>>> NEW CAR: October 2011

Sunday, October 30, 2011

Ford Mustang Review

As household a name as Folgers, Marlboro or Kraft Mac 'n Cheese, the Ford Mustang is the longest surviving of the affordable breed of classic American muscle cars. Sold always in coupe and most times in convertible and 2+2 fastback forms as well since its 1964 introduction, the Ford Mustang is the only one of the original pony cars to enjoy an uninterrupted production run. It hasn't been easy, either, as oil crises, tightening emissions standards and corporate budget cuts have put the Mustang's future in doubt on more than one occasion. Ultimately, though, its iconic status within the Ford lineup and popularity with consumers has seen it through.

2008 Ford Mustang GT Convertible Shown

There have been many great Mustangs over the decades: Most revered as collector cars are the 1965-'70 Shelby Mustangs and the '69 and '70 Boss 302 and 429, while the '69 and '70 Mach 1, 1984-'86 turbocharged SVOs, 2000 Cobra R and '03 and '04 supercharged SVT Cobra are also coveted. Most Mustangs have had far more pedestrian credentials, of course, but with at least one V8 in the lineup for virtually all of the car's lifespan, the Mustang has long been the choice of consumers seeking power and style in a rear-wheel-drive coupe, fastback or convertible. The current-generation Ford Mustang is easily the best ever from the standpoints of performance, refinement and day-to-day livability.

Completely redesigned for 2005, the Mustang moved to an all-new chassis after a 25-year run on the late-'70s-era Fox-body platform. Ford's pony car still uses rear-wheel drive and a fairly basic solid-axle rear suspension, but ride quality and handling are more precisely controlled than on any previous Mustang.

Most noticeable is the car's styling, which pays homage to the famed Mustangs of the 1960s: With its big grille, round headlights, high-mounted foglights and fastback roof line, the current Mustang GT coupe is a throwback to the muscle car heyday. The classic motif continues inside where an old-school dash, steering wheel and instrumentation are integrated into a modern, ergonomically friendly design. Some materials are low in quality, however, as Ford sought to keep the price tag low as well.

Indeed, value remains one of the Ford Mustang's strengths. For about $20,000, you can get into a Mustang coupe with a healthy, 4.0-liter V6 good for 210 horsepower. For about five grand more, you can get a convertible or opt for the GT coupe, which packs a 300-hp, 4.6-liter V8 complete with burbling exhaust note. Fully loaded Mustang GT convertibles top out in the mid-$30K range.

For those who find the GT too tame, an elite Mustang called the Shelby GT500 debuted in coupe and convertible form for 2007. It's much pricier than regular Mustangs, but the payoff is a supercharged 5.4-liter V8 good for 500 hp, and a thoroughly reworked chassis.

There have been eight previous generations of the Ford Mustang, and given the car's sustained popularity over the years, older models are relatively easy to find on the used market. Still, most specimens you're likely to find will be from the eighth generation, sold from 1999-2004. This is the best of the Fox-body Mustangs, and like the current car, it offered a good blend of performance, fun and affordability. Downsides included rather crude handling characteristics (a consequence of the aged platform) and a cheap interior with an awkward driving position.

If you're shopping for an eighth-gen Mustang, our pick would be a GT from any year, as it offered a healthy 260-hp V8. If you're seeking something faster and rarer, consider the limited-edition Mach 1 (305-hp V8) or supercharged SVT Cobra (390-hp V8), which were sold in 2003 and 2004. The Cobra is the only Ford Mustang ever fitted with an independent rear suspension; it was also sold in '99 and 2000 but wasn't supercharged. Even rarer is the 2000 Cobra R, a race-ready, 385-hp Mustang coupe stripped of its rear seats and air-conditioning.

You'll also encounter plenty of seventh-generation Mustang coupes and convertibles, sold from 1994-'98. This car is very similar mechanically to the eighth-gen Mustang; the main difference is exterior styling. If you're thinking of buying one, 1996-'98 GT and SVT Cobra models might be preferable, as the '96 model year brought a new 4.6-liter, SOHC V8 that was much smoother than the outgoing 5.0-liter V8. Although horsepower held steady in the GT, the Cobra jumped from 240 to 305. The most collectible Mustang of this period is the '95 Cobra R, a 300-hp coupe without a backseat.

NISSAN SKYLINE VQ Lambo Orange GTR

Lexus IS 350 Review

ost entry-level luxury sedans are a compromise between luxury comforts and performance attributes. The horsepower might be there, but the handling might be on the softer side to accommodate as many different tastes as possible. Lexus, however, provides a clever alternative to this compromise -- the company offers two entry-level sedan models, with the IS line specialized for performance.

2008 Lexus IS 350 4dr Sedan

The Lexus IS 350 (and its lesser-powered sibling, the IS 250) considerably improves on the first-generation IS sport sedan in terms of style and performance. With its potent V6 engine, sharp reflexes, aggressive exterior styling and the latest techno-gadgets, this sedan has no major weaknesses. It's one of our top choices for a luxury sport sedan, though test drives of the most popular vehicles in this segment are wise, as each model provides varying degrees of driver interaction. You'll want to find the one that suits you best.

Current Lexus IS 350

The rear-wheel-drive Lexus IS 350 is available in one body style, a four-door sedan, and with only one engine, a robust 3.5-liter V6 that pumps out 306 horsepower and 277 pound-feet of torque. It pushes the car from zero to 60 in 5.6 seconds, which, by the way, is firmly in sports car territory. The IS 350 comes standard with a six-speed automatic transmission. There is no manual option.

Picking out an IS 350 is pretty simple; there's only one trim level. It's very well equipped and includes 17-inch wheels, leather seats, power front seats, automatic dual-zone climate control, a moonroof and an impressive audio system with a six-CD changer. There's an auxiliary jack for MP3 players, and a Mark Levinson 14-speaker 300-watt 7.1 surround-sound audio system is available individually or as part of an option package that also includes a voice-activated navigation system.

Two other option packages worth considering are the Luxury package, which adds heated seats and HID headlights, and the Sport package, which comes with 18-inch wheels, a sport-tuned suspension and sporty interior details, such as aluminum pedals.

Even without options, the Lexus IS 350 comes with a well-crafted interior. It is attractive and features high-quality materials. The front and rear seats are built more for comfort than support, which sheds some light on the difference between the IS 350 and its more performance-centric German counterparts. Like most small luxury sedans, rear seating isn't very spacious, and the Lexus has less rear legroom than many of its competitors.

In reviews and road tests, our editors found the Lexus IS 350 to be a dynamic sport sedan. As impressive as its quickness is the engine's broad and eager power spread. Handling is sharp, but it's still a Lexus, so the drive is perhaps not quite as thrilling as one might get from a BMW or Infiniti. A precise but numb steering rack and a muted exhaust note further this impression. Still, this attribute could be good news for buyers looking for a sport-oriented luxury sedan that's perfectly suitable for daily commutes.

Past Lexus IS 350 models

The Lexus IS 350, which debuted for the 2006 model year, is still in its first generation. Previously, Lexus offered the IS 300. Available as a four-door sedan or wagon, the IS 300 was known for its outstanding driving dynamics but rather drab cabin. It also wasn't as luxurious, roomy or powerful as the current IS 350, but as an affordable used luxury sport sedan, it's worth a look. It was sold from 2001-'05

Lexus IS 250 Review

If you're shopping for an entry-level luxury sedan with a sporty disposition, you'll undoubtedly come across the compact Lexus IS 250. It's the less expensive companion to the pricier but more powerful IS 350 and it's the most affordable way into the Lexus lineup. Although modestly powered for a premium-brand sport sedan, the IS 250 offers all the other virtues of the current IS series, including precise handling, a top-quality interior and an extensive array of high-tech features.

2008 Lexus IS 250 4dr Sedan

In addition, the Lexus IS 250 actually offers a wider variety of drivetrain configurations than the more potent IS 350. On the standard rear-wheel-drive sedan, the company gives you a choice of a six-speed manual or a six-speed automatic transmission. If you've settled on the automatic, you have the option to order your IS 250 with all-wheel drive.

Choices are many in the highly competitive entry-luxury sedan market, yet the IS 250 is certainly one you should consider. That said, its lack of serious speed will deter hard-core enthusiasts, as will its muted steering feedback. For the general premium car shopper, though, the Lexus IS 250 represents a solid buy, as it offers high levels of luxury and refinement while staying within comfortable range of the $30,000 mark.

Current Lexus IS 250

Lexus sells the IS 250 in a single trim level, with either rear-wheel drive or all-wheel drive. The power source is a 2.5-liter V6 rated for 204 horsepower and 185 pound-feet of torque. The standard equipment list is respectable for this type of car. Naturally, all the requisite safety features are on board, including front-seat side airbags, full-length head curtain airbags and stability control. Major options include adaptive bi-xenon HID headlights, heated/ventilated front seats, a surround-sound Mark Levinson audio system with a CD/DVD changer, a navigation system with a rearview camera, adaptive cruise control and Bluetooth. There's also an X package, which is essentially a sport package that provides bigger wheels, high-performance tires, firmer suspension calibrations, aluminum pedals and a front lip spoiler. Note that you can only get this package on rear-drive IS 250s.

On the move, the Lexus IS 250 is smooth-riding and quiet but a bit light on emotion. Handling is secure and precise, particularly with the X package fitted, but the IS never communicates with its driver the way a BMW 3 Series sedan does. Otherwise, the IS 250's dynamics are certainly on par with the other leading entry-luxury sedans, including the Audi A4 and Infiniti G35.

Acceleration is adequate for a car in this price range, but with 0-60-mph estimates falling around the 8-second mark, we'd hardly call it pulse-quickening. Still, buyers will be impressed by the V6's creamy power delivery and the automatic transmission's quick responses in sport mode. The manual gearbox is a reasonable choice for enthusiast drivers, but it's not as tidy through the gears as top competitors'.

Inside, the leather-lined Lexus IS 250 feels luxurious even in standard spec -- something that can't be said of many entry-level luxury sedans in this price range. Still, consumers wanting that quintessential Lexus experience will need to check off bird's-eye maple trim on the options list. Seat comfort and passenger room are excellent up front, but the backseat offers considerably less legroom than the quarters in the 3 Series and G35. Trunk space is average at 13 cubic feet.

Past Lexus IS 250 Models

Introduced for the 2006 model year, the IS 250 represents the second generation of the Lexus IS series. The first generation, known as the IS 300, was sold from 2001-'05. This car was quicker and more involving to drive than today's IS 250, but it wasn't as roomy, refined or luxurious.

Buyers who put any priority on handling would be wise to zero in on 2007 and later models with the optional X package. Also note that the standard stability and traction control system (known as Vehicle Dynamics Integrated Management, or VDIM) was undefeatable on '06 models.

Honda S2000 Review

The Honda S2000 is a two-seat roadster that features a high-performance, high-winding inline four-cylinder engine along with a superbly balanced chassis. Introduced for the 2000 model year, the S2000 was the first sports car to roll out of a Honda factory since the tiny S500, S600 and S800 roadsters of the 1960s.

2008 Honda S2000 Convertible

With minimalist cockpit comforts and a racetrack-ready suspension, the Honda S2000 is a pure sports car. More powerful than the less expensive Miata yet not as pricey or luxurious as a Z4 or SLK, the S2000 occupies a niche within a niche. Quick and communicative steering, an ideal 49/51 weight distribution and an engine that loves to rev coupled with a slick six-speed gearbox promise a lot of fun for the serious driving enthusiast.

There is only one version of the Honda S2000 roadster. Notable hardware includes a feisty inline four with an 8,200-rpm redline coupled to a short-throw six-speed manual gearbox. Without resorting to forced induction (turbo- or supercharging), this jewel of an engine utilizes Honda's variable valve timing and lift system (VTEC) to squeeze 237 horsepower out of just 2.2 liters. No automatic transmission is available.

Standard features include a power-operated top with a glass rear window (with defroster), lightweight 17-inch wheels, leather seats, keyless entry, air conditioning, an eight-speaker CD audio system, stability control and HID headlights. A lightweight (44 pounds) aluminum hardtop is optional. As expected, the S2000 retains strong Honda attributes such as sound ergonomics and comfortable, supportive seats with enough adjustment to make short and tall pilots alike a good fit.

As with prior S2000s, the current version speaks loudly to the enthusiast. With its finely balanced chassis, quick and communicative steering, eager-to-spin engine and flickable shifter, the S2000 makes short work of twisty roads as it slices through and then slingshots out of the corners.

Debuting in 2000, the Honda S2000 started life with a 2.0-liter inline four that redlined at 9,000 rpm. With 240 horsepower, it put out more horsepower per liter than any other naturally aspirated engine on the planet. Although it provided a thrilling ride when driven aggressively, our editors did find some faults. Among the more notable ones were a lack of low-end torque that made the S2000 a bit flat-footed around town, a sometimes persnickety shifter, a weak audio system and a plastic rear window.

Honda gradually made upgrades to the S2000. For 2002 the company amped up the radio, added a glass rear window with a defogger and even smoothed out the short-throw shifter. Some styling changes took place as well, with chrome rings added to the taillights, a new shift knob and a few pieces of well-placed silver trim in the cockpit. The lightweight aluminum hardtop became optional, a blessing (albeit a pricey one at $3,000) for those who live in areas where inclement weather is a part of life.

The year 2004 saw improvements that made the Honda S2000 more of a viable choice as a daily driver. A slight increase in engine displacement (from 2.0 to 2.2 liters) provided more power at lower rpm. Peak torque went up to 161 pound-feet (up from 153) and that peak occurred at a friendlier 6,500 rpm instead of 7,500 rpm. The redline dropped to a still heady 8,200 rpm. Combined with shorter gearing in the six-speed's lower four gears, this all translated into an S2000 that had more snap at lower engine speeds for dealing with the daily slog to work and dicing through urban traffic. Larger tires (215/45R17s vs. 205/55R16s up front and 245/40R17s vs 225/50R16s out back) were fitted, as were minor suspension tweaks designed to make the ultrareactive S2000 more forgiving of less-than-expert drivers.

Ferrari 612 Scaglietti Review

Four-Seater Ferrari

This large and luxurious four-seat coupe is one of the fastest, most exclusive four-seaters around.

by Jim Gorzelany and Matthew de Paula

Ferrari 612 Scaglietti

Larger and lighter than the 456M it replaced, the four-seat 612 Scaglietti is Ferrari’s most expensive model and the first to boast a chassis and body made entirely of aluminum. This is said to cut the vehicle’s weight by about 40 percent — versus a standard steel setup — and allow exceptional rigidity for a more refined ride and improved handling over the model it replaced.

The 612 Scaglietti carries over unchanged for 2006. Its engine and drivetrain are in the tradition of classic Ferraris: a large, twelve-cylinder up front driving the rear wheels. A version of the 5.7-liter V12 engine that is in the two-seat 575M Marinello puts out a landscape-blurring 540 hp and enables the 612 Scaglietti to reach 62 mph in 4.2 seconds with the standard six-speed manual transmission. The car can reach a top speed of 199 mph.

With a fuel-economy rating of just 10 mpg city/17 mpg highway, the car is subject to a federal gas-guzzler tax.

The understated styling is courtesy of famed Italian design house Pininfarina, which has a long history of designing Ferraris.

The engine is mounted entirely behind the front axle, and the transmission is in the rear of the car for optimum weight distribution (46/54 percent weight distribution front-to-rear with a driver onboard). This allows superior handling.

An optional sequential-manual “F1” six-speed transmission offers manual gear changes with paddles mounted behind the steering wheel — right paddle for upshifts, left paddle for downshifts — or can be left in automatic mode. A sport mode allows better acceleration by holding gears longer so that the engine can rev all the way to redline.

An adaptive suspension varies its calibration according to road conditions, firming up during spirited driving and softening over rough roads. A sport setting stiffens the suspension for the most spirited driving. Likewise, the car’s stability and traction control systems have a sport mode that allows more freedom to drive aggressively before intervening.

As befits its lightweight underpinnings, the 612 Scaglietti’s 2+2 interior is trimmed in aluminum, with impeccably handcrafted leather upholstery throughout. The contoured front sport seats are power-adjustable with a unique headrest design that can be raised and lowered electrically in conjunction with the seatbelt. The rear seat is large enough for two adults to be comfortable on short trips, and the trunk will fit several pieces of luggage.

The instrument panel features large, legible dials and a small screen to the left that displays ancillary information such as engine and oil temperature, or trip information like the number of miles driven. A head unit by Becker is clunky and slow and spoils an otherwise good sound system featuring Bose speakers. Even more odd, though, is the fact that the optional navigation system doesn't come with a color screen. Rudimentary line drawings of roads and intersections — no maps — are displayed on the small dot-matrix screen of the Becker head-unit. Fortunately, directions can be announced by a computerized voice.

Like most exotic cars, the 612 Scaglietti can be customized with any exterior color and interior trim of a client's choosing. Options include a full-size spare tire, special 19-inch wheels, run-flat tires, parking sensors and custom-fitted, six-piece leather luggage designed by Pininfarina. Pricing for these was not available.

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