2011 Honda CR-Z

Is the 2011 Honda CR-Z a new CRX? Well, the CRX's influence is not only obvious in the CR-Z's name (which stands for Compact Renaissance Zero) but also in its truncated tail and horizontally split rear window. The triangular taillights bear a strong family resemblance to Honda's current (and pretty dorky) Insight, but the CR-Z is lower, wider, and certainly cooler. The upswept character lines and D-pillar suggest motion even when the car is parked, but the long front overhang can't mask this car's economy-car roots. After all, the CR-Z shares its basic architecture with the Fit and the Insight, but it rides on a wheelbase that is considerably shorter. The CR-Z is an inch shorter overall than the Fit but is almost two inches wider and more than five inches lower. Surprisingly, headroom is generous, since the sport seats are mounted low.

"Futuristic Busy" Cabin
Inside, the CR-Z is best described as "futuristic busy," with a multicontoured dashboard that has more angles and textures-and storage binnacles-than all four generations of CRX and Insight put together. Secondary controls are located in symmetrical pods on either side of Honda's smallest steering wheel, which, on top-trim EX models, is wrapped in blue-stitched black leather and freckled with enough buttons to control a spaceship.

The gauge cluster has numerous charts and displays dealing with fuel economy, but center stage is given to an oversize tachometer. Bedazzled with loads of three-dimensional elements, it has a blacked-out circle at its center that hides an LCD speed readout. A ring around that speedometer changes color-it's red when the CR-Z is in Sport Mode and alternates between green and blue in "Normal" and "Eco" modes, depending on how aggressively the car is being driven. The cluster is highly legible, but it's for the enjoyment of the driver only, as it's recessed so deeply into a circular binnacle that the passenger can't see it.

Room for two
That's right, like both the CRX and the first-generation Insight, the CR-Z is strictly a two-seater. In the space where the back seats would be (and they're optional in some markets) there are two deep plastic binnacles that seem purposely built to make sitting back there excruciating-probably a good thing, since there are no seatbelts. In place of what would otherwise be a seatback is a plastic cargo separator that folds forward to create a flat load floor. Inserting cargo is best done through the hatch, as the front seats don't return to their previous position after being folded forward for access to the rear-a surprising oversight from a normally very detail-oriented automaker.

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2010 Audi S4

Right car, wrong timing? At a glance, it would seem that way. The new Audi S4 arrives in the midst of a global economic slump. It was unveiled in October at the Paris show, where hybrids and electric vehicles stole the limelight, and it unashamedly advertises the motto Vorsprung durch Technik (Advancement through Technology) when everybody is talking low emissions and high mileage. Look closer, though, and the new S4 emerges as a surprisingly sensible proposition. It is expected to cost about the same as the car it replaces and it bristles with torque, yet it should deliver about 24 mpg overall (EPA figures haven't yet been released). At the same time, it's a tour de force that employs trick steering, chassis, and driveline setups to beam you from point A to point B quicker than some of its rivals.

But who, exactly, are these rivals? Audi identifies them as the BMW M3 and the Mercedes-Benz C63 AMG, but the 333-hp S4 falls between BMW's 300-hp 335i and the 414-hp M3. It also falls between the 268-hp Mercedes C350 and the 451-hp C63. The upcoming RS4 sedan and RS5 coupe, which both should get about 450 hp and 330 lb-ft of torque from Audi's 4.2-liter V-8, likely will arrive in 2010. For now, though, the highest-performance version of the new A4 is the S4. It won't go on sale in America until fall 2009 as a 2010 model and then only in sedan form: farewell, ultra-low-volume S4 wagon and convertible.

A comparison of the basic engine specs of the old S4 and the new car does not bode well: only six cylinders instead of eight, 3.0 liters of displacement instead of 4.2 liters, 333 hp instead of 340 hp. Are we getting shortchanged here? We are not. Maximum torque, that crucial parameter for drivability, increases from 302 to 325 lb-ft, and it is now available between 2900 and 5300 rpm rather than peaking at 3500 rpm. And although the curb weight is about the same, Audi claims that the new S4 surges from 0 to 60 mph in 5.1 seconds, outsprinting the old S4 by about half a second.

While most supercharged engines develop their sweet spot between 3500 and 5000 rpm, the direct-injected 3.0-liter V-6 shoots fireworks all the way to its 7000-rpm redline. It thus combines the low-end torque of a force-fed engine with the top-end energy of a high-revving, normally aspirated one. The result? Enough power to rocket the S4 from 50 to 75 mph in only about 4.5 seconds in fourth gear, says Audi.

The seven-speed version of Audi's dual-clutch S tronic transmission, which makes its U.S. debut in the S4, is definitely the gearbox to go for, although a six-speed manual is standard. The main advantage of the dual-clutch arrangement is, of course, the totally seamless torque delivery, which helps maintain momentum during gearchanges. In auto mode, the system can be outfoxed by certain borderline situations, such as aborted overtaking maneuvers or a sudden shift of driving style, but the chips learn fast, and the fluency of the S tronic never ceases to amaze.

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2010 Acura TL SH-AWD 6MT

At first glance, East Liberty is one of those sleepy Midwestern towns you find in every county from Columbus to Kankakee. Then, on the outskirts of town, you round a corner and come face-to-face with an eighteen-wheeler cranking across an enormous banked oval. Welcome to the Honda-owned, 4500-acre Transportation Research Center.

Acura invited us to the TRC for a track-only drive of its 2010 TL SH-AWD 6MT prototype. The "6MT" bit is the interesting part - it stands for "six-speed manual transmission," and the SH-AWD acronym represents Acura's Super Handling All-Wheel Drive. Like other SH-AWD models, the TL SH-AWD currently isn't offered with a manual, but Acura engineers claim that the transmission swap transforms the car. Surprisingly, they're right.

The manual TL SH-AWD benefits from the same 305-hp V-6 and balanced weight distribution that its automatic sister does, but its biggest advantage lies in its chassis. What was a slightly lazy sedan has morphed into a drift-happy, throttle-adjustable track hound. Steering remains a little light and vague, and clutch takeup is slightly spongy, but overall, the manual version of the hottest TL feels like a much sharper beast. Part of the about-face can be attributed to minor chassis surgery - everything from front suspension tuning (softer) to engine mountings (stiffer) was tweaked to accommodate the new gearbox's lighter weight - but most of it is simple physics. With the automatic TL's mushy torque converter and slushbox deep-sixed, the Super Handling system is remarkably undiluted. The system's biggest asset, its Mitsubishi Lancer Evolution-like active rear differential, now responds to throttle changes in a heartbeat, allowing you to catapult the TL from low-speed corners with ease. Where a BMW 335i xDrive or an automatic-equipped TL SH-AWD fall off into understeer, the manual TL simply stays wonderfully neutral. And while the complete package is a whole year off, if you have a functional left leg, it's more than worth the wait.

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2009 Ferrari 612 Scaglietti

Ferrari's oldest current model, the 612 Scaglietti, is also its least desirable, if marketplace demand is any measure. While the F430 and the 599GTB Fiorano enjoy lengthy waiting lists, Ferrari's flagship can occasionally be bought right off the showroom floor. Does that make it a bad car? Of course not - the least desirable Ferrari is, after all, still a Ferrari.

The problem is that the 612's elegant, reserved demeanor is decidedly at odds with the outrageousness that we've come to expect from Maranello. The entry-level F430's adolescent break-dance handling and ghetto-blaster V-8 encourage 8500-rpm upshifts and tire-smoke-drenched hole-shots. That kind of bad behavior seems juvenile in the polished Scaglietti, which feels best when it's cruising gently around town. Its V-12 is quiet inside the cabin, the ride is plush, and the steering is light, offering far less feedback than you'd expect. The interior is flawlessly finished, with beautiful leather on every surface.

But then you accidentally turn the manettino to Sport mode, and the 612's automated-manual transmission cracks off a neck-snapping, 100-millisecond, full-throttle shift. Maybe that's why the Ferrari key fob, which seems totally out of place in this understated coupe, remains arrest-me red. The 612 may be polished, smooth, and refined, but it can still dance the Ferrari dance when the road turns curvy.

Ferrari has made some subtle changes to the Scaglietti for its fifth model year, and one not-so-subtle change to the price. The cheapest 612 you can now buy retails for an almost incomprehensible $318,538. Last year, you could drive out of a dealership in a 612 for roughly $55,000 less. So what do you get for your extra money?

First of all, an updated SuperFast version of Ferrari's F1 automated-manual gearbox is now standard, complete with the aforementioned manettino. A manual transmission is no longer available. If you force it to, the updated 612 will haul its 4100-pound self to 62 mph 0.2 second sooner than before, in four seconds flat. The big coupe keeps accelerating to 199 mph, and it's that figure that is likely more impressive to potential 612 customers.

The updated Scaglietti also receives a Bose infotainment and navigation system and a glass panoramic roof. A center-console-mounted, three-position switch commands electrochromatic elements in the glass to help block the sun's rays and keep the interior cooler on warm days.

And if the sticker price still isn't steep enough, you can make use of Ferrari's new One-to-One program, which allows you to customize your car to your own tastes. Here's how I'd personalize my fleet: I'd buy an F430 for when I needed only two seats, a Maserati Quattroporte for when I needed four, and a diesel VW Jetta wagon for everyday use. And my three cars would still cost the same as one 612 Scaglietti.

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2009 Pontiac G8 V-6

Pontiac's G8 sedan has been getting a lot of love from the automotive press, especially when you consider that it's a rebadged version of a car that's been in production since 2006. But most of the hype surrounding the Adelaide-made G8 has focused on the V-8-powered GT model. Indeed, that attention bias has been validated by the fact that three in five G8 buyers opt for the gutsier version. After all, what better way to enjoy a solid rear-wheel-drive platform than with a powerful eight-cylinder at the beck and call of your right foot?

Going into 2009 another V-8 will attempt to steal the spotlight, this time in the new GXP model packing a 402-hp 6.2-liter small block. In the interest of going against the automotive grain, we took a base G8 for a spin to see how it stacks up against other big V-6 sedans. Boring? We'll see.

If looks could thrill

Pontiac has done very little to visually differentiate the three G8 trim levels, so buyers of the six-cylinder G8 will happily note that their cars have most of the show of the V-8-powered models, even if the 3.6-liter engine provides a good deal less go. We like the aggressive front-end treatment, although the faux ram-air hood nostrils may be a bit much, especially on the V-6 model. The car has a decidedly Pontiac, wide stance - despite the fact that it started life as a Holden - and looks the part of a muscle sedan. The V-6 model loses the GT's odd, chrome-accented door handles in favor of body-color pieces that we think look better. Both the V-6 and the GT get the same standard 18-inch wheels, though the base car's have black center caps that cheapen the look. (Nineteen-inch wheels are optional on the GT and standard on the new-for-2009 GXP.) A different taillight design, a dual- instead quad-outlet exhaust, and the lack of a GT badge are clues at the rear that you're looking at a V-6 G8.

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2010 Chevrolet Camaro 2LT Coupe

Bob Lutz has hinted that this Camaro, with its high-output, high-tech V-6, represents the future of performance at General Motors. Having now sampled one, I can say that this future is not as depressing as I'd feared.

With a V-6, automatic, and yellow paint, our car is about as girly as you can possibly make a Camaro - and it's still menacing. Sitting in its parking space it gives the impression of a mean junkyard dog straining against its chain, waiting for you to step a little closer.

Better yet, it's not bad at all to drive. The 3.6-liter V-6 can match neither the output nor the trademark sound of a small-block V-8, but it's a very good engine, and it never feels overmatched by the car's considerable heft. I'd also note that it's considerably more refined than the Nissan/Infiniti and Hyundai V-6s I've sampled of late. The six-speed automatic is likewise no slouch. Put it in sport mode, and it becomes a very quick, smart transmission, downshifting aggressively as you step on the gas or slow for a corner but never trapping you in a lower gear while you're cruising, as some "advanced" dual-clutch units are wont to do.

Inside, the Camaro has grown on me a bit. I'm starting to like that fat, weird looking steering wheel and appreciate the flair added by the four console gauges. It also appears as if some of the interior parts fit together better here than those in the SS we had earlier this summer. To be sure, there is still plenty of room for improvement inside, but I think I could more than live with its shortcomings in return for all that Camaro style.

My biggest disappointment remains in the handling department. If feels too big, too heavy, and too soft. The Mustang at least allows you to pretend you're in something nimble, thanks to its quick turn-in and relatively light weight.

What I'd love to see now from the "new" General Motors is a special, lighter weight model built around a hopped-up version of this 3.6-liter V-6 or perhaps an engine of even smaller displacement. Maybe even call it a Z28. Purists would scream, but they would do well to remember that the Z28 package started out as a lean, mean, mouse-motor-powered machine made for folks who wanted to drive through corners as well as stoplights.

On a somewhat unrelated note, I had a chance to use OnStar for directions and was again reminded what a nifty service it is. Even the priciest in dash navigation systems can't compete with the ease (and safety) of pressing one button and having a real person find your destination.

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2010 BMW X6 M

The 2010 BMW X6 M is a wild ride, but who is going to buy it? The X6, which already doesn't sell very well, offers great performance with the 400-hp V-8 in the X6 50i model, which starts at $67,475. BMW demands $89,725 for the X6 M, making it an expensive track toy.

If you're one who is looking for what is surely one of the highest-performance crossovers ever built, however, the 2010 BMW X6 M is a fine choice. Take an already fast crossover and give it the M treatment, and you end up with an extremely fast crossover, one that is capable of beating many sports cars. Despite its size, the X6 M truly is an enthusiast's car. A lot of people will likely have no idea how capable the X6 M is; to them, it will be just another crossover on the road. For those who do know the differences between an X6 M and other X6 models, like the guy in the E30-series BMW M3 who gave me thumbs up, it's definitely something to admire.

The interior of the four-passenger X6 M doesn't differ much from other X6s, either, not that this is a bad thing, since the standard X6 interior is as nice as a 7-series cabin. One noticeable difference, though, is the big, heated, M steering wheel with paddle shifters. BMW does it the right way: the right paddle is for upshifting, and the left paddle is for downshifting, which is the instinctual setup. Although the front seats look great, I found them very hard and uncomfortable after an hour at the wheel, and they don't have as much lateral support as I would expect in a vehicle with this level of cornering capability.

While I'm amazed by the acceleration, cornering, and braking performance of the X6 M, for the asking price, I'd like a little more utility out of my 5324-lb, high-riding crossover. That's why I'm looking forward to driving the X5 M, which has the same powertrain and chassis upgrades, but seats seven and has more cargo space.

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