Automotive Intelligentsia
2009-2010 Sports Car Guide
By Jim Gorzelany
Smashwords Edition
Copyright 2009 by Automotive Intelligentsia / Jim Gorzelany
A paperback version of this eBook, complete with illustrations not included here is available for purchase at:
https://www.createspace.com/3391674
Table of Contents
Introduction
About The Author
Alfa Romeo 8C Competizione
Aston Martin DB9
Aston Martin DBS
Aston Martin V8 Vantage
Audi S5
Audi R8
Audi TT
BMW 1 Series
BMW 3 Series
BMW 6 Series
BMW M3
BMW M6
BMW Z4
Bugatti Veyron 16.4
Cadillac XLR
Chevrolet Camaro
Chevrolet Corvette
Chevrolet Corvette ZR1
Dodge Challenger
Dodge Viper
Ferrari 599 GTB Fiorano
Ferrari 612 Scaglietti
Ferrari California
Ferrari F430
Ford Mustang
Ford Shelby GT 500
Honda S2000
Hyundai Genesis Coupe
Infiniti G70
Jaguar XK
Koenigsegg CCX
Lamborghini Gallardo LP560-4
Lamborghini Murcielago LP640
Lexus SC430
Lotus Elise/Exige
Lotus Evora
Maserati GranTurismo
Mazda Miata
Mazda RX-8
Mercedes-Benz CL
Mercedes-Benz SL
Mercedes-Benz SLK
Mercedes-Benz SLR McLaren
Morgan Aero 8
Nissan GT-R
Nissan 370Z
Pontiac Solstice
Porsche 911
Porsche Boxster/Cayman
Saturn Sky
Spyker C8
Tesla Roadster
Introduction
You’re reading the first of what we at Automotive Intelligentsia hope will be a series of insightful new-car guides, and what better place to begin than with the makes and models that truly turn heads and snap necks.
As once-chairman of Chrysler Lee Iacocca said back when the first Dodge Viper was unveiled, “If this isn’t enough to make your heart race, go see your doctor,” and that’s the approach we’re taking here with the fastest and most furious models on the road. Even if one’s bank account isn’t flush enough to afford, say, a Porsche, Ferrari or Lamborghini, they exist as rolling works of art, testaments to modern automotive engineering. As Humphrey Bogart’s Sam Spade said of the Maltese Falcon in the movie of the same name, they are “the stuff that dreams are made of.”
From rough-and-tumble muscle machines to the world’s most elegant and sophisticated exotic sports cars, we’re looking at a broad spectrum of performance-minded models that carry sticker prices that range from just over $20,000 to an unobtainable $2 million. These include brand-new entries like the Alfa Romeo 8C Competizione, Chevrolet Camaro and Corvette ZR1, Dodge Challenger, Ferrari California, Ford Shelby GT 500, Hyundai Genesis Coupe, Lotus Evora and the Tesla Roadster, along with modern classics from Aston Martin, Audi, BMW, Bugatti, Jaguar, Lamborghini, Maserati, Mercedes-Benz, Porsche and many other makes.
Most of the 54 new-car profiles that follow are based on hands-on experience drawn from well over two decades of experience driving the latest and greatest automobiles on Earth. Wherever possible, we’ll help place each make and model in perspective with regard to it’s own heritage and according to similar offerings from other automakers. Of course once one reaches up into the rarified realm of the truly exotic sports cars, all semblance of practical evaluation goes out the window, with true apples-to-apples comparisons between cars that are sold largely for the sake of status and exclusivity virtually irrelevant.
At any rate, whether you’re fortunate enough to be in the market for any of the aforementioned masterpieces on wheels or can just scrape up enough for a more-modest model – not to mention those who remain impoverished enthusiasts looking to just “kick the tires” – we hope you will enjoy the ride and join us for future volumes.
One disclaimer: All prices quoted are manufacturer’s suggest retail prices (MSRP) and are deemed current as of this writing; all specifications and photos have been supplied by the automakers, with most specs applying specifically to base models. However, note that prices, specifications, equipment and performance references given for any model on the following pages are subject to change by their respective manufacturers at any time.
About the Author
Regularly test-driving new vehicles on highways, back roads and racetracks, veteran Chicago automotive journalist Jim Gorzelany is editor and publisher of Automotive Intelligentsia new-car guides. He’s also a frequent contributor on automotive topics to myriad print and online publications, including Consumers Digest, Muscle & Fitness, ForbesAutos.com, Hemispheres, Executive Travel, MSNBC.com, BuyingAdvice.com, and American Driver, among others; his work is also syndicated in over 60 newspapers across the U.S., including the Boston Globe, New York Daily News and San Francisco Chronicle.
While piloting the latest vehicles takes up most of his time behind the wheel, Jim’s personal fleet of cars has, at times, included a Triumph Spitfire, Opel GT, Fiat 128 Sport Coupe and a customized right-hand-drive U.S. Post Office-issue AM General/Jeep DJ-5.
Alfa Romeo 8C Competizione
Italy’s Alfa Romeo returns to the U.S. for the 2010 model year with a full-blown exotic sports car, the 8C Competizione. To be priced at around a quarter-million dollars, the stylish two-seat coupe is a distant departure from the rest of Alfa’s more-common car lines it sells elsewhere across the globe. With both companies (along with Ferrari) being owned by the Fiat Group, the 8C Competizione will be sold through Maserati’s U.S. dealer network.
A roadster version with a power-operated fabric convertible top may also be offered at some point in the U.S., with other Alfa Romeo models likely to follow.
The 8C Competizione should nicely compliment the less-costly GranTurismo coupe and Quattroporte sedan in Maserati showrooms. The car gets its name from two sources: The 8C is the code used to identify both racing and road cars from the 1930’s and ‘40’s that were fitted with an eight-cylinder engine created by noted Italian designer Vitoria Jane. Meanwhile, Competizione pays homage to the 6C 2500 Competizione sports car that Juan Fungi and Augusto Canard piloted (but did not win with) in the 1950 Mille Magalia endurance race through Italy.
The new Alfa’s carbon-fiber bodywork is both forward- and retro-looking at the same time, where classic sports car lines are combined with Dodge Viper-like brashness. A dynamic shield-shaped grille carries its lines upward into the hood and is flanked by two wide lower air intakes up front. Classic oval-shaped headlamps reach upwards into the nicely rounded front fenders, the lines of which extend aft-ward into a broad-shouldered rear end that’s tastefully highlighted by dual round LED taillights and quad exhausts.
A Maserati/Ferrari-derived 4.7-liter V8 engine transmits 450 horsepower through the rear wheels via a contemporary six-speed dual-clutch automated manual transmission. The latter includes “normal” and quicker-shifting “sport” modes for both automatic and manual operation (the latter via either the shift lever or steering wheel-mounted paddles); it also includes a special automatic mode to help the car cope with icy road conditions. The transaxle is mounted at the back of vehicle to help balance the car’s front-to-rear weight distribution to help optimize the car’s stability and handling abilities.
With an official 0-60 time clocking at just over four seconds, 8C Competizione would certainly be sufficiently speedy for most practical applications. Unfortunately it comes up short in terms of exotic-car bragging rights, since it can easily be out-accelerated by cars costing far less money, including the Chevrolet Corvette ZR1 and the Nissan GT-R; it just barely beats out a standard Corvette and the Porsche 911 Carrera S by about one-tenth of a second to 60 mph.
Still, owning an exotic sports car is about more than just going fast in a straight line. Riding on 20-inch wheels and performance tires with a double-wishbone aluminum-constructed suspension, the Alfa Romeo 8C Competizione promises entertaining cornering abilities. Large carbon-ceramic Brembo brake rotors should provide sufficient high-speed stopping power.
The car’s leather-clad interior is of a timeless quality, with large round deep-set gauges, round air vents and silver trim. In a nod to sheer luxury, its bucket seats can be adjusted and customized on the basis of a driver’s physical characteristics, and a broad spectrum of interior treatments can be specified.
Alfa obviously hopes to leverage its racing image and Italian design heritage to promote the 8C Competizione. Problem is, the brand is best remembered in the U.S. not for exotic cars, but for relatively inexpensive models like the Spider roadster, which is noted as being the car Dustin Hoffman drove to cinematic fame in The Graduate. It’s quirky and problematic sedan offerings are recalled less fondly, if at all. Still, Maserati faced similar hurdles when it recently reestablished itself in the U.S., effectively erasing the stain left behind by grimace-inducing 1980’s-vintage models like the Biturbo.
There are likely enough well-heeled auto enthusiasts looking to own an exotic sports car that stands out in an exclusive country club’s parking lot of Ferrari’s and Porsches to support the company’s modest sales goals. How the quarter-million dollar Alfa Romeo 8C Competizione will eventually fare if and when the company brings in a raft of lower priced models – possibly including the next generation of the Spider – remains to be seen.
Alfa Romeo 8C Competizione Specifications
Engine 4.7 Liter V8
Horsepower 450 @ 7000 rpm
Torque 347 @ 4750 rpm
City/Highway MPG 12/18
Transmission 6-Spd Auto Manual
Drive Rear
Fuel Capacity NA
Wheelbase 104.2 in
Overall Length 172.4 in
Width 74.5 in
Height 52.8 in
Curb Weight 3696 lbs
Wheels/Tires P245/35R20 front, P285/35R20 rear
Head Room F/R: NA
Leg Room F/R: NA
Shoulder Room F/R: NA
Cargo Volume NA
MSRP $250,000 (estimated)
Aston Martin DB9
The Aston Martin DB9 replaced the former DB7 in the famed British automaker’s line for the 2004 model year. Legend has it the automaker didn’t want to confuse buyers by simply calling it the DB8, in that it packs a 12-cylinder engine (why in that case they then didn’t just call it the DB12 remains unknown). A sleek and low-slung luxury sports car, the DB9 is available as either a two-seat Volante convertible or a 2+2 coupe that comes with a small back seat that’s best thought of as an auxiliary cargo area.
Designed by noted stylists Ian Callum and Henrik Fisker, the car’s aluminum bodywork is appropriately handsome, with a broad deep front grille and large oval headlamps. Graceful compound curves run rearward to a short rear deck, with a steeply raked windshield and low roofline. The car’s “swan wing” doors open upward slightly (by 12 degrees) to help make entry and exiting a bit easier.
For 2009, the DB9 comes powered by a slightly more powerful (by 20 hp) 470-horsepower 6.0-liter V12 engine that can be mated to either a six-speed-manual transmission or a six-speed automatic that employs shift-by-wire gear changing and can be taken through the gears manually via steering wheel-mounted paddle-shift controls. The car’s top speed is claimed to be upwards of 180 mph.
The DB9 is constructed from a lightweight, yet rigid, aluminum-bonded unibody frame with a rear-mounted transaxle that helps the car achieve an ideal 50:50 front-to-rear weight ratio. These elements, combined with a double-wishbone suspension and beefy 19-inch wheels and tires, result in impressive handling characteristics with a reasonably supple ride. An array of chassis-control systems include Dynamic Stability Control, Electronic Brakeforce Distribution, and Brake Assist, and assure secure cornering and stopping abilities over a wide range of conditions and handling situations.
The coupe offers an optional DB9 Sports Pack that improves the car’s handling a bit with a slightly lower ride height, and revised dampers, springs and front anti-roll bar; it also includes specific five-spoke lightweight forged aluminum alloy wheels.
Inside, the driver faces both electroluminescent displays and more-conventional instruments that, like the body and frame, are crafted from aluminum. Unlike most vehicles, the DB9’s tachometer runs counter-clockwise (said to be done for the sake of easier visibility) and does not feature a conventional red line to indicate the engine’s rpm limit. Here, the limit varies according to such factors as outside temperature and how recently the engine was started; a red warning light indicated when the current “red line” has been reached.
A well-trimmed leather-clad cabin comes with luxury items like a hard-drive-based navigation system, Bluetooth hands-free cell phone interface, garage door opener and an autodimming rearview mirror; manual transmission versions further include a “Lamy” pen and pen holder built into the center console. A 950-watt audiophile sound system from noted home component maker Linn is optional.
The DB9’s predecessor in the early 1960’s, the DB5, is best known as James Bond’s first and most celebrated ride in the early Sean Connery films like Goldfinger and Thunderball. His version featured such handy accessories as a front-firing machine gun, passenger-ejection seat, smoke screen and oil slick dispensers, and front and rear retractable ramming arms. While such items have yet to be made widely available in today’s cars, at least one then-futuristic feature that was included in Bond’s DB5 is now commonplace, namely a mobile telephone.
By the way, the “DB” part of the cars name stands for David Brown, who owned Aston Martin in what’s considered by many to be its heyday, from 1947 through 1972.
Aston Martin DB9 Specifications
Engine 6.0-liter V12
Horsepower 470 @ 6000 rpm
Torque 420 @ 5000 rpm
City/Highway MPG 10/16
Transmission 6-Spd Manual, 6-Spd Automatic
Drive Rear
Fuel Capacity 21.1
Wheelbase 108.0 in
Overall Length 185.5 in
Width 74.0 in
Height 50.0 in
Curb Weight 3880 lbs
Wheels/Tires P235/40ZR19 front, P275/35ZR19 rear
Head Room F/R 36.7/31.1 in
Leg Room F/R NA
Shoulder Room F/R NA
Cargo Volume 5.5 cu ft
MSRP $182,450 – $195,950
Aston Martin DBS
The Aston Martin DBS coupe assumed the flagship position formerly held by the V12 Vanquish when it debuted for the 2008 model year, and brought a storied nameplate from the late 1960’s and early ‘70’s back into the line. It offers a more refined, yet additionally aggressive take on its predecessor’s old-money British sports car styling, albeit with aluminum, magnesium alloy and carbon-fiber composite body panels and lightweight aluminum underpinnings to minimize the car’s sheer mass.
The DBS eschews prototypical exotic sports car excess in favor of a more organic wide-track look. Up front, broad and narrow upper and lower front grilles are flanked by elongated oval headlamps that flow upwards nearly horizontally into the muscular front fenders, and all the way rearward across the car’s low-to-the-ground fastback profile. Purists will note that the trademark Aston Martin air vents remain located on the front fenders, just rearward of the wheel wells.
Like the Vanquish, the DBS packs a hand-assembled V12 engine, a 6.0-liter version that brings a full 510 horsepower to the pavement. While that’s 10 fewer hp than in the old Vanquish, the DBS is slightly quicker off the line, due in large part to its lightweight construction, and is able to reach 60 mph in a little over four seconds. Still, that makes it a bit slower than some of the hottest cars in the exotic segment.
Not only is the V12 front mid-mounted, which means it essentially resides behind the front wheels, the DBS’s six-speed automated manual gearbox is fitted at the rear axle; this combination yields a nicely balanced front-to-rear-weight distribution that places 85 percent of the car’s weight positioned between the wheelbase. This translates into added stability and agility through the curves.
To help further that cause, the DBS rides on lightweight 20-inch alloy wheels and Pirelli P-Zero performance tires, and features a racing-derived suspension with an Adaptive Damping System that automatically adjusts the car’s ride and handling characteristics according to five driver-selectable operating modes. A “Track” mode automatically sets the dampers in their firmest positions for peak cornering abilities, through at the expense of a rougher ride than most wealthy buyers would tolerate over pockmarked pavement.
Similarly, the DBS’s Dynamic Stability Control system, which normally works to help keep the driver from spinning out during extreme handling maneuvers, includes its own Track mode that lets accomplished drivers slide a bit through the turns by allowing added wheel spin before intervening.
The assignment of bringing all 510 of the V12’s horses to a controlled stop goes to the DBS’s carbon ceramic antilock brakes, which are both stronger and lighter in weight than conventional binders.
The weight-reduction initiative further finds its way into the DBS’ cockpit, and goes so far to include touches like carbon fiber door pulls and carpeting that’s woven from lightweight materials. The leather-upholstered interior is otherwise both rich and handsome, with white-on-graphite gauges and aluminum controls that carry the look of precision, like a fine timepiece. A sapphire starter button glows red when the keyfob is inserted into a slot in the dashboard.
The DBS comes, as one might expect, generously equipped, including techno-appeal amenities like a 700-watt audio system with iPod integration, a Bluetooth hands-free cell-phone interface and a GPS navigation system.
Aston Martin vehicles have long been associated with James Bond movies, and the DBS is no exception. The original DBS was featured in 1969’s On Her Majesty’s Secret Service, while the latest iteration co-starred as 007’s ride of choice in the 2006 film Casino Royale and the subsequent 2008 installment, Quantum of Solace.
Overall, the Aston Martin DBS is an exotic “supercar” that falls somewhere in between posher coupes from Bentley and Rolls-Royce and more-ferocious ones from Ferrari and Lamborghini, It pays homage to its British roots with upper-crust accommodations, spirited acceleration and dynamic performance that would once have been reserved for the race track.
Aston Martin DBS Specifications
Engine 6.0 Liter V12
Horsepower 510 @ 6500 rpm
Torque 420 @ 5750 rpm
City/Highway MPG 11/17
Transmission 6-Spd Auto Manual
Drive Rear
Fuel Capacity 20.5 gal
Wheelbase 107.9 in
Overall Length 185.9 in
Width 81.1 in
Height 50.4 in
Curb Weight 3836 lbs
Wheels/Tires P245/35R20 front, P295/30R20 rear
Head Room F/R NA
Leg Room F/R NA
Shoulder Room F/R NA
Cargo Volume NA
MSRP $269,000
Aston Martin V8 Vantage
As the old saying goes, “the English are different.” Nowhere is this more evident than with the best British motorcars, which are traditionally a beguiling blend of racing-inspired performance and private-club-like luxury. One of the best examples of the genre is the elegant and thoroughly modern Aston Martin V8 Vantage, which is available in both coupe and soft-top Roadster versions.
Built by craftsmen at the company’s headquarters at Gaydon in rural Warwickshire, England, the V8 Vantage is Aston Martin’s smallest, nimblest and most-affordable model. This stylish low-slung two-seat coupe is engineered to take on competitors like the BMW M6, Maserati GranTurismo, Porsche 911 and similar near-exotic sports cars, but with a decidedly British accent (which it works hard to maintain, as the company is now owned by a consortium that includes two Kuwati investment companies as its major investors).
With its long hood and wide front grille, the V8 Vantage’s sleek bodywork bears more than a passing resemblance to its larger showroom sibling, the DB9. Constructed from a combination of steel, aluminum and composite body panels, this shell is draped over a lightweight, yet structurally rigid, bonded aluminum structure that affords exceptional agility and ride comfort. Its rear hatchback design (with a fairly generous luggage shelf located behind the seats) adds an element of cargo-carrying practicality not typically found among small sporty cars.
For 2009, the V8 Vantage comes powered by a hand-assembled all-aluminum 420 hp 4.7-liter V8 engine that’s both more powerful and more fuel-efficient than the 4.3-liter V8 it replaces.
A close-ratio slick-shifting six-speed manual transmission is the standard transmission; featuring a newly revised clutch design, it remains the gearbox of choice for motoring enthusiasts. A smooth and sophisticated six-speed automatic with manual-shift capability is also offered for those who prioritize convenience. It’s updated and enhanced this year with new features like corner detection (to hold a gear while cornering), hill-descent detection (to hold a low gear while driving downhill) and “comfort” and “sport” shift settings.
A rear-mounted transaxle contributes to a nearly ideal 49/51 percent front-to-rear weight distribution with a low center of gravity; combined with a double-wishbone aluminum suspension and newly standard 19-inch alloy wheels and Bridgestone Potenza tires, this translates into superlative handling and responsiveness.
Inarguably an admirable performer, the Vantage V8 doesn’t scrimp in the safety department, either. Dual-stage-deploying front airbags with occupant-sensing technology and side-impact airbags combine with a specially engineered passenger cell to protect its occupants in a crash. Oversized four-wheel-disc antilock brakes with Emergency Brake Assist and Electronic Brakeforce Distribution functions, Dynamic Stability Control and Traction Control assure secure cornering and stopping abilities to help the driver avoid a collision in the first place.
The car’s handcrafted interior is both handsome and posh in the British convention of quiet elegance. It sports aluminum-finished gauges and trim and is finished in rich leather upholstery, with myriad color, stitching and trim combinations available. Cockpit revisions for 2009 include a new graphite-color center console, revised roof console, interior lighting enhancements, an additional connector for external audio devices and a “Lamy” pen and pen holder built into the center console
The standard 160-watt CD-changer-equipped audio system has been upgraded with an auxiliary jack for connecting iPods and other portable MP3 players; audio controls are incorporated into the steering wheel for added convenience. A 700-watt premium audio system with Dolby Pro Logic surround sound remains optional and rivals the quality of some of the best living room audiophile systems.
Already well equipped with an array of amenities, new options for 2009 include front parking proximity sensors and an exterior Sports Pack treatment (with five-spoke lightweight alloy wheels and revised suspension and springs). Also offered are a Bluetooth hands-free cell-phone interface and a satellite navigation system for the directionally challenged.
Aston Martin V8 Vantage Specifications
Engine 4.3 Liter V8
Horsepower 420 @ 7000 rpm.
Torque NA
City/Highway MPG 12/19
Transmission 6-Spd Manual, 6-Spd Auto Manual
Drive Rear
Fuel Capacity 21.2 gal
Wheelbase 102.5 in
Overall Length 172.5 in
Width 73.5 in
Height 49.5 in
Curb Weight 3595 lbs
Wheels/Tires P235/45ZR18 front, P275/40ZR18 rear
Head Room F/R NA
Leg Room F/R NA
Shoulder Room F/R NA
Cargo Volume 11.0 cu ft
MSRP $117,400 – $130,400
Audi R8
Debuting at the 2006 Paris Motor Show and based on the Le Mans concept car from 2003, the limited production Audi R8 is the brand’s costliest model to date. It’s a racy mid-engined two-seat sports coupe that’s designed to run with some of the quickest European supercars, and do so while remaining well mannered enough for an affluent enthusiast’s daily commute.
Built on an all-aluminum space frame body and chassis design, it shares some of its engineering DNA with the Lamborghini Gallardo (like Audi, Lamborghini is a part of the Volkswagen Group). Robert Downey, Jr. as industrialist Tony Stark – slash – super hero Iron Man, drove one in the movie of the same name.
While the R8 carries its own version of Audi’s trademark trapezoidal front grille, it carries a much more futuristic look than any of the brand’s other models. About as long as a Porsche 911, but several inches lower and wider, it’s stridently styled, with oversized air inlets mounted just below a pair of LED reflector beam headlamps and large scoops at the leading edge of the rear fenders. A sweeping glass roof panel drops dramatically reward to reveal the car’s mid-mounted powerplant, which is illuminated by white LEDs for a dramatic effect.
A high-revving 4.2-liter V8 engine employs Audi’s direct-injection technology to generate a tire scorching 420-horsepower, which enables the R8 to reach 60 mph from a standing start in around 4.5 seconds, with a scenery blurring top speed of 185 mph. The V8 includes a dry-sump lubrication system that’s designed to keep engine oil fully circulating throughout even the most-extreme high-speed cornering maneuvers.
The V8 can be mated to either of two transmissions, a conventional six-speed manual or Audi’s outstanding “R tronic” dual-clutch sequential-shift gearbox. The latter affords a choice of fully automatic operation or manual shifting, via either steering-wheel-mounted paddles or the console gear selector, and includes a Sport mode to deliver quicker manual shifts.
A racing-inspired double-wishbone-design suspension is engineered to be able to careen the R8 through the sharpest turns with precision and authority. It rides on 18-inch aluminum wheels and performance tires, with 19-inch rims and rubber alternately available. And as is Audi tradition, it includes a sport-tuned version of the company’s acclaimed “quattro” all-wheel-drive system onboard.
An optional magnetic ride system that’s sourced by General Motors (it’s also offered in Audi’s TT) does a stellar job of maintaining a pliant ride while delivering appropriately crisp handling. It uses a proprietary damper design to govern wheel and body motion via “magneto-rheological” fluid in each of the car’s shock absorbers—this is oil that’s infused with lots of tiny metal balls, the viscosity of which (and, in turn, the stiffness of the shock absorbers) is affected by a magnetic current. The system can further accentuate either the car’s ride smoothness or sheer handling performance according to a choice of “normal” or “sport” settings.
Like most cars of its ilk, the R8’s snug two-seat interior makes it one of the least-practical rides on the road, with ingress and egress that can be a challenge for the less limber. Still, it’s nicely designed on the inside, with the dashboard and center stack of controls achieving a jet fighter cockpit-like look. Supportive sport seats can be trimmed in either a leather/Alcantara combination or in full leather, with distinctive bucket seats also available. There’s enough storage space behind the seats to hold the requisite two golf bags (in addition to some token storage up front). Buyers can choose between piano black or carbon fiber interior trim.
Already opulently equipped, added standard equipment for 2009 includes a six-disc CD changer, Bluetooth hands-free cell-phone interface and a garage-door opener. The options list includes a navigation system, a 465-watt Bang & Olufsen surround-sound audio system and a rear view camera with acoustic proximity warnings to make parking easier and safer.
An even more-powerful 525-horsepower V10 variant of the R8 went on sale in Germany in early 2009 and is said to rocket to 60 mph in less than four seconds; it’s rumored to be reaching U.S. shores by year’s end.
Audi R8 Specifications
Engine 4.2 Liter V8
Horsepower 420 @ 7800 rpm.
Torque 317 @ 4500 rpm.
City/Highway MPG 12/19
Transmission 6-Spd Manual, 6-Spd Auto Manual
Drive AWD
Fuel Capacity 23.8 gal
Wheelbase 104.3 in
Overall Length 174.5 in
Width NA
Height 49.3 in
Curb Weight 3,605 lbs
Wheels/Tires P235/35R19 front, P305/30R19 rear
Headroom F/R NA
Leg Room F/R NA
Shoulder Room F/R NA
Cargo Volume 3.5 cu ft
MSRP $114,200
Audi S5
BMW has long held bragging rights to the upper echelon of the compact sports market with its high-performance M3 coupe. The Audi S5 coupe challenges the M3’s authority with a powerful V8 engine and other assorted upgrades over the model upon which its based, the A5. That model is essentially a two-door version of the A4 sedan.
Much of the S5’s sleek styling – which was inspired by the striking Nuvolari Quattro concept coupe that graced the auto show circuit in 2003 – is carried over from the A5, but with a few touches that add up to a more-aggressive look. Here the brand’s signature outsized trapezoidal grille is finished in platinum grey and is fitted with vertical chrome inlays. It’s flanked by wide headlamps and larger lower air intakes, with bulging wheel wells and a flowing beltline at the sides and a squared-off rear-end treatment; the latter features a more-pronounced rear spoiler lip than on the A5, with quad exhausts below.
A direct-injection 4.2-liter V8 engine can propel the coupe to 60 mph in around five seconds, which makes it a full tick quicker than the V6-powered A5. Buyers can choose between a six-speed manual transmission or a six-speed Tiptronic automatic with manual gear selection. Unfortunately, the automaker’s acclaimed automated manual dual-clutch gearbox is not available on the Audi S5 (and is sorely missed).
The Audi S5’s design places the engine closer to the center of the vehicle than in the S4. In addition to allowing a shorter front overhang, the automaker says this configuration results in better front-to-rear balance and improved driving dynamics. To that end the S5 rides on a specially tuned sports suspension and 18-inch wheels and performance tires; while this setup maximizes the car’s handling abilities, it does so at the expense of a rougher ride.
The coupe’s performance is further enhanced by the automaker’s standard “Quattro” all-wheel-drive system. Here it’s rear-biased on a 40/60 front-to-rear ratio for sportier handling than the usual 50/50 setup affords; the system can send additional power front or rear as needed on a continuous basis, both for added foul-weather traction and to maximize the Audi A5’s dry-pavement cornering abilities. The car’s standard stability control system can be deactivated in two stages to allow a varying degree of wheel spin for more-aggressive cornering without intervention. Beefed-up four-wheel-disc antilock brakes come with black-painted calipers.
Audi’s Drive Select Control system is newly offered for 2009, and is more or less the automaker’s answer to BMW’s M Drive. It allows a driver to adjust the operating character of the engine, automatic transmission, steering system and the included active-damping suspension to emphasize either a smoother ride or more-tenacious handling. It’s packaged with a speed-dependent variable gear-ratio steering system that adjusts ratios on a continuous basis for optimum performance; it can also automatically make rapid, minor steering adjustments to the front wheels under certain circumstances for increased control.
The S5’s leather-clad interior is handsomely cast with a cockpit-like dashboard design and a choice of wood, carbon, aluminum or stainless steel trim. It’s distinguished from the A5 by virtue of its grey gauges, aluminum sill plates and supportive sport seats. Two passengers can ride in the rear, though taller riders will have issues with the diminished headroom that’s a byproduct of the car’s sharply sloping roofline. Front, front-side and side-curtain airbags that cover both rows of seats are standard on the Audi S5.
The latest version of the automaker’s MultiMedia Interface is included, which uses a joystick-like knob and LCD display screen to control things like the audio, climate control and optional navigation system. It’s not as confounding as past versions of BMW’s vilified iDrive system, but it’s still more complex to operate than would be a conventional array of buttons and knobs. An auxiliary input to play portable music devices through the car’s audio system is newly added for 2009.
Coming fully featured, the S5 includes adaptive high-intensity headlamps and a 14-speaker premium audio system from Danish hi-fi specialist Bang & Olufsen. An Advanced Key keyless entry starting system that stores select vehicle data, such as warning messages from the vehicle’s information center and the car’s current mileage, to make servicing easier. New options for 2009 include Adaptive Cruise Control (to maintain a set speed and distance from the traffic ahead) and Audi’s Side Assist blind-spot detection system.
The S5 has great appeal, both to performance enthusiasts who don’t otherwise want a low-slung sports car and are looking for an enlightened alternative to a BMW M or Mercedes-Benz AMG. For those desiring an open-air version, an S5 convertible will be added to the line in 2010.
Audi S5 Specifications
Engine 4.2 Liter V8
Horsepower 354 @ 6800 rpm.
Torque 325 @ 3500 rpm.
City/Highway MPG 16/24
Transmission 6-Spd Manual, 6-Spd Automatic
Drive AWD
Fuel Capacity 16.6 gal
Wheelbase 108.3 in
Overall Length 182.5 in
Width 78.0 in
Height 53.9 in
Curb Weight 3891 lbs
Wheels/Tires P255/35R19
Headroom F/R 39.1/36.0 in
Leg Room F/R NA
Shoulder Room F/R 54.3 in
Cargo Volume 12.0 cu ft
MSRP $51,400
Audi TT
Redesigned for the 2008 model year, Audi’s roundly styled TT sports coupe and convertible remains a standout, both in terms of its overall appearance and its lively performance. Up front, Audi’s now-signature trapezoidal front grille is flanked by large air intakes and distinctively cast headlamps, while an otherwise unobtrusive spoiler at the rear automatically extends at speeds over 75 mph to help maintain the car’s stability (and act as a visual cue to car-savvy highway troopers that the car is exceeding most speed limits).
Sixty-nine percent of the car’s exterior is fabricated from aluminum to help maintain a relatively low curb weight, which translates into added performance with decent fuel economy.
The TT is powered in its base form by Audi’s turbocharged 2.0-liter inline-four-cylinder engine, which produces a playful 200 horsepower and can propel the car to 60 mph in around 6.5 seconds. A 3.2-liter V6 remains available and generates a smoother and swifter 250 hp, which enables a 0-to-60 mph time well under six seconds.
A six-speed manual gearbox is standard with an “S tronic” dual-clutch sequential-shift transmission optionally available that affords a choice of fully automatic operation or ultra-quick manual shifting, via either steering-wheel-mounted paddles or the console gear selector.
A sportier version was added to the line for 2009 in both body styles called the TTS. It comes powered by a reengineered 265-hp version of the standard-issue 2.0-liter turbocharged engine and comes standard with the aforementioned S tronic transmission. Audi says the TTS can reach 60 mph in less than five seconds. This version further includes a revised suspension and a high-performance braking system.
While the base model comes with front-wheel drive, the V6 and the TTS include Audi’s quattro all-wheel-drive system, which both improves the car’s footing on slippery road surfaces and enhances the TT’s cornering capabilities on dry pavement. Here, the system normally sends 85 percent of the engine’s power to the front wheels, and can send up to 100 percent torque to either axle as necessary to maintain traction. Sixteen inch wheels and tires and standard on the base version; these increase to 17 inches with the V6, and rims and rubber as large as 19 inches can be specified.
Standard on the TTS and optional elsewhere in the line is a magnetic ride system supplied by General Motors that helps the car deftly tread the line between delivering sporty handling with a relatively smooth ride. Here, wheel and body motion is controlled via “magneto-rheological” fluid in each of the car’s shock absorbers that’s essentially oil that’s been infused with lots of tiny metal balls, the viscosity of which (and, in turn, the stiffness of the shock absorbers) is affected by a magnetic current. The system can further accentuate either the car’s ride smoothness or sheer handling performance according to a choice of “normal” or “sport” settings.
Inside, the TT offers supportive sport seats and a Nappa leather-wrapped sports steering wheel that’s flat-bottomed to make getting in and out of this low-slung sportster a bit easier (at least for those lithe enough to be able to climb into it in the first place). As with the previous generation, the car’s interior is trimmed in aluminum accents. Rear seat space is virtually nonexistent, however, but at least the seatbacks fold down on a 50/50-split basis to maximize the car’s otherwise nominal cargo capacity.
The TT comes reasonably well equipped with newly standard features for 2009 including satellite radio, Bluetooth hands-free cell-phone interface, a hill-hold assist function and multi-function steering wheel controls. The TTS adds supportive leather/Alcantara sport seats along with specific 18-inch wheels, bi-xenon high-intensity headlamps with LED running lights, a multifunction steering wheel and a gray dashboard treatment with unique gauges and trim.
The car’s CD audio system is menu driven, and is similar in operation to the Multi-Media Interface system found on other Audi vehicles, where it works well enough, but not as handily as separate buttons and knobs. A navigation system, a wireless Bluetooth mobile phone interface with voice activation and 19-inch wheels and tires are among its available options.
An even quicker TT RS model is in the works and is said to pack a turbocharged five-cylinder engine that delivers in excess of 300 horsepower; we likely won’t see this version in the U.S. until sometime in 2010.
Audi TT Specifications
Engine 2.0-liter 4-Cyl Turbo, 3.2-liter V6
Horsepower 200 @ 5100 rpm, 250 @ 6300 rpm.
Torque 207 @ 1800 rpm, 236 @ 2500 rpm
City/Highway MPG 23/31, 18/24
Transmission 6-Spd Automatic
Drive Front/AWD
Fuel Capacity NA
Wheelbase 97.2 in
Overall Length 164.5 in
Width 76.9 in
Height 53.2 in
Curb Weight 2,965 lbs
Wheels/Tires P225/50YR17
Head Room F/R 39.0/32.6 in
Leg Room F/R 41.1/29.2 in
Shoulder Room F/R 53.2/47.5 in
Cargo Volume 13.1 cu ft
MSRP $35,200-$47,500
BMW 1 Series
Available as either a coupe or convertible, the BMW 1 Series is essentially a less-opulent version of the venerable 3 Series for enthusiasts on a budget. Fortunately, it preserves all of the 3 Series’ inherent goodness in a “back to basics” approach; unlike its showroom sibling, the 1 Series isn’t offered as either a sedan or a station wagon, nor is it available with a diesel engine (at least not in the U.S.) or all-wheel drive.
Debuting for the 2008 model year, the 1 Series rides on a wheelbase that’s about four inches shorter than the 3 Series, and is nearly 10 inches shorter, overall. It weighs around 100 pounds less than its larger sibling and is slightly narrower and taller; interior room is equivalent between the 1 and 3 Series cars, though the former has a slightly larger trunk. Importantly, the cost of entry is substantially less.
For example, a base 128i coupe costs around $4,200 less than a two-door 328i, while at the other end of the line, the 135i convertible stickers at $10,550 less than an open-top 335i (which comes with a retractable hardtop instead of a cloth top).
Powertrains carry over from the 3 Series, which means the 128i versions come powered by a peppy 230-hp 3.0-liter inline-six-cylinder engine, while the 328i models pack a twin-turbocharged direct fuel injection 3.0-liter inline six-cylinder engine that generates a full 300 horses. The standard transmission is a six-speed manual; a six-speed Steptronic automatic that can be taken through the gears manually is optional. Zero-to-60 mph times (6.2 and 5.3 seconds, respectably) are equivalent to comparable 3 Series models.
The 1 Series’ front suspension includes the automaker’s double-pivot strut design, while the rear suspension boasts a five-link setup. An optional sport suspension comes with larger wheels and tires to afford incremental better handling abilities, but most buyers will be content with the standard setup. Either way, the 1 Series delivers crisp, neutral handling for spirited driving with a ride that’s a little on the harsh side, but not necessarily jarring. BMW’s Active Steering system, which automatically increases the angle of the front wheels through the turns for quicker response, is an unnecessary option, as it feels a bit artificial.
Dynamic Stability and Traction Control are included to help keep all four wheels planted firmly on the pavement at all times, and are calibrated to intervene later and less obtrusively than in most vehicles to allow enthusiastic drivers a bit more wheel-spin through the curves for livelier handling.
The 1 Series’ interior is simple and tastefully styled, with all buttons and switches clearly marked and within easy reach. The front seats are well bolstered, with sufficient legroom for two full-sized adults. The same cannot be said for the back, seat, however, which is suited only for small children or grocery bags. Front, front-side and side-curtain airbags that cover both rows of seats are standard in the coupes; the convertibles come with front- and side-airbags only.
While the 1 Series leaves a handful of features off the standard and optional equipment lists, it still comes well equipped with most essential amenities, including an input jack on the standard audio system for connecting iPods and other portable audio devices.
Available features include a heated steering wheel, various audio upgrades and a GPS navigation system that for 2009 includes a much-improved version of BMW’s often-vilified iDrive media control system. It also comes with a subscription-based Google Maps function that allows motorists to search for restaurants, hotels, service stations, banks, supermarkets, cinemas and public facilities by keyword, then at the push of a button initiate route guidance and/or place hands-free calls to the selected site via a Bluetooth-enabled cell phone
BMW 1 Series Specifications
Engine 3.0 Liter 6-Cyl, 3.0 Liter 6-Cyl Turbo
Horsepower 230 @ 6500 rpm, 300 @ 5800 rpm
Torque 200 @ 2750 rpm, 300 @ 1400 rpm
City/Highway MPG 18/28
Transmission 6-Spd Manual, 6-Spd Automatic
Drive Rear
Fuel Capacity 14.0 gal
Wheelbase 104.7 in
Overall Length 171.7 in
Width 76.1 in
Height 56.0 in
Curb Weight 3252 lbs
Wheels/Tires P205/50R17 front, P225/45R17 rear
P215/40R18 front, P225/45R17 rear
Headroom F/R 37.9 /37.1 in
Leg Room F/R 41.4/32.0 in
Shoulder Room F/R 56.0/55.0 in
Cargo Volume 10.1 cu ft
MSRP $29,400-$40,150
BMW 3 Series
One could fill a page listing the small sport sedans that have come to market in recent years, all with the BMW 3 Series in their crosshairs. While some approach BMW’s finely honed combination of driving dynamics and brand cache, none have quite been able to match it as a true “driver’s car” that nonetheless carries a bona fide luxury pedigree.
Its lineage dates back to 1977 when BMW brought the two-door 320i to the U.S. as a replacement for the popular 2002 coupe. Over several generations of improvements and a model line that eventually expanded to encompass virtually all automotive body styles (including an SUV, if you count the BMW X3), the 3 Series remains the leader in its market segment.
The 3 Series goes “green” for 2009 with the addition of the new 335d “clean diesel” sedan, which maintains the car’s strong performance while saving gas and producing relatively low emissions. Here, a twin-turbo, direct-injection “BluePerformance” 3.0-liter inline-six-cylinder diesel engine produces 265 hp with a stirring 425 lbs/ft of torque, which BMW says is sufficient to launch the 335d to 60 mph in around six seconds, which is less than a half-second slower than the gasoline-powered version. At that, it’s estimated to attain an impressive 23-mpg in the city and 33 mpg on the open road.
Other updates for 2009 include a freshened exterior, with a new front-end treatment, revised side sills, rocker panels and side mirrors, new wheel designs and a wider appearance at the rear; the car’s headlamps and taillights are likewise redesigned. Inside, a revamped interior features relocated window switches, added storage and new colors and materials; active head restraints are newly standard to help prevent whiplash in a rear-end collision.
Both the 328 and 335 varieties are available as a coupe, sedan or convertible, with the 328 adding sinfully practical sports wagon versions to the mix. As with a growing number of similar models like the Volkswagen Eos and Volvo C70, the 3 Series convertibles eschew a soft top for a retractable hardtop that affords the protection from the elements, noise insulation and sleek styling of a coupe. Made of lightweight steel, the three-piece roof opens in just 22 seconds at the touch of a button and folds completely into the rear compartment. If the vehicle is equipped with the keyless-start Comfort Access option, the top can be lowered remotely via the key fob.
A lively 230-hp 3.0-liter inline-six-cylinder engine comes with 328 models, and is sufficient to record a respectable 6.2-second 0-to-60 mph time, while the 335 models pack a fiery twin-turbocharged direct fuel injected version that’s good for a quicker 5.3-second 60 mph run. A slick-shifting six-speed manual gearbox is standard, with a six-speed Steptronic automatic transmission optional (it can be taken through the gears like a manual, though it doesn’t shift as quickly in that mode as do most latter-day dual-clutch sequential-shift trannys).
A sophisticated suspension setup, with BMW's double-pivot strut design up front and a five-link setup at the rear, enables crisp, neutral handling for fun, spirited driving, with a ride that’s on the harsh side, but not painfully so – at least over moderately uneven surfaces. An optional sport package includes a sport suspension and upgraded wheels and tires (along with heavily bolstered sports seats and a sports steering wheel) and improves the 3 Series’ handling by an incremental amount.
The automaker’s Active Steering system is optional and provides additional steering boost during extreme handling maneuvers for quicker handling. While it works as advertised, the active system does introduce an “unnatural” feel to the steering in the process that we think runs counter to the car’s core performance attributes.
Sedan and coupe versions are available with BMW’s accomplished “xDrive” all-wheel-drive system that enhances both dry road cornering and foul-weather traction. Under normal driving conditions the system sends a bit more power to the rear wheels than the front to help maintain a sporty rear-drive feel. When the wheels slip or the sensors detect an imminent skid, power is automatically and immediately sent to the wheels having the most traction.
Included across the line are Dynamic Slip Control and Dynamic Traction Control for added stability over a wide range of conditions and handling situations. An expanded range of brake functions include Brake Standby (which reacts when the driver suddenly lifts his or her foot off of the accelerator, anticipating hard braking, and snugs the brake pads against the rotors) and Start-Off Assistant (which automatically engages the brakes on an incline to prevent the car from rolling back when the driver lifts his or her foot off of the brake pedal to depress the accelerator), among others.
The 3 Series interiors carry a tastefully understated design, with instruments well positioned and switches within easy reach. There’s plenty of room up front for six-footers to ride in comfort, though back-seat legroom is at a premium, particularly when the front buckets extended all the way rearward.
Standard equipment is fairly generous, with a long list of convenience features optional, including front and rear Park Distance Control proximity warnings, a heated steering wheel and adaptive headlamps with cornering lights that can pivot slightly in conjunction with the car’s steering angle and direct an angled beam at each front corner to help illuminate the road around curves at night.
The available navigation system comes with a nicely enhanced version of BMW’s iDrive media control system that adds buttons for direct selection of the radio, CD player, navigation and communications menus. It further includes a new-for 2009 subscription-based Google Maps feature that motorists can use to search for restaurants, hotels, service stations and other points of interest by keyword, then initiate route guidance and/or place hands-free calls to the selected site via a Bluetooth-enabled cell phone.
The 3 Series remains the leader of the pack in what is a crowded market, particularly among enthusiasts who can appreciate its merits while forgiving its (admittedly few) shortcomings. Those who prefer a flashier, softer-riding or more-opulent luxury sports sedan are, however, encouraged to look elsewhere, specifically at offerings from Audi, Acura, Lexus, Infiniti or Mercedes-Benz.
BMW 3 Series Specifications
Engine 3.0 Liter 6-Cyl, 3.0 Liter 6-Cyl Turbo
Horsepower 230 @ 6500 rpm, 300 @ 5800 rpm.
Torque 200 @ 2750 rpm, 300 @ 1400 rpm
City/Highway MPG 18/28
Transmission 6-Spd Manual, 6-Spd Automatic
Drive Rear/AWD
Fuel Capacity 16.1 gal
Wheelbase 108.7 in
Overall Length 181.1 in
Width 70.2 in
Height 54.9 in
Curb Weight 3351 lbs
Wheels/Tires P225/40R18 front, P255/35R18 rear
P225/45R17 front, P255/30R19 rear
Head Room F/R 38.4/36.8 in
Leg Room F/R NA
Shoulder Room F/R 55.3/51.9 in
Cargo Volume 11.1 cu ft
MSRP $33,600-$50,700
BMW 6 Series
BMW’s stylish 650i coupe and convertible models were added to the line for the 2004 model year, slotted between the 5 and 7 Series sedans. The cars were overdue replacements for the former 8 Series coupes, which were last sold here in 1997. As with its sedan equivalent, the 5 Series, higher-performance “M” versions of both 6 Series models are also offered and are profiled elsewhere.
This remains a more-expressive alternative to a sports sedan for owners who can afford to live without a useable back seat. It’s larger and more accommodating than a hard-core sports car like a Chevrolet Corvette or Porsche 911, and is thus well suited for its middle-aged target audience. That’s not a knock against the 650i, however, as it’s a powerful, lively and stylish ride in its own right.
The 6 Series remains relatively unchanged for 2009, save for the addition of a revamped Sport Package that includes a redesigned hood, a specific exhaust system with black chrome tailpipes and wheel and tire upgrades. It also comes with sport seats for front passengers that include thigh-bolster adjustments and active head restraints to help protect against whiplash in rear-end collisions.
Diagonal lines sweep rearward along a long hood and along the side of the vehicle to the high deck lid trunk with its subtle (and functional, BMW says) spoiler lip. The 650i’s aerodynamic form – the coupe boasts an impressive 0.30 coefficient of drag – translates into lower wind resistance at speed to help maintain reasonable, though hardly economical, fuel efficiency and a quiet cabin.
The 650i comes adequately powered by a 360-hp aluminum 4.8-liter V8 engine that enables either the fixed-roof or open-top version to reach 60 mph in around 5.3 seconds. A quick-shifting six-speed manual transmission is standard, and remains the gearbox of choice for automotive enthusiasts. However, more 6 Series buyers tend to favor convenience over fundamental control, and ultimately choose the optional (at no cost) six-speed automatic transmission; it nonetheless allows manual gear selection via paddles that are mounted behind the steering wheel.