SLP Chevrolet Camaro ZL1 Convertible

The last thing a Camaro needs is 324 more horses, but that didn’t stop SLP (a.k.a. Street Legal Performance) from making a Camaro ZL1. The original, hyphenated ZL-1 was a $4160 option pack in 1969, a box that just 69 customers checked. An underrated 430-hp, aluminum-block 7.0-liter V-8 was the highlight.

SLP adopts a similar approach with this Camaro. Its ZL1 package costs $80,000 on top of a $32,750 Camaro SS coupe or $38,800 convertible donor, as seen here. Just like the ’69, only 69 ZL1s will be offered by SLP. It’s a juiced-up, $118,800 clean-and-jerk that turns heads, raises ears, and roasts rubber.
And no, this SLP ZL1 is not related to Chevrolet’s upcoming Camaro ZL1: Years ago, SLP wisely trademarked “ZL.” Both SLP and Chevy fit an Eaton TVS supercharger to an aluminum-block V-8. But whereas Chevy uses a 6.2-liter LSA to churn up 580 horsepower, SLP opted for a 7.0-liter LS7 making a claimed 750 horses.

As with most megapower cars, the SLP is traction limited at launch, and we wrangled a not-earthshaking 4.2-second 0-to-60-mph dash. The quarter-mile falls in 12.3 seconds at 119 mph. That’s more than half a second quicker than a stock Camaro SS coupe in either metric. The SLP shows its power at higher speeds, clearing 150 mph in 19.8 seconds, 15.6 seconds before a stocker.

With the top retracted, the ZL1’s roar overwhelms any road noise, with an idle reminiscent of a carbureted, hot-cam V-8. A sleeper this is not. Onlookers will easily identify the beast making the noise: A giant hood scoop, a splitter hanging beneath an SLP-designed front fascia, and a few ZL1 badges give this car away.

And every examiner noticed the throw-back houndstooth seats as well as the abundance of faux carbon fiber on the trunk, front splitter, and rear diffuser. Only the hood is authentic carbon fiber.

Even with the stiff-riding SLP adjustable suspension, the ZL1 has plenty of power to overwhelm the rubber on any road windier than Woodward Avenue—something it has in common with the original. It’ll hold the road up to 0.90 g; Baby-stepping beyond that brings the back end around. The same may happen if the supercharger’s 10.0 psi of max boost arrives midcorner. Drive cautiously.

Forged, 20-inch wheels wrapped in wider-than-stock Michelin Pilot Sport PS2s shroud supersized Brembo brake hardware: 15.9-inch rotors with six-piston calipers up front, 15.0-inch rotors with four-piston calipersat the rear. The big brakes didn’t slash stopping distances though, instead lassoing the ZL1 from 70 mph in 159 feet, one foot ­longer than in the stock SS coupe.

Don’t worry if you are too late to grab one of the 69 ZL1s. SLP will build you a similar one, sans the ZL1 badges. Would Chevy be that accommodating?

SEMA 2010:Chevy Z-Spec Line For Volt, Cruze, and Spark

The car manufacturers from Chevrolet have brought a trio of test cars for their new Z-Spec line of aftermarket accessories for the Chevy Volt, Cruze, and Spark models. The first teaser is with the concept version of the all-new Volt electric car. Sure, an electric vehicle is not a typical tuning project, however that doesn’t mean it can’t look good with a body kit, blacked-out trim, and a new wheel package. The Chevy Volt also received a new sports steering wheel, leather wrapped Recaro seats, and racing foot pedals. This new Z-Spec lineup is being showcased on the three small cars; the Volt, Cruze, and Spark right now, but in the future Chevrolet plans to offer the whole line to all models. Chris Perry, the vice president of Chevrolet marketing said, “Chevrolets have always been vehicles customers love to personalize and Z-Spec could give them more choices than ever.


Custom Graphics Packages to be Available Soon for Cruze and Volt

LAS VEGAS – In the epicenter of automotive personalization and performance – the annual SEMA Show – Chevrolet introduced the Z-Spec concept, which explores a new approach for vehicle customization. Chevrolet showcased three Z-Spec concept vehicles: Cruze Z-Spec, Volt Z-Spec and Spark Z-Spec.
The Z-Spec concept demonstrates a cohesive design with a family of factory-engineered accessories and the best of the aftermarket under a single theme. Z-Spec parts could be purchased individually, to suit customer tastes and budgets, and also could spawn limited-edition models from Chevrolet.
In addition, Chevrolet announced a new partnership with Original Wraps to provide custom graphics packages for the Cruze and Volt before the end of the year. Examples of some of the packages are highlighted on the Z-Spec concepts, as well as production-based Cruze and Volt show vehicles.
“Chevrolets have always been vehicles customers love to personalize and Z-Spec could give them more choices than ever,” said Chris Perry, vice president of Chevrolet marketing. “With Chevy’s new compact and small cars coming to market now and in the near future, we focused on Cruze, Volt and Spark for this exercise. The Z-Spec concept really could be applied across the entire Chevrolet lineup, offering customization choices to owners of cars, crossovers and trucks.”
The graphics packages offer a wide range of graphic designs and colors. They’re designed for purchase and installation through Chevrolet dealerships, with the option of rolling the cost into the monthly payments, when selected and installed at the time of vehicle purchase. The designs and color options are available at chevroletgraphics.com.
Indicative of the Z-Spec philosophy, the concept vehicles incorporate a blend of Chevrolet-designed exterior and interior enhancements, and are complemented with performance upgrades developed in conjunction with some of the tuner world’s most respected manufacturers, including Brembo, Borla, K&N and more.
“We’ve designed accessories and chosen well-established, reputable partners,” said Dave Ross, design manager. “These concept elements are designed to complement the design and performance characteristics of the wide range of Chevrolet vehicles.”
CHEVROLET VOLT Z-SPEC CONCEPT
Chevrolet’s all-new, 2011 Volt electric vehicle with extended range is establishing an entirely new segment in the global automotive market. The five-door, four-passenger Volt is designed to provide the benefits of an electric vehicle without limitations.
Along with its groundbreaking electric drive system, the Volt is also a stylish sedan filled with high-tech features. The Volt Z-Spec concept is a natural extension of the style of the production version.
“The concept combines the Volt’s advanced electric propulsion technology with the flair of Z-Spec, because efficiency and high style needn’t be mutually exclusive,” said Paul Arnone, lead designer. “The Z-Spec enhancements give the vehicle a sportier look that doesn’t affect its electric driving range or overall efficiency.”
The Z-Spec concept demonstrates a cohesive design with a family of factory-engineered accessories and the best of the aftermarket under a single theme. On the Volt Z-Spec concept, the unique features include unique lower rocker panels and lower front fascia, grille, taillamps, 19-inch wheels and exterior graphics. Although the Z-Spec parts are only concepts at the moment, they’re being considered for production.
The Volt Z-Spec is driven by the revolutionary Voltec propulsion system, which consists of a 16-kWh lithium-ion battery pack and electric drive unit that provide pure electric range between 25 and 50 miles in moderate conditions, depending on terrain, driving techniques, temperature and battery age. (Mileage based on GM testing. EPA estimates not yet available.)
The Volt’s instantaneous torque proves electric driving can be spirited. Not only does the Volt reach a top speed of 100 mph, the electric drive unit’s excellent low-speed torque of 273 lb.-ft. (368 Nm) takes it from 0 to 60 mph in less than 9.0 seconds and the quarter mile in less than 17.0 seconds.
Once the battery charge drops below a certain level, the Volt’s extended-range 1.4L engine kicks in to provide power to the Volt’s electric motors, which under some conditions can be supplemented with power from the engine itself. This mode provides excellent performance and allows the Volt to travel hundreds of miles on a single tank of fuel and a full battery. This freedom allows the Volt to be driven anytime and anywhere.
VEHICLE HIGHLIGHTS
Exterior:
“Icy White” Metallic paint
Lower rocker panels and lower front fascia
Black chrome satin finish on the grille, belt moldings and outside rearview mirrors
Billet aluminum Chevy “brand bar”
Rear fascia
Rear tail lamps
Graphics package
19-inch GM Accessory wheels
Interior:
Custom Z-Spec graphic door inserts
Racing-style pedals
Custom leather-wrapped, flat-bottom steering wheel with Z-Spec logo
Recaro leather-trimmed front seats with orange accent stitch
Custom Z-Spec floor mats
The 2011 Chevrolet Volt will be available in CA, TX, MI, NY, NJ, CT and Washington, DC at the end of 2010.
CHEVROLET CRUZE Z-SPEC CONCEPT
New to the streets of North America this fall, the 2011 Chevrolet Cruze brings a progressive, globally influenced design complemented by exceptional levels of quietness, quality and attention to detail. Truly a global car, it leverages Chevrolet’s design and engineering talent in Asia, Europe and North America and is sold in more than 60 countries around the world.
Chevrolet’s designers developed the Cruze Z-Spec concept to reflect the car’s global roots, but give it a uniquely American aesthetic. The Z-Spec concept demonstrates a cohesive design with a family of factory-engineered accessories and the best of the aftermarket under a single theme.
The Cruze’s JDSU SpectraFlair Orange Metallic exterior color and racing-inspired graphics give the car can’t-miss-it distinction, while the ground effects, rear spoiler and other exterior cues are de rigueur among tuner enthusiasts. The same goes for the car’s interior trim kit, shift knob and racing-style pedals.
“Cruze is a personal car that will naturally attract youthful customers who want to make it their own,” said Todd Parker, design manager. “The Z-Spec portfolio could offer them an easy way to personalize their vehicle.”
The Cruze Z-Spec concept is powered by the Ecotec 1.4L turbocharged engine and a six-speed manual transmission.
VEHICLE HIGHLIGHTS
Exterior:
JDSU Medium Dark SpectraFlair Orange Metallic color
Custom Z-Spec graphics
Gloss white and matte gray custom graphic stripes (Graphic Concepts)
Ground effects kit
Rear spoiler
High-flow grille with body-color surround trim
Accessory front fog lamp kit
BBS 19-inch wheels
Interior:
Interior trim kit with custom perforated, leather-trimmed instrument panel and doors
Custom flat-bottom, leather-wrapped steering wheel with Z-Spec logo
Recaro leather-trimmed, racing-style seats
Custom Z-Spec embroidered floor mats
Performance:
Pedders sport springs and suspension components
Brembo brake kit
Borla high-flow exhaust system
K&N cold-air intake system
CHEVROLET SPARK Z-SPEC CONCEPT
There’s a new Chevrolet coming to North America in 2012: the Spark. It will be a five-door hatch and the smallest member of Chevrolet’s family of cars, all while bringing style, roominess and versatility to a segment of extremely fuel-efficient vehicles. Spark will provide great efficiency, and its trim size makes it very agile in all kinds of driving conditions while still feeling substantial on the open road.
The Chevrolet Spark Z-Spec concept, introduced at the 2010 SEMA Show, magnifies the sporty appearance, stance and driving experience of the upcoming new car with a racing-inspired ground effects kit, rear spoiler, larger wheels and more. The Z-Spec concept demonstrates a cohesive design with a family of factory-engineered accessories and the best of the aftermarket under a single theme.
“The Chevrolet Spark will cause people to rethink their perceptions of what a small car can be – particularly when it comes to design and performance,” said Paul Arnone, lead designer. “The Spark Z-Spec concept incorporates a blend of Chevrolet-designed exterior and interior enhancements, and wheels by BBS, a proven leader.”
VEHICLE HIGHLIGHTS
Exterior:
LCP Tangerine Metallic Orange color
Custom Z-Spec “Icy White” metallic mirror caps with hydrographics
Rear spoiler
High-flow grille with body-color surround trim
Grill inserts and exterior trim in satin black
BBS 17-inch wheels painted “Icy White” Metallic
Polished exhaust outlet
Interior:
Custom LCP Tangerine Metallic-painted trim components with die-cut Z-Spec-inspired door graphics
Leather-wrapped, flat-bottom steering wheel with Z-Spec badge
Recaro leather trimmed front racing-inspired seats
Custom Z-Spec embroidered front and rear floor mats
Custom machined billet aluminum shift knob and leather-wrapped shift boot with orange accent stitch
Alloy pedal covers

Aston Martin

Finding a reliable insurance provider that can offer you cheap car insurance

Over the past two years, the country’s economic situation has forced some people to reduce costs. Rising commodity prices and falling incomes lead people to seek alternatives that will save them money. Under these circumstances, people have to look for cheap car insurance.

Increasing premiums for auto insurance policies are encouraging people to look out for insurance providers that are able to offer the budget car insurance. While people would be fully justified in finding insurance companies that can offer car insurance at a low price, they should be advised to exercise caution before entering into an agreement with an insurance provider.

Looking around the local market or at the Internet you can find a lot of advertisements offering car insurance at sky-rocketing prices. You can be sure that these offers aren’t the best on the market. However, it would be better to make some inquiries to be convinced that they are indeed on track. There is an abundance of commercials that can mislead us, convincing to believe something that does not exist. In the situation, people should also consider the term of coverage rather than just the tempting price offered by insurance providers.

People can make requests for quotes with different motor insurance companies, either in person or by using the Internet. They can be assured that they will soon be flooded with very cheap offers for car insurance from all suppliers who they contact. However, you need to consider that each insurance provider has a different price for the same type of motor insurance. It is wise to spare some time and make comparisons of different estimates that have been received.
People must understand that they would do well to deal with insurance providers that have been in the business for a while and have a position in the market for backup. Their prices may not to be the lowest but the level of coverage is always the best.
AUDI : Another Ugly Deutsche Invention
BMW : Brings Me Women but Broke My Wallet
FIAT : Failure in Italian Automotive Technology
FORD : Fast Only Rolling Downhill
SAAB : Shape Appears Ass-Backwards
HYUNDAI : Hope You Understand Nothing's Driveable And Inexpensive...
SUBARU : Screwed Up Beyond All Repair Usually
VOLVO : Very Odd Looking Vehicular Object
PORSCHE : Proof Of Rich Spoiled Children Having Everything

Top tips for caravan insurance online

If you’re looking for caravan insurance online, here are a few useful tips.
Caravan insurance online is typically organised under the main caravan description types of statics, motorhomes, tourers etc.
Some sites may offer the capability to enter your details and to be able to see various offers from insurers. Such sites may save you time and effort.
You may find that some providers offers discounts for certain types of behaviour such as belonging to a caravan owners’ association or using additional security features on your caravan such as alarms. Although such discounts may not be substantial individually, collectively they may mount up and be worth looking for.
Try to avoid being too influenced by banner headlines relating to cheap or best insurance. What’s best or cheap for someone else may not be so for you. Instead, look critically at the cover being provided then decide if:
it’s the cover that most fits your needs and situation;
the price seems reasonable in terms of what’s being offered.
Take the time to read the proposal/quotation carefully and pay particular attention to the terms and conditions. These vary significantly and some may be rather more acceptable to you than others. For example, if you go abroad regularly with your caravan then policy restrictions on the number of days you spend outside of the UK may not be acceptable to you (though they may be fine for someone else).
Pay attention to the contents cover. Some policies offer new-for-old forms of replacement while others work on the basis of a market valuation (typically meaning a second-hand value). Either may be fine for you depending upon the number and value of the contents in your caravan – just be clear that the policy matches your requirements.

Finding caravan insurance online is typically quick and easy. Good luck!

2011 Lamborghini Gallardo review

 

 

2011 Lamborghini Gallardo LP 570-4 Superleggera Coupe

Although it's probably difficult for most people to think of a nearly $200,000 automobile as "affordable," that's the position the Lamborghini Gallardo finds itself in within the Lambo product lineup. But no matter -- sports cars with exotic looks and the performance to match have a built-in ownership audience.

Since its introduction, the mission for this "baby Lamborghini" has been to maintain the style and attitude of Lamborghini's 12-cylinder cars but be more livable in everyday use. It's been a successful strategy, as there's been no shortage of takers who rightly lust after such a usable and alluring sports car. In fact, the Gallardo has become this Italian automaker's best-selling model ever.
Without too much difficultly, one can claim that the Gallardo LP560-4 is Lamborghini's best sports car ever. If there's anything lacking, it's the outrageous spirit and flair so often associated with the company's more expensive or legendary offerings. But the trade-off of a little spirit for a lot of functionality has been a good one, and there's no doubt that the Gallardo is a true, world-class exotic.
Current Lamborghini Gallardo
The exotic Lamborghini Gallardo LP560-4 is currently available in a coupe body style and spyder convertible. The name LP560-4 refers to its engine position ("longitudinale posteriore" or longitudinal rear), its European horsepower measurement (560 ps) and that all four wheels are powered. There is also a limited-edition model called the LP550-2 Valentino Balboni, which is a rear-wheel-drive-only model named after Lamborghini's storied test driver.
The Gallardo LP560-4 is powered by a 5.0-liter V10 good for 552 horsepower and 398 pound-feet of torque. The Valentino Balboni model produces 542 hp. A six-speed manual transmission with gated metal shifter is standard, while an automated six-speed sequential-shift manual transmission known as e-gear is optional. Expect 0-60 times in the high-3-second range.
In terms of layout and design, the Lamborghini Gallardo is a true exotic. To keep weight down, the chassis is a composite blend of alloy stampings, extrusions and castings. And except for the traditionally opening steel doors (no scissors), the exterior is constructed of thermoplastic-formed panels.
Inside, the Gallardo's handsome furnishings sublimely marry form with function and offer a surprising level of comfort for a vehicle of this type. Credit is certainly due to the influence of parent company Audi, whose expertise with interior design has been of no small benefit since the Volkswagen Group purchased Lamborghini in the late 1990s. The impact is obvious given the precisely fitting leather and soft-touch materials.
Despite the fact that this is an exotic sports car, seating is comfortable enough to accommodate the occasional road trip. Though not as flamboyant as its extroverted exterior, the interior styling still befits a vehicle in this price range. Storage space is tight, though, with a minimal amount of room available behind the seats and in the nose-mounted trunk.
But once behind the wheel, you'll gladly leave everything behind in exchange for the sweet, sonorous symphony of its V10 at full throttle. With 500-plus horses at your command, the Gallardo is capable of spine-compressing speed in any gear. At wide-open throttle, the lusty V10 plays a veritable mechanical symphony in keeping with the car's Italian heritage. The big V10 and all-wheel-drive system add quite a bit of mass, but in return the AWD system gives Gallardo drivers extra traction when the road ahead is slick and unfamiliar. The Balboni edition, on the other hand, is a nod to the driver's tail-happy antics and can produce lurid powerslides at the slightest provocation.
Used Lamborghini Gallardo Models
The Lamborghini Gallardo debuted for 2004 in a coupe body style only. Originally, it was powered by a 493-hp version of the 5.0-liter V10. The same transmission options were available, although e-gear was improved over the years for better shift response. For 2006, the lineup expanded to include the spyder convertible with an automatic folding soft top, and a limited-production SE model featuring 520 hp, shortened gear ratios, revised suspension tuning, quickened steering, better tires, a new exhaust, special trim and two-tone color schemes. Other than the colors and trim, all the SE's mechanical improvements were made to the standard Gallardo later that model year. For '07, a change in horsepower measurement technique resulted in a lowering of hp to 512.
Produced only for 2008 was the Gallardo Superleggera. This coupe-only model was modified for even better performance. It featured 522 hp, slightly different suspension settings and an approximate 150-pound-lighter curb weight thanks to extensive use of carbon fiber and reduced feature content. It would be a rare used car find.
For 2009, the current Lamborghini Gallardo LP560-4 arrived along with a number of updates. Compared to those that came before, it lost 45 pounds and gained 40 additional horses as well as quicker e-gear shift times. There was also revised exterior styling, particularly around the rear fascia and taillight area, which softened the Gallardo's angularity a bit. Chassis rigidity was also stiffened. Finally, the Gallardo LP560-4 differs from the previous Gallardo from rear suspension modifications adopted from its Audi R8 platform-mate, which enhanced the Gallardo's already otherworldly cornering capabilities.
There was no Gallardo Spyder for '09, but it was reintroduced for 2010 with the same changes made the previous year for the LP560-4. That year also introduced the Valentino Balboni special edition in honor of the noted Lamborghini test driver's retirement.

cars design training video

Audi R8 Review

 

Yes, I own the keys to a smoking hot new Audi R8 and this is a review for those with the cash to burn, but there’s more to the story than that. Before I go into detail and review this goddess of a vehicle, I’ll explain how I came to own an Audi R8. Um, It’s mine till Monday, thanks to Audi and my friend Wang Chuanfuh. It’s a long story, but the fact that my birthday is July 17th (tomorrow) and having talked with Wang and explained the R8 is one of my all time favorite cars, that and possibly working with Audi’s marketing department next month for a bit all turned into what I consider, a freak of nature opportunity.

I got a call from an Audi Rep, headed over to an Audi warehouse or whatever they call it, and had a look at some of the R8’s there. The Rep sat with me in one I picked out, the one down bellow, yes, ha, die of jealousy, and talked me through the specs, as if I didn’t already know them by heart.
Then, he handed me the keys, and another rep came and gave me some paper work, said keep that with you, it’s your car till Monday, bring it back in one piece if you can. She smiled and walked away, I was left sitting in the car, keys in one hand, paper work that I didn’t even have to sign in the other…the Audi R8 was mine. All mine…

So, apart from having driven it practically none stop since I got it, and oh the joy i’ve had showing off, unbelievable, I have finally decided to type up a review, so without further delay, here’s my review on the Audi R8:
First off, the Audi R8 will make you weak at the knees, at the elbows, ankles, finger joints, at the everything. It’s the best thing Audi has produced since sliced bread, yes Audi are the ones responsible for sliced bread, don’t doubt my words, I am typing this on my macbook from the back of my (yes, my) parked R8, so i know what i’m talking about.
Let’s take a look at this beasts Performance:
Let’s look at it this way, 100kmh in 4 seconds flat with a top speed of 300kmh…yes I knew you knew it was a supercar, but do you get what those numbers mean? Earth-shattering. The speed would grow hair on a babies chest. Stick your head out the passenger window with it doing 300kmh and you will be smiling for life, whether you like it or not…and yes, I can confirm that it does around a 100kmh in 4 seconds…I had to give it a shot, what can I say. Then there’s the 4.2 v8 Lion that comes with it…really, it’s untouchable.
The handling in the R8 is second to none, and while it’s four-wheel drive, most of the insanity (power) is directed to the back wheels making it that much more of a ‘car’. You can really tell Audi has done unthinkable magic to get the Audi R8 the way it is, to handle how it does, to drive the way ti does.
The R8 is not Cool. You can’t call the R8 cool and expect to be taken seriously, if you think it’s cool you have not driven one.
The R8 is  totally ballistic bordering impracticality and by it’s own right the most outrageous car on the planet. It has it’s own little bubble filled with special awesomeness made up of angelic baby monk  farts and all things wonderful in this world, and nothing can change that.
Another thing, the interior…I tried to take a picture of the interior,  my lens cracked. You know how they say real angels are so magnificent and pure that if you were to lay your eyes on them, you’d lose your eyes, and mind, and go mental? I would live in the R8, I would eat sleep and …. yes, in the R8. Hell it’s more comfortable than my $3,700 leather sofa made from baby unicorn skin.
It’s comfortable, great vision, and surprisingly quite when you’re not unleashing hell. It’s low, so if you have a bad back, I suggest you get a back transplant, because not owning an Audi R8 simply because of a blown out back or old age is not an excuse you pussy. Sell you kids, a kidney, or both  and buy one, i’m serious.
While it’s a supercar and servicing will more than likely have to be paid in uncut diamonds, it really is worth it, and nothing to worry about if you can afford it in the first place. It’s as impressive as a Lamborghini Reventon that I recently drove, much more affordable and easily an every day car too.
Anyway, I want to thank Audi again for this experience, the car is as awesome as I thought it was the day it was brought to life. And Wang, I owe you one, thank you

2010 Lancer GTS Review

I say “Mitsubishi.” You think “Evo.” And not much else, except perhaps, “Are they still around?” The problem: not many people are willing and able to spend BMW money for a Mitsubishi, even if it does offer stellar performance. So Mitsubishi developed the Lancer Ralliart, with a detuned Evo engine, less sophisticated AWD system, and softer suspension. The TTAC conclusion: “save up for the Evo.” Want a manual transmission? Then the Ralliart isn’t an option anyway. And, with a starting price over $28,000, it’s still pricey. So, how about the Lancer GTS, with a standard manual transmission and a starting price just over $20,000?

The Lancer GTS shares the Ralliart’s and Evo’s convervative, mildly upscale styling, sans Audified grille but mit ricerific wing spoiler and 18-inch multi-spoke alloys. When introduced for the 2008 model year the Lancer was one of the more attractive cars in the segment, with more than a hint of Volvo S40. Today it looks either timeless or mildly dated, take your pick, while staking out the middle ground between the trendy, overstyled Mazda3 and the homely, understyled Subaru Impreza. Select the $150 “rotor glow” orange paint if you desire to attract eyeballs.

The Lancer’s budget-grade interior plastics and switchgear seem much more acceptable (if still behind the curve) when the window sticker is comfortably under $25,000 than when it’s over $35,000. As with the exterior, the cabin’s styling is restrained, with a hint of BMW in the instrument panel’s convex curve from door to door. Optional leather upholstery takes the interior ambiance up a notch, but no one will feel like they’re living large. The new Chevrolet Cruze demonstrates how much more is possible at this price point.

One bonus: the Sun and Sound Package’s 710-watt Rockford Fosgate audio system can rock the neighborhood, though sound clarity at “11” doesn’t seem to have been a top priority. “Punch” the large subwoofer in the trunk up to +6 to shake everything within a 100-yard radius. On the other hand, this package’s keyless access system proved finicky. I never did figure out how to make it work the first time, every time.

The driving position combines the good, the bad, and the ugly. Good: you sit a little lower than in most compact cars, so the Lancer feels sportier and less like the budget compact it is. Bad: the wing spoiler splits the rear view, and is thick enough to largely obscure following cars. (Solution: get the hatchback.) Ugly: the steering wheel (wrapped in overly slick leather) is too far away, and does not telescope. And indifferent: the front seats don’t feel substantial and provide modest lateral support. The rear seat is roomier than most in the segment, but is a little low to the floor.

With the Ralliart’s and Evo’s turbocharged engines kicking out 237 and 291 horsepower, respectively, the GTS’s 168-horsepower 2.4-liter normally aspirated four is clearly third best. But how much power do you need, really, especially when not saddled with the weight of all-wheel-drive? The 2.4 feels much more energetic than the 148-horsepower 2.0-liter in lesser Lancers, and is competitive with the 2.3 in the Mazda3 s and the 2.4 in the Kia Forte EX. There was a time not so long ago that a compact with this much power was considered quick. The 2.4 sounds a little raspy when pushed, almost as if there was a small leak in the intake, but otherwise sings a pleasantly mechanical song. Peak output nearer 200 horsepower might be nice, but as-is the engine’s powerband is usefully broad. Consequently, the five-speed manual’s relatively tall, widely spaced ratios aren’t an issue. Engine speed is about 3,500 at 80, not too bad. The 2.4 is smooth enough that around town I sometimes found myself cruising in third, and could have driven it at 5,000 rpm all day long. Shifting feels like pushing and pulling cables, but it’s easy to find the desired gear and effort is low. It’ll do, but a short throw kit is an obvious mod.

The EPA ratings of 20/28 (improved to 22/31 for 2011) are a little low for the segment. In the real world, I observed from 22 to 28 MPG depending on frequency of stops, and generally averaged 25. A very aggressive drive around a curvy test loop sunk it to 10.1, but this was more a testament to how I was driving the car.

Why bother pushing the Lancer hard enough to nearly sink MPG into the single digits? Because, despite the car’s middling specs and various shortcomings, it’s quite fun to drive. The light steering gets more communicative as it loads up. In hard turns you know exactly what’s going on at the contact patches. The steering is so quick just off center that the car initially felt unstable at highway speeds, but I soon got used to it. There’s a fair amount of roll—some will find the suspension too soft—but no untoward body motions. The Lancer doesn’t feel quite as precise and tied down as the Mazda3, but it’s close. The stability control cuts in a little too early to rein in understeer (which isn’t excessive). The system is unobtrusive—an idiot light is often the only obvious indication that it has intervened—but turning it off permits higher cornering speeds with little risk. The Lancer’s handling remains thoroughly progressive and predictable right up to the limit. The Dunlop SP Sport 5000Ms squeal quietly, so they won’t draw undue attention.

NVH is about average—for 2008. So there’s enough wind and road noise, especially at higher speeds, to make it evident that you’re not in a premium car. The ride is a little thumpy, mostly due to the low profile tires, but isn’t harsh. For maximizing handling short of killing the ride, the tuning is about right.

Ultimately, the Mitsubishi Lancer GTS is more than the sum of its parts. The specs aren’t impressive. The interior and NVH, even less so. And yet it vies with the Mazda3 as the segment’s most enjoyable car to drive. By the end of the week, it felt like a car I’d been driving forever—in a good way. The loaded-up price of $23,000 seems a bit steep, even if it does get you the sunroof, leather, Rockford audio, and various uplevel electronic features. But with generous sales incentives or as a not-much-sought-after used car, and with a 5/60 standard warranty (plus 10/10 on the powertrain for the first owner), the Lancer GTS could be a great buy for the enthusiast on a budget who doesn’t want to drive what everyone else is driving.

The Chevy Volt: As Efficient As You Want It To Be

If the recent flap over the Volt’s drivetrain has taught us anything it’s that A) GM’s internal-combustion-assisted plug-in is more complicated than we thought, and B) GM is fine with simplifying its complex reality in order to make it appear as attractive as possible. Which is just fine: they’re the ones trying to sell a $41k car, and as such they’re entitled to do what they can to make it seem worth its many shortcomings. What the automotive media needs to take away from the brou-ha-ha isn’t necessarily that GM’s hesitance to bring forward “the whole truth” is an intrinsically big deal (let’s just say this wasn’t the first time), but rather that knowledgeable writers should focus on explaining the Volt in ways that are both comprehensible and fully accurate. In this spirit, the most important question isn’t “what should we call the Volt?” but “how efficient is the Volt in the real world?”And on this point, there’s plenty of room for some truthful clarification.

But as with questions of the Volt’s taxonomic category, objectively analyzing the Volt’s efficiency requires a certain amount of semantic clarity. After all, unlike any car that has come before, the Volt operates in two discrete modes: “EV mode,” in which it drives on pure electrical energy, and “Charge Sustaining” or “CS Mode,” in which its gas “range extending” engine generates electricity and (under certain circumstances) even sends torque directly the Volt’s wheels. Unlike a Prius (or other parallel hybrids), the Volt doesn’t continuously vary between gas and electric drive, but runs on pure plug-in power until the battery reaches 30 percent capacity, and then switches to CS Mode.

Because of this drivetrain concept, it’s crucial that EV Mode range is presented separately from CS Mode MPG. After all, combined MPGs from a trip using both EV and CS modes will depend entirely upon the length of the trip. If a trip lasts (say) five miles longer than the EV range (say, 40 miles in EV mode and five miles in CS mode), and the car returns (say) 50 MPG over those last five miles, it will have burnt .1 gallons for the entire trip, resulting in an average MPG of 450 MPG. But if you charge the car’s battery once (giving another hypothetical 40 miles of EV range) and then drive 450 miles (410 of which burn gas at the hypothetical rate of 50 MPG), you’d be lucky to get 55 miles per gallon for the trip. In short, how often you recharge the Volt’s batteries is the single defining factor in determining an overall MPG rating for the Volt.

And this reality is already leading to confusion. Over at Motor Trend, former TTAC writer Jonny Liebermann claims to have wrung 127 MPG out of his Volt tester, gushing

Broken down, over the course of 299 miles on Los Angeles highways, byways and freeways, the Volt burned 2.36 gallons of gasoline (fine, 2.359 gallons — we rounded up). Most other cars use up a tank of gas going 299 miles. The Volt, to reiterate, used 2.36 gallons over 299 miles. That’s freaking amazing!

Unfortunately, Lieberman prevents us from concurring with his breathless assessment by failing to include an accurate log of the trips he took to achieve that number. Working backwards through his less-than-scientifically-presented data, we reckon Lieberman got about 52.6 MPG in CS mode, with at least one battery recharge somewhere in the middle. That’s better than the consensus forming around the Volt’s CS-Mode efficiency (somewhere around 35 MPG according to Popular Mechanics and Car & Driver), but it’s still nowhere close to supporting 127 MPG as a consistently-achievable CS Mode rating (it’s also a number that GM would likely not stand by if pressed).Unsurprisingly, this hasn’t prevented GM’s social media and PR team from sending copious numbers of detractors to Lieberman’s piece by way of “educating” them.

Of course, Lieberman’s analysis is not without value: it shows that the Volt can achieve 127 MPG in “normal” driving. But with an extra charge-up somewhere in his poorly-defined test, he could easily have achieved twice that number (think the infamous “230 MPG“).  Without an actual trip log showing how much gas and electricity were used on each leg of his test, however, Lieberman’s 127 MPG number means nothing. By using it as proof that the Volt is indeed a “game changer” GM’s PR team is simply proving the extent to which they’re willing to exploit confusion (even among the august ranks of buff book contributors) in order to hype their car.

At the end of the day, the Volt’s efficiency will most accurately be represented to consumers by outlets that test EV range and CS mode range independently and transparently. Actual EV mode is important, because it will give consumers a real-world sense of how far they can go without using any gas (i.e. whether their commute is short enough to use the Volt regularly in EV mode alone). CS mode MPG is also important because it tells consumers what they can expect when the Volt’s EV range is expended. Any attempt to fuse the two into a number that can be compared to the MPG of a Prius or Escalade must be clearly qualified by a transparent accounting of the trips used to get that rating.

Thus far, a consensus on these points is building:

Popular Mechanics calculates a 33 mile average EV mode range, and between 32 and 36 MPG in CS mode.

C&D claims between 26 and “the upper 30s” for EV range in miles, and 35 MPG for CS mode.

We’ll keep a close eye on efficiency test results for the Volt, and report them here at TTAC in terms of EV range and CS mode efficiency. Anything else would be less than the whole truth.

Hyundai Sonata Turbo And The Economics Of Added Horsepower

For some people (you know who you are), the 200 horsepower provided by the 2011 Hyundai Sonata’s 2.4-liter four-cylinder base engine just isn’t enough. The traditional solution: a V6. But Hyundai, taking a page from Chrysler’s Iacocca-era playbook, has opted to offer a turbocharged 2.0-liter four instead. The specs look good: 274 horsepower at 6,000 rpm and 269 pound-feet of torque from 1,750 rpm. The pricing? Even better. The Hyundai Sonata SE 2.0T lists for $24,865, only $1,550 more than the regular Sonata SE. Are these the cheapest horses new car money can buy in a midsize sedan?

I ran the lot of them through TrueDelta’s car price comparison tool. This made it easy to similarly configure each car with both available engines and then adjust for remaining feature differences. Uplevel engines often come with features that aren’t offered with the base engine. In the case of the Sonata SE, the 2.0T adds dual zone climate control. The tool doesn’t adjust for wheel size, so I’ve added a $250 adjustment here (noted with an *).

Model	Std HP	Opt HP	Extra $	Adjusted	$/HP
Hyundai Sonata	200	274	1550	1225	16.55
Nissan Altima*	175	270	1395	1095	11.53
Volkswagen CC	200	280	5615	1290	16.13
Buick LaCrosse	182	280	1615	1615	16.48
Chevrolet Malibu	169	252	1595	1595	19.22
Ford Fusion	175	263	2105	1755	19.94
Honda Accord	190	271	2075	1650	20.37
Trimmed Mean					24.38
Mazda6 (2010)	170	272	2700	2600	25.49
Toyota Camry	169	268	2665	2665	26.92
Ford Taurus	263	365	4150	3200	31.37
Subaru Legacy	170	256	3300	3125	36.34
Buick Regal	182	220	1655	1655	39.40
Chevrolet Impala*	211	230	1810	1460	76.82
BMW 5-Series*	240	300	4150	3900	65.00

* includes $250 adjustment for one-inch difference in wheel diameter

A trimmed mean was calculated after excluding the outliers (Altima, Impala). The average price per horsepower: about $24.

A couple of GM sedans occupy the top end of the range. In both cases the cost of the optional engine isn’t out of line. Instead, the engine simply doesn’t provide much additional output. Buick might want to reconsider tuning the Regal’s turbocharged four for only 220 horsepower, given the much more powerful mills offered by Hyundai and most others. The Impala? Offering only 19 additional horsepower with the uplevel engine is just one of many ways it’s well past its sell-by date. Even BMW (5-Series included for comparison purposes) charges less power horsepower.

The Ford Taurus, also near the top of the range, is a unique case, since its base engine is about as powerful as the other cars’ uplevel engines. It simply costs more to go from 265 to 365 horsepower than from 165 to 265. In this case, you’re paying for not one but two turbos. These turbos could be providing more power, but the transaxle’s life would be endangered.

Subaru’s excuse? Unclear. They haven’t historically sold many flat sixes, and aren’t a large manufacturer, so lacking the others’ economies of scale their cost for each H6 is likely far higher. They used to charge even more for them.

Though not far from the average, Mazda and Toyota nevertheless charge about a grand more for a V6 than Buick, Honda, and Ford.

While the Hyundai Sonata 2.0T is within the low end of the range, it’s not quite the lowest. That honor goes to the Nissan Altima, by a substantial margin. Even without adjusting for feature differences the Altima would still lead the field. They’re charging fewer dollars per horsepower than anyone else AND tossing in plus-one alloys. So, if you’ve been wanting a VQ…

The Volkswagen CC is an odd case. Last year the VR6 cost thousands more—but could be purchased with fewer features. This year many features are no longer available on the 2.0T turbocharged four-cylinder, but everything is standard with the VR6. Hence the huge price adjustment—which only includes $100 for the VR6’s 600-watt Dynaudio sound system (for its surround sound feature). Essentially, if you’re ready, willing, and able to drop forty-large on a VW, they’re willing to charge only $16 per horsepower for the VR6. Even less, depending on how much the Dynaudio system is worth to you. On the other hand, if you don’t want to pay for all of the stuff, then no VR6 for you.

The LaCrosse is next. Buick has been touting the fuel economy benefits of equipping these heavy sedans with a direct-injected four-cylinder. But their pricing suggests that they’d rather sell you the much more brand-consistent V6. Bonus: it’s a 3.6-liter in all trim levels for 2011. The underwhelming 3.0-liter has been dropped.

Hyundai’s charging only pennies more for each extra horsepower than Buick. Seems they’re as eager to sell turbocharged engines as Buick is to not sell four-cylinders. The Sonata’s bonus: the new turbo four runs on regular unleaded (some of the others require premium), and with EPA ratings of 22/33 is nearly as fuel efficient as the base engine. Next closest: the Accord’s 20/30. Not in the ballpark: the Chevrolet Malibu’s 17/26.

So, what’s not to love? As with nearly every other car in the class, the Hyundai Sonata’s uplevel engine won’t be offered with a manual. Shift paddles will have to do. The unexpected exception: Buick’s Regal.

2011 Chevrolet Volt Take Two review

We’ve been hearing about the Chevrolet Volt for so long that it’s hard to believe that it is finally here. Or almost here. Close enough for a preview drive. And?

I never expected the Volt to look like the obviously impractical original concept. Similarly, I was not surprised that the production Volt resembles a prettified Prius, since the Toyota’s styling so successfully communicates its advanced technology to the general population. The most questionable aspect of the exterior design: the ultra-wide glossy black beltline moldings. They’re intended to disguise the small size of the side windows. Why not just make the windows larger? Because this would increase the load on the battery-powered AC.

Does the Volt’s interior seem like that of a $33,500 (post tax credit) car? Well, no. I was more impressed by the materials and workmanship of the much more conventional interior in the related, much less expensive, conventionally powered Cruze. But the Volt’s interior is distinctively styled, effectively communicates the car’s technology, and is significantly nicer than the interior in the Prius. If the Prius interior is good enough for a nearly $27,000 car (with nav)—and sales suggest that it is—then the Volt’s is good enough for a $33,500 car. Don’t care for the glossy white iPodish trim? Then get the dark trim instead. The reconfigurable LCD displays seem to provide a wealth of information, including a grade on your driving style (92 while I was trying to behave). But they provide no clear indication of when braking is hard enough to engage the conventional brakes (reducing efficiency). Also, no report of miles per kW-h while running off electricity. According to the GM exec in the back seat, few people desire such numerical statistics. Though GM will be adding features in the future—the Volt will be a work in progress. And more detailed reports are already available on the Internet, where the Volt regularly uploads data via OnStar. The controls on the center stack are the touch-sensitive type that recently debuted in the 2011 Ford Edge and Lincoln MKX. Whether or not you like them—I do—they’re the future. The oddest bit among the various odd bits of the interior: you must reach into a cave at the base of the center stack to grasp the shifter when it’s in Park.

The rake of the distant windshield is reasonable, obviating the need for windowlettes ahead of the doors. In the current GM fashion, the A-pillars are thick, if not quite to the point where they reduce safety more than they enhance it. Rearward visibility is considerably worse—the optional Park Assist Package is highly recommended. The front seats don’t feel as substantial or as solidly upholstered as those in the Cruze, but they do provide decent lateral support. Unlike in the Cruze, there’s only a single manual height adjustment, so the tilt of the seat cannot be adjusted. The rear seats are the weakest aspect of the car. Low to the floor, overly firm, and cramped, unless you’re a child (or the size of one) you won’t be comfortable. Cargo volume beneath the wiperless hatch is similarly marginal, but will do for typical around town errands. The Prius offers considerably more room for both rear passengers and cargo.

The Volt’s powertrain is more complex than previously imagined. Around town with the battery pack at a viable level of charge, the primary 149-horsepower electric motor-generator powers the car through a fixed gear ratio. At highway speeds this ratio becomes too short, so a second, smaller motor-generator engages the planetary gearset to reduce the ratio. Once the battery pack is depleted (figure 30-50 miles), a 84-horsepower 1.4-liter gas engine automatically starts. Around town it spins the smaller motor-generator to send power to the primary motor-generator via the battery pack. At highway speeds with the battery pack depleted, the second motor-generator again engages the planetary gearset to vary the transmission ratio, but now with the gas engine coupled to it. In this last mode the gas engine enjoys a mechanical connection to the front wheels. While this mechanical connection has purists a little perturbed, it is more efficient when running on gasoline. Personally, I’d prefer a mechanical connection at lower speeds for the same reason, though perhaps the powertrain design, with the engine only driving the planetary gearset through the smaller motor-generator, precludes this.

So, what does it all feel like? Surprisingly normal. I feared that a gas engine decoupled from the drivetrain and running to suit the needs of the battery would sound odd. Would the engine sometimes be racing while sitting at a traffic light? As it turns out, no. If anything, the Volt’s engine sounds less disconnected from the accelerator than that in the typical CVT-equipped conventional car. Transitions among the various modes are not only smoother than those in the Prius or Ford Fusion Hybrid, but are nearly undetectable. In some situations the engine might be a little too undetectable, as it sometimes generates a low frequency rumble right at the edge of perception. A barely perceptible noise can be more annoying than one a bit louder.

GM suggests that, given the high torque output of the primary motor-generator, the Volt feels about as strong at low speeds as a V6-powered sedan. Well, not really. But even with four adults aboard the Volt does feel considerably more energetic than a Prius, and almost as quick as the Ford Fusion Hybrid. Three driving modes are available, including one for mountains and “sport.” I detected little difference between normal and sport, apparently because my foot was too heavy. The modes make the most difference with the pedal less than half way to the floor. Moving the shifter from D to L aggressively engages brake-energy regeneration whenever you lift off the accelerator, nearly eliminating the need to use the brake pedal. I found this too aggressive for typical around town driving, but it would no doubt be welcome on a hilly road.

Only the first five miles of my drive were on battery power—there hadn’t been much time for a recharge since the car’s previous outing. I then babied the car for a while, and achieved about 35 MPG. The second half of my drive—when I was seeking the claimed V6-like low-speed performance—burned a gallon of gas every 28 miles. These figures are about five MPG short of the Fusion Hybrid when subjected to similar (mis)treatment, and about 10 to 15 MPG short of the Prius. GM envisioned the gas engine as backup power which most owners would not need often, so it was optimized for cost not fuel economy. They also talk about improving this aspect of the Volt in future iterations, with just about anything a potential future power source.

The biggest surprise: the Volt handles significantly better than either the Cruze or the Prius. GM has long demonstrated a talent for making cars feel larger and heavier than they actually are. With the Volt they’ve at long last accomplished the (for me at least) more desirable opposite. The steering isn’t exactly chatty, but through it even a fully occupied Volt feels light and agile, with minimal understeer, far exceeding my expectations. In contrast, even the latest Prius feels oddly heavy and pushes wide in turns. While the Volt is still certainly no sports car—even the Ford Fusion Hybrid feels a little sportier—it’ll serve well as a commuter. I sincerely hope the Volt team shares its chassis tuning tricks with the rest of GM.

Body motions are fairly well controlled, though some additional damping would be welcome. The Volt’s ride is a little firmer, busier, and noisier than that in the Cruze, but the Cruze rides better than anything else in its class. The Volt’s does ride better than the Prius and Fusion Hybrid. Among efficiency-maximizing alt-energy cars, this is about as good as it gets.

People have been critical of the Volt’s pricing, but a $7,500 tax credit brings the net MSRP down to $33,500. Nearly everything, including nav and the fancy displays, is standard. Options are limited to heated leather seats, the Park Assist Package, and polished wheels. TrueDelta’s car price comparison tool suggests that the Prius lists for about $4,000 less when both cars are equipped with leather, nav, and 17-inch alloys. A Ford Fusion Hybrid with nav lists for only $1,150 less. Adjust for feature differences (most notably a sunroof, unavailable on the Volt), and the Ford’s advantage increases to about $3,000. Adding leather to both cars adds about $1,000 to both figures—Ford kicks in additional savings when all of the boxes are checked. Three or four grand isn’t pocket change, but it seems reasonable for the Volt’s extended electric-only capability. Likely a better value: GM is offering a lease for $2,500 down and $350 a month.

So, my first drive of the Chevrolet Volt included a few surprises, nearly all of them to the upside. The largest: oddly enough, the handling. The powertrain most impressed with its normalcy. The largest disappointment: the small rear seat. GM has clearly put a great deal of thought and effort into this car, and achieved a much higher level of detailed execution and refinement than I thought possible just a few years ago. My personal commute extends all the way from the second floor of my home to the first. So no Volt for me. But if you daily spend an hour or two commuting, and the thought of expending no gas in the process excites you, then go ahead and get in line. At least initially, there’s likely to be one.

2009 Mercedes-Benz SLK-Class Road Test Review

Vehicle Tested:	2009 Mercedes-Benz SLK-Class SLK55 AMG 2dr Convertible (5.4L 8cyl 7A)
Pros:	Stupendously powerful V8, addictive engine and exhaust notes, retractable-hardtop versatility, capable handling, brilliant voice-command functionality.
Cons:	Mandatory automatic transmission, miserable stereo, COMAND interface is a hassle without voice commands.

So you've got yourself a dilemma. You're in the market for a high-end roadster, but your country club's parking lot is so full of Boxsters and 911 Cabriolets, it makes you wonder if Porsche owns the place. Not that you'd really consider those cars anyway — they're soft-top only, and besides, they sound like lawnmowers. But what should you buy instead? Here's an unconventional answer: a 2009 Mercedes-Benz SLK55 AMG.
Why unconventional? For one thing, the SLK55 is stuck with an automatic transmission. Not an automated-clutch manual, mind you, but an old-fashioned slushbox that doesn't even blip the throttle on downshifts. Most competitors offer stick shifts, and Porsche's new dual-clutch PDK tranny punts the Benz's slow-witted seven-speed into the Schwartzwald. Furthermore, Mercedes isn't exactly renowned for making world-class sports cars, though this AMG drop top does corner athletically when you give it the crop.
But the SLK55 has more than just a slick retractable hardtop to lord over its Porsche compatriots. In a deliciously vulgar rejection of the "less is more" approach, Mercedes has gone and wedged a gigantic hand-built 5.4-liter V8 under this Miata-sized hooligan's hood. That's the same displacement as the top-of-the-line V8 in Ford's F-150 full-size pickup; what's more, the F-150 would actually benefit from an engine swap, as the SLK55's mill makes 45 more horsepower and 11 more pound-feet of torque. In other words, this is one bad little Benz. Put your foot down at any speed and the SLK55 hurtles forward like a runaway locomotive, quad exhaust tips belting out an intoxicating eight-cylinder symphony.
When you're not feeling felonious, the SLK55 makes for a surprisingly civilized companion, boasting well-shaped seats, a tolerably firm ride and a refined top-up demeanor marred only by intrusive road noise over coarse surfaces. It's an adroit double act that recalls the SLK55's big brother, the SL63, which costs twice as much. The SLK55 still doesn't come cheap, but our nicely optioned tester's $72,545 sticker isn't entirely unreasonable for a wickedly fast V8-powered luxury roadster. Lackluster transmission notwithstanding, we strongly recommend asking the Lord to buy you this Mercedes-Benz.

Performance

The rear-wheel-drive 2009 Mercedes-Benz SLK55 AMG is powered by a 5.4-liter V8 that pumps out 355 hp and 376 lb-ft of torque. A seven-speed automatic with manual control is the only available transmission, and it's the SLK55's weakest link. Manual downshifts aren't rev-matched, and overall responsiveness is disappointing. At the test track, our SLK lunged from zero to 60 mph in a fleet 4.9 seconds and blasted through the quarter-mile in 13 seconds flat at 108.8 mph. It might have been quicker still with grippier tires, as wheelspin was a limiting factor in the first two gears.
On the road, the SLK55 AMG is essentially a modern-day Shelby Cobra, albeit with a thick layer of luxury slathered on top. The Benz's basic formula comes straight from that icon's playbook: Start with a capable compact roadster, stuff it to the gills with a honking V8, sharpen the suspension and proceed to scare the living daylights out of people. Cars don't get much more thrilling than a top-down SLK55 at full throttle, engine roaring, landscape blurring, speedometer needle spinning clockwise at an impossibly rapid rate. With an as-tested weight of 3,474 pounds, the feature-laden SLK55 is hardly an elemental sports car, but only the most depraved horsepower fiend will find its acceleration wanting.
When the straights turn to curves, the SLK55 remains in its element. The new-for-2009 "Direct Steer" variable-ratio steering isn't hyper-responsive, but it's crisp enough, and there's a reassuring heft that builds as cornering loads increase. Body roll is negligible, and there's plenty of grip for spirited driving on public roads. However, we found this short-wheelbase Benz was best at nine-tenths or less — push it to the limit and the SLK55 gets squirrelly.
Our best panic stop from 60 mph in the SLK55 took 115 feet, which isn't particularly impressive for this class. Nonetheless, the Benz's binders feel imperturbable under all conditions — "autobahn brakes," as our track driver put it. Against EPA fuel-economy ratings of 14 mpg city/22 highway and 17 combined, we averaged just over 17 mpg — remarkable considering that the gas pedal was frequently pinned to the floor.

Comfort

The 2009 Mercedes SLK55 AMG greets you with up to 15 rapid-fire econocar-style beeps when you twist the key. We're surprised Mercedes hasn't taken a page out of BMW's book and gone with a mellifluous chime instead. Once you're under way, the hardtop provides superior insulation from the elements, but road noise can be objectionable. With the top down, there's little cowl shake to speak of, and wind buffeting at highway speeds is easily mitigated by raising the windows.
The SLK55's ride is notably taut, yet impact harshness is mostly absent, a trademark of German luxury cars. The seats are 911-like — they don't look like much, but somehow they manage to provide exemplary support and adequate long-distance comfort. You can forget about suavely hanging your arm over the windowsill, though, thanks to the SLK's prohibitively high beltline. Oddly, legroom is limited on the passenger side, but our lankier editors had no problem getting comfortable behind the wheel.

Function

The SLK55's primary gauges are clear and easily read at a glance. Climate controls are idiot-proof: two big rotary knobs control fan speed and airflow, and well-labeled buttons take care of the rest. On the downside, sound quality from the upgraded Harman Kardon Logic 7 stereo is abysmal — the only speakers aft of the seats are two tiny tweeters in the upper center storage bin, creating a forward-biased sound stage, and the sound itself is a weak and muddy mix of indistinct lows and tinny highs, especially with the top down.
The familiar COMAND interface — which controls audio, navigation and Bluetooth functions — employs a dash-mounted four-way keypad that can be a bear to operate. However, our test car's optional enhanced voice control system was a revelation. When you pull the dedicated stalk on the steering column, a list of possible voice commands pops up on the display screen; say one aloud and COMAND reliably complies. Virtually every common function is covered, so we mostly just told the Benz what to do rather than mess with the buttons and menus ourselves. Imagine telling the navigation system your destination on the fly, then canceling it once you're close by simply pulling the stalk and saying, "Cancel route guidance." It's a brilliant system, and we think it points to a brighter automotive future in which the maddening complexity of modern multimedia interfaces will be neutralized by well-executed voice-command functionality.
In our real-world usability tests, the SLK55's respectable 9.8-cubic-foot trunk proved adequate for a two-person weekend getaway, but not much more than that. While our standard suitcase fit fine, little else would have fit alongside it. We had to remove the woods from our golf bag in order to squeeze it in; owners may well decide to save themselves the hassle and let the clubs ride shotgun.

Design/Fit and Finish

The 2009 Mercedes-Benz SLK55 gets the AMG exterior treatment, and we like its aggressive yet restrained look. The hardtop is stylishly integrated, whether raised or lowered. Inside, the dashboard layout isn't very sporty, but materials quality is good save for the sun visors, which are made of hard plastic and inexplicably perforated. Our test car's only notable build issue was the failure of the tachometer's 2,250-rpm hash mark to illuminate.

Who Should Consider This Vehicle

Luxury roadster shoppers who want V8 vigor and a retractable hardtop in a pint-sized package — and don't mind settling for a slushbox.

2011 Honda Accord Road Test Review

Vehicle Tested:	2011 Honda Accord SE 4dr Sedan (2.4L 4cyl 5A)
Pros:	Ample passenger space; communicative steering; excellent visibility; class-leading fuel economy.
Cons:	Poor braking performance; intrusive road noise; unimpressive interior quality.

Describing the Honda Accord has sadly become a lot like describing a refrigerator: "It works, there is a lot of space inside, it doesn't use that much energy and it's likely to last a really long time."
Maybe some folks would like their fridge to have double freezer drawers or a motion-activated touchscreen that can tell you the proper drinking temperature of orange juice, but for most, all they need is simple, spacious, efficient and dependable. That certainly sums up the 2011 Honda Accord as well.
Now, there is obviously nothing wrong with these qualities and in fact, the Honda Accord has become an institution in America because of them, selling 290,056 examples last year to prove it. And yet the Accord used to leave a more lasting impression with us. It was once consistently the most enjoyable sedan to drive, its cabin was once consistently the finest in the class and it was once consistently pretty sharp-looking as well.
Through a combination of Honda's own doing and a number of thoroughly impressive new competitors, the 2011 Honda Accord now falls short in those areas that once made it as much a desirable choice as it was a sensible one.

Photos

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  For 2011, the Accord gets some slats in its grille and a reshaped lower fascia.
  (photo by: Scott Jacobs)
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  The interior is still plain and still has a lot of buttons.
  (photo by: Scott Jacobs)
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  As if the tacked-on trunk reflectors aren't enough, the bumper and body are two different shades of silver.
  (photo by: Scott Jacobs)

Performance

Thanks to myriad small changes made to its engines, aerodynamics, tires, transmission and other attributes, the 2011 Honda Accord achieves better fuel economy than last year's model and indeed all naturally aspirated four-cylinders in its class (the optional V6 is also now tops). With its 2.4-liter inline-4, the Accord returns an EPA-estimated 23 city/34 highway and 27 combined mpg. This isn't a big advantage over its rivals, but best is still best.
As before, how much power the 2011 Honda Accord's 2.4-liter produces depends on the trim level you choose. The new SE model gets the same lower output as the LX and LX-P trims, with 177 horsepower versus the 190 present in the EX. While this engine makes smoother, more pleasing noises than other four-cylinders (Honda hasn't lost its mojo in this regard), it just doesn't have the guts to get such a big, heavy sedan moving as quickly as do competitor vehicles with more power and/or less weight. It now takes 9.2 seconds to get this 3,290-pound 2011 Honda Accord SE to 60 mph from a standstill, a second longer than the Hyundai Sonata. It's honestly difficult to tell such a difference while puttering around town, but should you need to pass someone on the freeway or charge up a hill, the Accord is bound to feel a bit overwhelmed.
Overwhelmed is a pretty good word to describe the Dunlop tires affixed to the SE's 16-inch alloy wheels. Though they are designed to help fuel economy, grippy they are not, contributing to disappointing handling and below-average braking. In testing, the Accord came to a panic stop from 60 mph in a longish 136 feet, with subsequent test runs resulting in excessive fade and smoking brake pads. This is an unfortunately typical Honda attribute and one to be aware of should you live in hilly terrain.
On the tight roads associated with such hilly terrain (or even around town), the big Accord doesn't feel as big as you'd think, but it still lacks the agile feel of its predecessors, not to mention athletic rivals like the Mazda 6 and Suzuki Kizashi. The Honda's highly tactile steering is a saving grace, however. With its small-diameter wheel and quick ratio, the Accord imparts a communication with the driver that thankfully remains a hallmark.

Comfort

The Accord's lightweight doors close with a reassuring, well-damped thump. Once situated in the driver seat, your first action is likely to be reaching for the power-adjustable lumbar support. With a lowest lumbar setting similar to the highest of many other car seats, the Accord's chairs can feel like you're sitting against a rolled-up towel unless your spine is shaped to match. If it isn't, we've found you either sit against the Accord's seatback rather than in it, or are forced to sit in an absurdly upright position. One staffer dubbed it the "corrective posture chair." If it fits you, you'll love it, but if it doesn't, this is a deal-breaker.
No such problems exist in the backseat, which is mounted high for good thigh support, yet still provides an abundance of headroom. With legroom also in excess for those of tall stature, we've found the 2011 Honda Accord to have the most welcoming backseat in the midsize class. It is also the easiest in which to install a child seat, be it front-facing or rear-facing.
Visibility from behind the wheel is very good thanks to the cabin's thin pillars, so parking and lane changes are easy. All that glass doesn't help with the Accord's inability to insulate you from road noise, though. There is excessive tire thrum even at lower speeds, and it doesn't take a decibel meter to know that the Accord is louder than its rivals.

Function

While we've frequently criticized the Accord for the ugly and confusing array of buttons that appears on the dash when the Honda navigation system is on the equipment list, the Accord SE features a simplified layout that better differentiates between the climate and audio systems. Each button is enormous and clearly identified in large font — if you can't read these controls, you probably shouldn't be driving. That said, there are still far too many buttons. Some of these buttons (and the large tuning knob with selector button) would probably come in handy for an iPod interface, but you can only get one of those with the EX trim or higher. (This worthwhile feature is standard on the cheapest Hyundai Sonata, as is Bluetooth.)
On paper, the Accord's 14.7-cubic-foot trunk is on the small side for the class, but it has a large opening and is thoughtfully shaped, making it seem usefully larger than its measurement would indicate. A large suitcase and two golf bags fit easily, though especially large items placed at the outermost portions of the trunk may be impeded by the drop-down gooseneck hinges.

Design/Fit and Finish

For 2011, the Honda Accord's styling has been updated to address some of the criticism this latest generation has received. We actually didn't mind the 2010 look, and we'd argue that the Accord's reworked face and tail has actually made things worse. Worst of all are the new red reflectors on the trunk lid. Honda tells us that they are a response to criticism that the sedan's rear end looks plainer than the front. We say it looks as if some special safety regulations for Finland have accidentally been applied to the 2011 Accords.
Inside, the same cabin design continues for 2011. The double-deck dash design still looks half-hearted and unharmonious, while all those buttons create a cluttered appearance. The quality of materials remains worse than the last-generation Accord, and all those buttons not only look cheap but feel cheap when you use them. Even with the new SE trim's heated leather seats, a base-model Hyundai Sonata, Kia Optima or Suzuki Kizashi quite simply looks and feels more special than this car.

Who Should Consider This Vehicle

Should you prioritize simple, spacious, fuel-efficient and long-lasting transportation, the 2011 Honda Accord will deliver just as it always has. The SE trim level is a nice way to score leather upholstery and heated seats at a lower price point.
The Accord's competition is now stiffer than it's ever been, however, and you'd be doing yourself a disservice if you didn't check out some of this car's rivals. The Hyundai Sonata and Kia Optima are more powerful, have fancier cabins and are better equipped. The Mazda 6 and Suzuki Kizashi offer more athletic handling, and the Ford Fusion boasts tighter cabin quality and more high-tech features.