may just achieve automotive nirvana.

Meanwhile, I'm thinking about taking another mortgage on the house, putting my Matchbox collection on eBay, getting a paper route, whatever it takes. Anybody need their lawn mowed?