Aston Martin Rapide

Gaydon, 15th April 2009. The Aston Martin Rapide has moved into the final stages of its development programme, on course for a public debut in late 2009, with the first customer cars due to be delivered in early 2010.

First revealed as the Aston Martin Rapide Concept at the Detroit Auto Show in 2006, the Rapide is one of the most eagerly awaited cars of the year. As Aston Martin's first true four-door production sports car, the Rapide encapsulates the core values of the brand within a elegant, high-powered sports grand tourer, with four full-sized seats, generous accommodation and luggage space and trademark Aston Martin performance.

Aston Martin Chief Executive, Dr. Ulrich Bez said: “The Rapide will be the most elegant four-door sports car in the world. It completes the Aston Martin range conveying our established attributes of Power, Beauty and Soul.

“In 2010 there will be an Aston Martin for every type of sports car customer regardless of the demands of their lifestyle. The Rapide is the most versatile, bringing a new benchmark of luxury and refinement to both driver and passenger.”

The concept received worldwide acclaim for its design as well as strong expressions of interest from customers. Following the purchase of Aston Martin in June 2007, the production version of the Rapide was approved and development began in earnest. Underpinned by Aston Martin's VH (Vertical/Horizontal) extruded aluminium architecture, the Rapide retains the elegant, flowing proportions that are integral to every Aston Martin and remains remarkably faithful to the original design study.

The cohesive design language and elegant form of the Rapide ensure it is a perfect complement to the other cars in Aston Martin's line-up. From the outset, the Rapide was designed with no aesthetic compromise. “We wanted to make the most beautiful four-door sports car in the world,” Aston Martin's Director of Design Marek Reichman stated when the concept was first shown.

The signature elements of Aston Martin's design language translate seamlessly to the four-door format, with key features such as the 'swan wing' doors - rising upwards and outwards as they swing open - facilitating access to the two beautifully trimmed individual rear seats. The bodywork flows effortlessly from front to rear, where a kicked up tail and strong rear shoulders wrap around the wheel arches to create the classic Aston Martin silhouette, enveloping the additional doors, seats for children or two adults on shorter journeys and functional luggage capacity.

Described by Reichman as a lithe 'long distance runner,' compared to the sprinter-like poise of the V8 Vantage and the muscularity of the DBS, the Rapide's lines are a master class in maintaining purity of proportion and vision. Detail design is crucial, with Aston Martin's iconic side strake extended to run through the front doors before blending into the rear door, lending a sense of dynamic thrust to the Rapide's stance.

The Rapide has been subjected to Aston Martin's rigorous testing programme including extreme climate testing and dynamic performance trials at the company's new Nürburgring Test Centre to ensure the Rapide will display the brand's integral high speed abilities. The last stages of endurance testing are now underway with final sign-off expected later this year before a production car is debuted in September.

The Rapide will offer performance purity and the same level of sporting ability as all modern Aston Martins. Powered by a version of Aston Martin's 6.0 litre V12 engine producing 470bhp and 600Nm of torque and, hand built at the company's engine facility in Cologne, the Rapide's rear wheels are driven through a highly responsive Touchtronic gearbox. Performance figures have yet to be revealed, although early indications are that the Rapide will offer class-leading performance and dynamics, alongside new levels of refinement and luxury.

The Rapide will be built at a new production facility in Graz, Austria managed by the acclaimed vehicle manufacturer Magna Steyr and co-ordinated by a fully integrated Aston Martin team from the UK. The new production facility is closely modelled on the Gaydon factory and will combine a sophisticated modern production line with the Aston Martin traditional hand-finishing skills, a proud blend of craft processes and attention to detail. The interior will further develop Aston Martin's skilful use of genuine high quality materials, applied appropriately and effectively to ensure that form always follows function.

“Rapide will exceed expectations to deliver elegance and practicality in a form that will allow driving enjoyment and comfort beyond anything that exists today,” says Dr Ulrich Bez, “The Rapide will exist in a class all of its own, a true Aston Martin with the high performance and dynamic excellence that defines the brand, and a luxurious sporting grand tourer without equal.”

Aston Martin One-77

The much anticipated One-77 is Aston Martin’s definitive sports car, one that epitomises everything Aston Martin from technology, the hand-craftsmanship of the hand rolled aluminium panels to the attention to detail. A culmination of all the marque’s know-how, the One-77 delivers effortless beauty guaranteed to stir the senses with performance potential eclipsing any previous Aston Martin.

With the performance and durability phase of the One-77’s intensive development programme soon to commence, the 79th Geneva Auto Salon provides the perfect stage on which to reveal the remarkable engineering, advanced technology and exotic materials that lie beneath the One-77’s extraordinary exterior.

For Aston Martin’s Chief Executive, Dr Ulrich Bez, revealing the One-77’s secrets is a proud moment: “Right from the very beginning of the project the vision for One-77 was very simple: It had to combine high-technology with hand-built craftsmanship, and demonstrate the unique capabilities and passion of our designers, engineers and technical partners.

“Quite simply it had to be the ultimate expression of Aston Martin. As you can now see, we have achieved that goal in magnificent style.”

Chris Porritt, One-77 Programme Manager continued: “We wanted to create something that wows you as much when you see what’s under the skin as the exterior styling itself. We started by identifying the most technologically exciting front-engined, rear-wheel drive cars in the world: those from the DTM race series. We then applied the principles and technology that feature heavily in their design and translated it to a road car application.”

Consequently the One-77’s structural core is a lightweight and immensely rigid carbon fibre monocoque. Conceived and designed at Aston Martin’s Gaydon HQ, the monocoque, or ‘tub’, has been built in partnership with Multimatic (MTC). As world leaders in carbon composite technology, advanced vehicle analysis and dynamic simulation, MTC brings unrivalled specialist capabilities to the exacting challenge of the One-77 programme.

Employing the classic formula of double wishbones at each corner, the One-77 features inboard suspension front and rear, with pushrods employed to transfer vertical suspension movements to the horizontally mounted spring/damper units. A practice taken directly from racing car design, the main advantages of inboard suspension are a reduction in unsprung weight and the ability to package the suspension components more effectively.

The dampers are fully adjustable and feature advanced Dynamic Suspension Spool Valve (DSSV) technology; a world-first for a road car application. These special valves are state-of-the-art even at the highest levels of motorsport, and use high-precision machined components to enable the shock-absorbing characteristics of the damper to be changed without having to remove them from the car, as is the norm.

Underlining the truly bespoke nature of the One-77, once delivered to its owner, the car’s suspension characteristics will be precisely set-up by Aston Martin engineers to suit their exact requirements, from settings suitable for the ultimate long-distance GT, to a machine capable of conquering the Nürburgring Nordschleife.

While functionality and efficiency are paramount in the design and construction of the One-77’, so too is aesthetic beauty. To this end every single component has been crafted from the finest materials with absolute attention to detail. From the mesmerising weave of the glossy carbon fibre tub and the abstract, sculptural beauty of the dry sump’s oil reservoir, to the unerring precision of the billet machined aluminium suspension mounts, the One-77’s rolling chassis is an automotive masterpiece.

Of course the irony is that the vast majority of these exquisite components will be hidden from view in the finished car, yet each and every piece is a work of art in its own right. It’s this extraordinary workmanship and money-no-object commitment to quality that makes the One-77 unique.

Naturally, such a spectacular chassis demands – and gets - an equally exceptional drivetrain. It comes in the form of an immensely potent 7.3-litre, naturally aspirated V12 engine. Thanks to the adoption of a dry-sump oil system the engine is mounted 100mm lower than in any previous V12-engined Aston Martin road car, which helps keep the One-77’s centre-of-gravity as low as possible. To further aid agility and endow the One-77 with progressive handling and stable, predictable on-limit behaviour, the engine is also mounted 257mm aft relative to the front wheel centreline. In so doing the front-mid-engined layout shared by all of Aston Martin’s current road car range has been taken to a new level.

The One-77’s magnificent power unit is an extreme evolution of the 6.0-litre V12 engines fitted to the DBS, DB9 and new V12 Vantage models. Like the collaboration with MTC for the build of the chassis, Aston Martin has chosen a world-leading partner with which to develop the motor: legendary engine builders, Cosworth. It has proved to be the perfect collaboration, as Chris Porritt explains.

“Our brief to the engine team was for them to take the 6.0-litre V12 as far as it could go, both in terms of output and weight reduction. The targets were a power output of no less than 700bhp with a 10 per cent reduction in engine mass. Incredibly, the Aston Martin and Cosworth engineers achieved a mass reduction of some 25 per cent, and although we’ve yet to complete the final engine calibration work, I’m confident we’ll see in excess of 700bhp. It’s an awesome accomplishment, but one that’s typical of the One-77 project, for it has consistently brought out the very best in everyone involved.”

Wearing Pirelli P Zero Corsa tyres (255/35 ZR20 front, 335/30 ZR20 rear) developed specifically for the One-77, all 700+bhp is transmitted to the road through the rear wheels via a new six-speed gearbox. Controlled via column-mounted paddles behind the steering wheel, this robotised sequential manual is a new generation of Aston Martin’s familiar transmission. Though it is made specifically for the One-77 and features specially strengthened internals to cope with the tremendous power and torque, the lessons learned in its development will ultimately find their way into the company’s series production models.

It’s a mark of the inherent capabilities of Aston Martin’s acclaimed lightweight Carbon Ceramic Matrix brake technology that it has been used as the basis for the One-77’s braking system. The internals of the calipers have been re-engineered to transmit less heat from the brake pads into the brake fluid, while the discs themselves have been developed to ensure the maximum possible contact area between the face of the disc and the brake pads for improved stopping power. Due to the One-77’s increased performance, special attention has also been paid to brake cooling, as the brakes have less time to cool between bursts of acceleration.

With a projected weight of 1,500kg the One-77 will occupy the very highest echelons of road car performance. Top speed is confidently predicted to be in excess of 200mph, with a 0-60mph time in approximately 3.5sec. Perhaps more importantly, thanks to the purity of a front-engined, rear-drive layout, the responsiveness and immense tractability of a naturally aspirated V12 and the low mass, high-rigidity properties of a carbon fibre chassis, the One-77 promises a driving experience of unrivalled intensity and excitement while representing the world’s most desirable automotive art form.

Aston Martin - A commuter car?

The Innovative Commuter Concept Car; ‘Cygnet’ by Aston Martin

Aston Martin has developed a new luxury commuter concept; the ‘Cygnet’ which will offer customers a distinctive, intelligent and exclusive solution for urban travel in style and luxury.

The concept will offer Aston Martin trademark design in a commuter car package based on the critically acclaimed Toyota iQ with a Euro NCAP 5-star safety package.

The ‘Cygnet’ concept represents a creative, environmentally conscious solution, being small, yet with presence – and highly fuel efficient, now combined with the prestige of Aston Martin’s luxury brand ownership.

Aston Martin, the world leader in exclusive niche engineering is collaborating on this concept with Toyota the world leader in volume, quality and reliability. Although vastly different in size, Toyota and Aston Martin share the philosophy of engineering excellence and innovation underlined by a strong passion for cars.

Aston Martin Chief Executive, Dr Ulrich Bez said: “Now is the right time for Aston Martin to take this first bold step to embark on this special project – made possible with the support of an organisation of Toyota’s stature and capability and the intelligent design and perfect city car package of the iQ.”

“Much work is still required, but I am confident that this project could become reality in the not too distant future. This concept – akin to an exclusive tender to a luxury yacht – will allow us to apply Aston Martin design language, craftsmanship and brand values to a completely new segment of the market.”

“The offering of a ‘Cygnet’ with a DBS, DB9 or Vantage is a unique combination of opposites and a novel transport solution allowing intelligent and sensitive mobility on an exclusive and innovative level.”

Aston Martin Cygnet - Micro Chic

The Aston Martin Cygnet Concept is a bold step towards a new form of transportation; the luxury commuter car, a form of personal transportation that sees the company's core values engage with a new environment.

The Cygnet Concept enhances the marque, pointing to a future of ongoing innovation, design and technology; allowing Aston Martin customers a greater degree of freedom without compromising the levels of design, quality and innovation that embody the brand.

An Aston Martin delivers the pleasure and exhilaration of driving combined with an appreciation of craftsmanship, design and technology. But Aston Martin is also about innovation, forging new links and associations; and bringing the brand's qualities to new sectors of the market.

“Many of our customers have a need for a small car for urban and city use,” says Aston Martin Chief Executive, Dr Ulrich Bez, “The Cygnet Concept brings intelligence, innovation and artistry to the small car market. The Cygnet Concept represents the natural choice for those customers looking for a premium commuter car.”

“Our past, our future and our backbone will always remain sports cars, but the Cygnet Concept will support this by offering our customers a greater degree of freedom in the urban context.”

The Cygnet Concept is the result of a unique and intelligent collaboration, the coming together of two companies that are leaders in their respective fields. The project has required a close intellectual and engineering partnership, resulting in an inventive solution that unites volume and niche automotive engineering.

Aston Martin has always understood the importance of an emotional engagement with its products. As the company continues to innovate and diversify its product portfolio, emotional design will remain at the heart of its strategy, be it through the exhilarating sound of a V12 engine, the unmistakeable silhouette of an Aston Martin sports car or the quality, craftsmanship and skill that is evident in an Aston Martin interior. The Cygnet Concept exemplifies this latter attribute, demonstrating the high levels of detail design and craft that are integral to every Aston Martin, presented within a compact and highly advanced technological package.

The Cygnet Concept is a demonstration of Aston Martin's unrivalled skill at creating hand-crafted interiors. The rich blend of hand-stitched leather, Alcantara and aluminium is shared with Aston Martin's sports cars. The company's extensive experience of traditional processes and richly detailed craftsmanship gives each Aston Martin a unique feel, bringing together detailed design work, high technology and exquisitely tactile materials.

As a luxury commuter car that can slip easily and unobtrusively into the city, the Cygnet Concept is a highly intelligent solution to urban mobility. Using tried and tested technology, together with Aston Martin's acclaimed levels of personalisation and customisation, material quality, craft skill and tactile delight, the Cygnet Concept is innovative and forward-thinking, a genuine solution for future mobility and a natural partner for Aston Martin's line-up of acclaimed luxury sports cars.

Aston Martin Rapide - High dollar, high luxe exotic cruiser

Aston Martins have always been deceptive exotics. The word "exotic car" conjures images of svelte Italian sports cars wailing sonorously along the high banks of race tracks and burbling through high-dollar neighborhoods. Aston Martins have traditionally been burlier, bulkier vehicles--no less refined or sharp-edged in terms of performance, but perhaps not quite so delicate. Like Bentley, Aston Martin's history as a "gentlemen's car" injects a hint of manly-man grunt into the high-dollar, high performance chassis.
Interestingly, the new Aston Martin Rapide bucks that trend, cleaving much closer to the dream-car aesthetic and feel of a proper exotic.

This is perhaps somewhat ironic, since the Rapide is also a step away from traditional exotic cars thanks to its four doors. The Rapide is, after all, the first four-door Aston Martin since 1989. With Maserati, Porsche, Bentley and even Rolls-Royce all getting into the ultra-luxury sports sedan game, it's not such a surprise to see that Aston Martin has joined the club. The Rapide offers transport for four passengers, in ridiculous comfort and at ridiculous speeds, should one be so inclined.

Envisioned in 2006, the Rapide kept most of its show-car looks during the transition from sketch to reality. The long nose and grille are unmistakably Aston pieces, but the smoothly wrapped body is more delicate-looking than the muscular Vantage. The powerful Aston lines are there, but there's a watch-like precision to the familiar grille and shoulder lines that suggests a more genteel vehicle than the typical Aston Martin--which is saying something, as your typical Aston Martin all but defines "genteel" these days. The frameless doors split the difference between standard doors and the "scissor" doors favored by exoticars, rising at a gentle angle to the body. Aston calls them "swan wing" doors, and they're designed to avoid parking lot scuffing, as well as looking cool. The body and structure are mostly aluminum and other lightweight metals and composites, keeping this big car's weight to just over two tons.

Step inside this car, and you'll know the difference between a four-door coupe and a sedan. You sit low in the Rapide, and it feels almost like that of a hand-built concept car. That's got a lot to do with Aston Martin's attention to detail. The doors are finely sculpted, and the dash is slathered in a choice of eight rich
materials in a way similar to what you'll find on a concept car. The
leather upholstery is hand-stitched. A broad strip of your chosen material--mahogany, piano-black, bamboo or other trims--and a tallish


console separate the driver and passenger. Handsome ambient lighting
keeps the mood elegant at night. Rear-seat passengers also get individual seating and a wide console. The rear seats also fold flat, allowing the Rapide to carry over thirty cubic feet of cargo. The Rapide takes some introduction; from the sapphire-crystal smartkey to the heated and cooled seats, this is one of those cars that does everything a little bit differently. The pushbuttons for gear selection are mounted in a row across the middle of the dash, making it difficult to quickly select a gear and go. In addition to physical comfort, the Rapide also provides emotional luxury in the form of a 1000-watt Bang & Olufsen sound system. A navigation system, satellite radio and Bluetooth connectivity are standard; a rear-seat entertainment system is optional.
There's no excuse for an exotic car to lack performance, and the Rapide does not need to make excuses. It's powered by a hand-built

6.0 liter V12. The powerplant uses quad overhead cams and a
four-valve layout for traditionally smooth V12 power delivery, and it's mounted far back in the chassis for tighter handling. With 470 horsepower on tap, the Rapide has the capability to be quite rapid,
indeed. Zero to sixty comes up in about five seconds, and Aston
reports a 188-mph top speed. The power gets to the road via a six-speed automatic transmission with a manual mode that's activated by steering wheel paddles.

The structure underneath is no stranger to sporting intent--it's shared with the DB9 coupe. The Rapide is light-footed when the road begins to bend, thanks to double wishbones at all four corners. It's responsive, thanks to an engine layout that keeps most of the heavy components close to the center of the body. Anti-squat and anti-dive geometry is included, and active shocks are part of the package as well. Traction and stability control are standard, of course, and the Rapide is stopped by big six-piston calipers at all four corners.
This is more like a piece of jewelry than an automobile; Aston Martin may have a performance pedigree similar to Bentley's, but the car doesn't feel like it would be happy being driven at ten-tenths. In fact, the Rapide feels more like a concept car than a real, live, roadgoing vehicle, even on the road. Perhaps that's the point.

All specs are for the 2010 Aston Martin Rapide.
Length: 197.6 in.
Width: 84.3 in.
Height: 53.5 in.
Wheelbase:
Curb weight: 4387 lb.
Cargo space: 31.3 cu.ft.
Base price:
Engine: 6.0 liter V12
Drivetrain: six-speed automatic transmission, rear-wheel drive
Horsepower: 470 @ 6000
Torque: 443 @ 5000
Fuel capacity: 23.9 gal.
Est. mileage:

2010 Acura TSX - V-6 Power, Finally

Acura debuted an all-new V-6 model for its TSX sports sedan line-up at the Chicago Auto Show today. Scheduled to go on sale this summer, the 2010 TSX V-6 will be equipped with a powerful 3.5-liter engine, exclusive suspension tuning, larger diameter wheels and additional enhancements.

"The automotive market may be slowing down, but not Acura," said Jeff Conrad, vice president of Acura sales. "With improved acceleration and handling, the new 280 horsepower V-6 adds even more sport to the already sporty nature of the popular TSX sports sedan."

Since its redesign last year, the TSX has shattered sales records to become one of Acura's best-selling sedans. As the entry point to the Acura brand, the four-cylinder TSX has won over customers with its nimble handling, agile driving feel and balanced performance. The V-6 model adds a new level of power on top of these winning traits for a more sporty and spirited driving experience. The V-6 will surely satisfy driving enthusiast's appetite for a fun-to-drive, yet refined sports sedan.

With the introduction of a V-6 powered TSX, Acura will fill a niche in its lineup between the four-cylinder TSX and the all-new TL performance luxury sedan. With the TL moving more upscale following its redesign in the 2009 model year, the TSX V-6 will be aimed squarely at youthful buyers who want a performance-oriented sports sedan in a more personal size.

Powertrain
A new TSX powertrain choice means performance luxury buyers can enjoy a 280 horsepower 3.5L V-6, with sophisticated VTEC® valvetrain control and a dual-stage induction system. For maximum performance and efficiency, the engine will be coupled to Acura's Sequential SportShift automatic transmission, with intelligent features such as Grade Logic Control and Shift Hold Control. If the driver desires, the Sequential SportShift transmission can also be operated manually, via steering-wheel mounted F1®-style paddle shifters.

Body/Chassis
The new TSX model will feature a state-of-the-art, double-wishbone front and multilink rear suspension system to provide excellent ride, handling and control. To generate sportier handling, the V-6 model will also use exclusive suspension tuning along with 18-inch split five-spoke aluminum wheels, fit with Michelin Pilot all-season tires. The larger wheels and tires will help distinguish this performance- minded TSX, as does the slightly revised front fascia and a V-6 badge on the trunk.
The TSX V-6 model will be generously equipped with the latest advancements in safety technology and is anticipated to achieve the highest ratings in both government (NHTSA)* and independent (IIHS) crash testing - including garnering IIHS's TOP SAFETY PICK.

Interior
Like all Acura models, the new TSX will feature an exceptional level of standard equipment, including leather-appointed interior, power moonroof, automatic climate control, a premium seven-speaker sound system with CD, AM/FM tuner, XM® Satellite Radio, Bluetooth® HandsFreeLink® , USB port and AUX jack music interface and more.

Similar to the four-cylinder TSX, the V-6 model will be available with the optional Technology Package that includes the Acuralink™ satellite navigation system with rear-view camera and the Acura/ELS Surround® premium audio system for a top-in-class audio experience.

The introduction of the TSX V-6 at the Chicago Auto Show is the first step in a series of major advancements to the 2010 Acura lineup. Almost every Acura sedan and SUV will receive significant enhancements for the 2010 model year.

Acura TL SH-AWD

Transformations are nothing new, especially when it comes to cars. To keep things fresh, every nameplate has to reinvent itself every so often, with only a few exceptions. So it didn’t come as much of a surprise that Acura had transformed its high-tech but low-profile TL for 2009.

What is a surprise is the effectiveness of the redesign. The all-new TL has made the leap from forgettable to unforgettable, and it brings a stronger design, better performance and best of all a much more distinct identity to the game.

“Identity” is a big part of this market. The Acura TL faces stiff competition in the marketplace--the Lexus ES350, BMW 3-Series, Audi A4 and Cadillac CTS, to name a few, and cars that don’t stand out are doomed to failure. Remember the Infiniti I30? Nope, didn’t think so. Thanks to a raft of new options and a new powertrain though, the tough odds haven’t stopped the TL from entering 2009 as an all-new car with a confident smile.

That’s not a metaphor, either; the TL’s new sheet metal literally appears to be smiling, thanks to the design of the smooth, uncluttered new front bumper and high-mounted family grille with large air intakes. A pronounced front fender kink and muscular body sides help to convey the message that the new TL means business. Acura has talked for a few years about giving its products a bolder face, and the new TL is the first car from the brand that lives up to that boast. It’s angular and eye-catching without being especially derivative of any other products.

The drama factor is increased on the interior, with new available two-tone leather trim and a dual-cockpit layout. The 2009 TL is six inches longer and 1.8 inches wider than before, and that growth translates to more interior room. Passengers are coddled by wood and metal interior trim, standard dual-zone automatic climate control, XM satellite radio and Bluetooth connectivity. Opt for the Technology Package and the TL adds a navigation system with voice recognition, real-time traffic and weather updates, keyless entry and a 10-speaker Acura/ELS surround-sound audio system that plays DVD audio and is one of the best automotive sound systems we’ve ever heard, factory or aftermarket.

For ’09, the TL breaks slightly from Acura’s single-spec tradition by offering two distinct models, with two powertrains. The standard 280 horsepower 3.5 liter V6 is a potent DOHC unit with variable valve timing and a “drive-by-wire” electronic throttle. The front-wheel drive TL gets the power to the road via a five-speed automatic transmission that features sporty steering wheel paddles, and fuel economy is rated at 18/26, which is impressive for a dedicated sports sedan. The TL is attractive enough with that setup, but Acura has considered the competition and gone a step beyond with the TL SH-AWD. As the name suggests, it’s got Acura’s performance-enhancing Super-Handling All-Wheel Drive. SH-AWD sends additional power to the outside rear wheel during hard cornering while balancing torque to the other three, to sharpen handling feel. A larger, all-new 3.7 liter V6 rides under the hood of the TL SH-AWD, putting out 305 horsepower. A high-flow dual exhaust helps the engine to breathe and sounds good, too. A five-speed automatic transmission with a manual shift mode controlled by steering wheel paddles. We drove the high-powered SH-AWD model, and found it to be an exemplary performer. The additional horsepower is just enough to notch the acceleration from “entertaining” to “impressive,” and the TL SH-AWD makes an excellent freeway cruiser. The SH-AWD system has also gotten better since it was first introduced in 2005, and does an excellent job of tightening the big TL’s line through corners.



The suspension uses double wishbones in the front and a multi-link rear, for responsive turn-in. Large 18-inch wheels are standard on the TL SH-AWD, with 19-inchers available. Acura’s Vehicle Stability Assist with traction control is also standard. Coupled with the all-wheel drive, that means that it’s extremely difficult to get the TL SH-AWD honestly out of sorts. Should you manage to lose control, the standard anti-lock brakes bring things back to a reasonable speed quickly.



The improvements to the TL’s styling inside and out give it more of a personality than it’s ever had, which helps to give it that all-important distinction in a crowded luxury-car market. With more power and much better handling, the SH-AWD is a serious, world-class contender. Pricing for the 2009 Acura TL starts at $34,955. The TL SH-AWD comes in at $42,235, and includes a navigation system, the ELS surround-sound system and Bluetooth connectivity.

Acura TSX

You have to start somewhere. For luxury marques that usually means offering at least one automobile that is affordable enough to lure first-time luxury buyers into the brand. Often compromises are made to achieve that entry-level price point. Those compromises take many forms such as simply putting lipstick on a model from a sister division; using smaller, less sophisticated engines; or offering fewer standard amenities. No matter the avenue taken, an image problem often results. That’s where the last generation Acura TSX found itself. Although a perfectly capable automobile, it was never completely convincing as an Acura. Acura redesigned the TSX for 2009 with a goal of making it a better fit within the family. For the most part, it was successful.

Rare is the redesign that doesn’t involve upsizing. No doubt there is some psychological explanation for it, but typically we equate bigger with better. Why else would nearly every new generation of a vehicle be bigger than those that have gone before? In the case of the redesigned TSX, super sizing is a better description of its growth spurt than just upsizing. The distance between wheels on the same axle (track) is wider by 2.6 inches while the wheelbase stretches an extra 1.4 inches. Its exterior is 2.2 inches longer and 3 inches wider than last year’s version. It is also about half an inch taller at the roofline. Marginally larger, luggage capacity is up from 12.6 cu.-ft. to just over 13 cu.-ft. It should follow that such increases in iron would translate into a hefty weight gain, but not so much for the TSX. Curb weight is up less than 150 pounds to 3,486.

Gone are the rather vanilla styling cues, replaced by a more sculpted lines. The grille includes the familial chrome knife-blade. A defined beltline runs from the chiseled front fender blister along the side continuing up to the trunk lid and around to the other side. Generally creases replace the soft corners on the previous TSX. Reshaped tail lights play a part in adding to the more upscale appearance.

Inside, Acura retained the dual-pod layout up front. The basic flow of the dashboard remains as well; however, the new look relies less on bright accents. The mix of materials is more sophisticated and elegant. A dizzying array of buttons, knobs and controls clog up the center stack. Keep the owner’s manual handy. My test TSX was the $32,775 edition that includes the Technology Package. There is also a $29,675 base version. Both models feature dual-zone automatic climate control, tilt-telescoping steering wheel, eight-way power adjustable driver’s seat, four-way power passenger seat, leather seating, power accessories, and a seven-speaker audio system with CD player, auxiliary input jack and USB port.

Well bolstered, the front seats snug around their occupants. The 60/40 split rear seat folds down creating more cargo space. Overall the interior space is generous and all but the tallest rear-seat passengers should be quite comfortable.

For the $3,100 premium the Technology Package commands, comes not only the same navigation system as higher-priced Acuras with real-time traffic and weather, but it also includes an advanced Elliot Scheiner-designed 10-speaker surround sound system with a six-disc CD changer, eight-inch subwoofer and voice recognition. XM satellite radio is also included in the package. In this XM application there is a note feature that allows you to store the name, 10 seconds of the song, the XM station on which it appeared and a time stamp for up to 30 songs. So if you hear a song you want to remember, you just hit a button and it’s saved for future recall.

Despite its larger size, the new TSX retains its athleticism. Once again this is achieved through a superbly matched powertrain and a well-balanced suspension. A new four-banger powers the TSX. Displacement is the same 2.4-liters, but horsepower is down four ponies to 201. Peak torque is up a few pound feet, but it arrives earlier in the rpm band for improved mid-range power. Available for hustling engine output to the front wheels is either a six-speed manual or a no-extra-charge five-speed automatic transmission. The automatic has a manual mode with steering wheel-mounted shift paddles. Fuel economy is essentially unchanged with an EPA rating of 20 mpg in the city and 28 mpg on the highway for the manual. The automatic gains two additional mpg on the highway.

Acura has built more strength into the frame and body. The result is not only a quieter cabin, but enhanced control. This sedan responds well to the throttle, running true on the straights and cornering with a tenacious grip. The four-wheel independent suspension is tuned more toward the handling end of the spectrum, but ride quality is still very good. The steering is light and responsive. All in all, the last TSX was fun to drive and the 2009 is no disappointment.

Here’s the bottom line: If you liked the 2008 TSX, you will like the redesigned 2009. It is still priced right, fun to drive and shares the Acura cachet. And unlike the previous generation, it seems more at home in the Acura family.

Downloadable pictures.

Acura RL - A Master of Disguise

We have known a few people over the years who probably desired and could certainly afford luxury in their new-car purchases, but abhorred the thought of being seen as ostentatious; something they felt was inherent in owning a BMW 7-Series or a Mercedes S-Class or even a full-sized Cadillac (going way back).

They simply did not want their customers —or their employees — or their neighbors to get the impression they spent great gobs of cash on their automotive purchases. They didn't want their wealth proclaimed every day in the parking lot. Perhaps we could call this disingenuous or just plain silly. But a good disguise was probably prudent in some cases.

At any rate if they were still around today looking for a new sedan that would pamper them in a way that they would appreciate, but would be so nondescript as to not attract attention, we would enthusiastically recommend the 2010 Acura RL.

The Acura flagship sedan has all the requisite amenities to pamper while stealthily going about its luxurious business. Not only that, it can save tens of thousands of dollars over a top-line Mercedes, BMW or Lexus. (Cadillac is now out the running).

Acura officials are probably not amused by our description of the RL, but by this time they have heard the same mantra a thousand times over. While Acura has loaded the RL with most of the technological goodies offered by the company, it has never made much of an effort to elevate the car into anything representing a status symbol.

That being said, we very much like the 2010 edition of the RL, which was extensively updated for the 2009 model year. But we kept asking ourselves throughout our week of testing – couldn't we save more than 10 grand of the $55,000 purchase price with a nearly same-sized all-wheel drive TL sedan while gaining five horsepower and two pound-feet of torque and shedding about 150 pounds of weight? Was the trade off of some technological goodies for the money worth it? Was the RL difference worth the price of admission?

We believe a definite “maybe” is the answer if you understand the RL.

One of the biggest criticisms leveled at the RL, besides its rather bland styling, is its rather run-of-the-mill V-6 making 300 horsepower when compared to top luxury competitors. Acura is apparently going to address that concern for either the 2011 or 2012 model year with a revised car that will come with a V-8 engine.

We like the idea of more horsepower. But that decision begs the question – is moving to an eight-cylinder powerplant at this late date the right decision in this age of unprecedented gas mileage concerns?

We would think more along the lines of the Ford EcoBoost V-6, a twin-turbo, direct injection engine that can in the right configuration develop close to 400 horsepower while maintaining V-6 EPA mileage.

For now, if you like conservative styling and a very affordable price in your luxury purchase, you won’t do much better than the RL.

While the 3.7-liter V-6 is certainly no beast, we enjoyed the smooth, confident performance. A five-speed automatic with manual shift control sends power through the SH-AWD (Super-Handling All-Wheel Drive) system, which divides power not only front to rear, but side to side.

This performance package gives the RL a confident demeanor in all driving situations, while the V-6 offers 0-to-60 times in the upper reaches of six seconds and insures confident passing and merging.

The downside to the V-6 is not so much its power deficiency — comparatively speaking — as it’s rather anemic gas mileage measured against the competition at 16 mpg city and 22 mpg highway. Premium gas is recommended.

Like all Acura products in recent times, the RL comes without options. You get the level of options you desire by picking from one of four trim levels starting with the base car at $47,640 including destination charge.

Add the technology package, a very worthwhile addition in our estimation, and the price escalates to $51,260. The top line CMBS (Collision Mitigation Braking System) is priced at $55,060.

In addition to the all-wheel drive system, the base car comes very well equipped with such desirable things as 10-way power heated front seats with memory settings, xenon headlights, 18-inch alloy wheels, sunroof, Bluetooth, keyless ignition and 10-speaker Bose surround audio system.

The Technology Package adds adaptive headlights, navigation system with backup camera, solar-sensing climate control and ventilated front seats.

The Collision Mitigation Braking System on the high-end trim helps prevent or minimize a frontal accident by providing warnings to the driver or actually applying emergency braking if a collision seems unavoidable.

We didn’t test this system, but Acura says if a collision is eminent, the seatbelts will automatically be cinched down, a loud warning chime will fill the cabin, and the word BRAKE will flash on the information display. If you don’t want this kind of intrusion, the system can be switched off. Or you can do what we would probably do, buy the less-expensive trim level and forgo the feature.

If you purchase a luxury car you want to be pampered with great-sitting seats, a hushed interior trimmed in quality leather and real wood, and a wide assortment of features. The RL does not disappoint.

About the only real concern we had with the RL over our seven days was the lack of leg room for rear-seat passengers. It’s adequate taking into consideration the ability to put your feet under the front seats, but we would like to see a 50 grand luxury car that measures nearly full size, have more stretch-out room.

Both front and back seats proved very comfortable, with the exception of the short leg room in back. The living quarters even at highway speeds is library quiet and the sounds emitting from the audio system are soothing and pleasing to the ears, providing you don’t tune your XM satellite radio to the heavy metal station.

Luggage capacity is adequate at 13.1 cubic feet, but here again our biggest concern with the RL looms. A car that stretches out nearly 196 inches should have more cargo and passenger space available.

That aside, the RL may be the best-equipped luxury car sold in America for just over 50 grand. We could live happily with this sedan.

Acura TSX V-6 - Expanding the brand choice

Prior to the Acura TL’s complete redesign for the 2009 model year, we were unabashed fans of the mid-sized sports sedan.

We loved the overall driving dynamics of the 2004-2008 TL, and we loved the styling. It was a home run in our eyes. Then along came the new TL, more refined and more powerful and a better car in many ways than the previous generation. But to this day we still can’t get our arms around the new styling, specifically the big-shield grille.

For us and Acura fans who feel the same way, that leaves the slightly smaller TSX, which is derived from the European Honda Accord. It has been a unique compact entry-level luxury sedan in the U.S., and up until now the only one currently sold in America with just a four-cylinder engine.

It’s an energetic 2.4-liter, 201-horsepower fuel-efficient engine that, when mated to a slick-shifting six-speed manual, offers a rewarding experience. In fact, it’s possible to break into the upper ranges of six seconds from 0 to 60.

The new front-driven TSX, redesigned for the 2009 model year, also carries the baggage of the Acura big-blade grille, but in a more subdued rendering. Overall lines are conservative yet handsome.

The TSX is the styling winner in the Acura sedan stable to us, but if you don’t want to shift for yourself — and most people are voting automatic — then you are left with an otherwise engaging four-cylinder engine that when mated to a five-speed automatic becomes rather ordinary.

Acura’s answer to this conundrum for 2010 is to slap the base TL 3.5-liter 280-horsepower V-6 under the hood, providing a completely new performance dynamic for the TSX.

We wrote last year that “the TSX’s unique personality would be severely altered with a more conventional V-6.” We still hold that opinion, but we see the need for the V-6, and a new split personality.

The TSX, we do admit, now has the goods to compete with such players as the BMW 328i, the Mercedes C300, and the Cadillac CTS.

And the good part is that Acura has left the popular 4-cylinder with optional manual transmission intact. You can now have it either way — the personality you desire.

While the V-6 adds a new layer of muscle to the TSX, it also adds cost and reduces gas mileage.

For example, our 2010 TSX with Technology Package V-6 carried a bottom line of $38,760 including destination charge. The same trim level with the 4-cylinder goes out the door for $33,220.

Mileage is less of an issue. The 4-cylinder automatic is rated at 21 city mpg and 30 mpg highway. The V-6 mated to the five-speed automatic is rated at 18 mpg city and 27 mpg highway.

Regardless of engine, when you purchase the technology package you get an incredible array of features including the vaunted ELS Surround Sound System, which, to us is the best in the automotive business. It is beautiful music to the ears.

The extra cash outlay purchases the luxury of power. The performance is seamless through the five-speed auto shifter with 0 to 60 achieved in just a tick or two over six seconds. And surprisingly little torque-steer is evident on pedal-to-the-metal starts when 280 horsepower and 254 foot-pounds of torque are funneled through the front wheels.

Keep charging ahead and the TSX V-6 will finish off a quarter mile in 14.7 seconds at 97 mph.

The TSX may not possess the sports sedan persona of a BMW, but its overall road manners are impeccable and its stance is entertaining on a Sunday afternoon chase down rural winding asphalt. The V-6 is lively and fun; responsive and quick, making urban driving much less of a headache as well.

But we couldn’t help but wonder during our seven days behind the wheel what a six-speed transmission would do for gas mileage and performance. Although nearly all the competition currently features six-speed transmissions, Honda/Acura has elected to soldier on with one less gear.

The new TSX is slightly larger than the first generation (2004-2008), but for all practical purposes the sedan retains its just-right size. Four adults fit nicely — but be forewarned that some compromises may be necessary to give rear-seat passengers enough leg room — and a 12.6 cubic foot trunk easily swallows two golf bags — it passed our weekly bag test — or several pieces of luggage.

The TSX has a handsome dashboard layout and materials, for the most part, are first class. Fit and finish is excellent.

While most of the switchgear used in everyday driving is intuitive, the TSX unfortunately has gained some of the convoluted qualities of German luxury cars with a myriad of buttons and a forced trip to the owner’s manual for most people who want to change settings such as power door locks and automatic headlights.

We’ve always been fond of Honda/Acura navigation for its accuracy and ease of use, and the latest iteration of the system lived up to our high expectations. It now includes an extensive list of Zagat-related restaurant listings and XM real-time traffic and weather conditions with a three month trial subscription. The voice-recognition system works well and now recognizes 100,000 words.

But the technological highlight comes with the upgraded audio system that plays either standard CDs or music DVDs. We were blown away several years ago when we first heard Acura’s cutting-edge sound in a TL. The 10-speaker 415-watt premium surround system takes the music into a new dimension.

It rivals most home entertainment systems with its sweeping sound with outstanding treble and base clarity and separation. In a word — awesome!

Like all Acura vehicles in recent years there are no options. Buyers can pick between two trim levels and for 2010, two engines. The base TSX 4-cylinder is $30,120 including destination charge and Base with Technology Package for $33,220. Prices for the V-6 are $35,660 and $38,760.

We highly recommend the extra $3,100 outlay which not only brings the startlingly good sound system, but navigation and a backup camera.

If you’re not a fan of navigation, you will have to forego the premium sound system, but the base system is no slouch. It features 360 watts of output, seven speakers and a subwoofer and XM satellite radio.

If you desire a very entertaining luxury-appointed 4-cylinder sedan with a 6-speed manual, it is still available. But if you want the performance of a V-6 in a features-loaded, extremely reliable small sedan, the TSX has now got you covered as well.

Acura RDX

There are a passel of near-luxury and luxury crossovers out there. Anybody with $30,000 to $50,000 to spend should have no problem settling on the ideal candidate. In its fourth year of production, the tidy Acura RDX slugs it out with other crossovers in the lower end of the near-luxury/luxury price spread. The front-wheel-drive base RDX sells for $33,330, while the high-end RDX SH-AWD w/Technology Package rings the register at $38,430. Incidentally,“SH-AWD” is Acura-speak for Super Handling All-Wheel Drive. My test RDX had all the bells and whistles.

Acura spruced up the RDX inside and out for 2010. Among the exterior enhancements are new front and rear bumper fascias, revised headlights and taillights, as well as getting, for better or for worse, Acura's familial “guillotine” grille. New for 2010 is the availability of FWD.

Less noticeable and notable, the interior tweaks include a new center console storage tray that serves to separate smaller items, electronic compass and ambient footwell lighting.

No doubt Acura wanted a lighter, more fuel-friendly RDX when it added FWD to the mix. This makes sense because some drivers simply don't need AWD. In RDX's case, FWD adds 2 mpg to both city and highway EPA estimates of 17 mpg city and 22 mpg highway of the AWD versions. Both the FWD and AWD numbers are in line with those of direct competitors.

Setting RDX apart from those same competitors is its turbocharged engine. Adding less weight than a V6, yet providing gobs of torque, the 2.3-liter turbocharged four-cylinder engine is fitted to a five-speed driver-shiftable automatic transmission. Producing 240 horsepower and 260 pound feet of peak torque, this four banger allows the RDX to sprint away from green lights with gusto. Moreover, its quiet operation reinforces its near-luxury credentials.

Acura's SH-AWD system operates transparently and without driver input of any sort. When it detects wheel slippage, it not only transfers power from the wheels on one axle to those on the other, but it also transfers power from side to side. Without a 4-Lo gear, the AWD system isn't designed for real off roading, but does get the job done when rain turns to snow. Overall it produces better road grip whether the pavement is wet or dry.

In line with its aggressive performance, RDX's suspension is engineered more for handling competence than ride comfort. Its four-wheel independent suspension combines MacPherson struts in front with a multi-link arrangement in the rear. Although passengers will sense when the RDX is stuttering over rough surfaces, the sensation isn't intrusive. The steering is acute and responsive.

Contributing to passenger safety are a number of active and passive elements and systems. Antilock disc brakes with emergency brake assist on each of the 18-inch wheels help bring the RDX to more controlled stops. Traction control and stability control are also standard. Six airbags help protect occupants during a crash. Antiwhiplash front-seat head restraints are designed to reduce whiplash injuries in rear-end collisions. Dusk-sensing xenon headlights are also included in the base price.

Handsomely styled, the RDX interior more than fulfills expectations for a entry-luxury crossover. The tasteful dashboard and instrument panel flow across the front of the cabin. Every line and curve seems to have a purpose. Although the controls for the audio and climate systems clustered in the center of the dashboard might look intimidating at first glance, they are actually quite simple to navigate. A three-pod arrangement of the key gauges with their red pointers and blue illumination add an extra air of sportiness.

Front- and rear-seat passengers alike will find more than adequate head, leg and elbow room. With the second-row seat in place, there is nearly 28 cubic feet of luggage space. Folding down the 60/40 split backseat increases cargo capacity to 61 cubic feet.

RDX buyers don't have a lot of decisions to make. There is really only one trim level. Leather seating, power sunroof, tilt-telescoping steering wheel with redundant steering wheel-mounted audio controls, full power accessories, rearview camera, dual-zone automatic climate control, full power accessories, heated front seats and a seven-speaker audio system with a six-disc CD changer, satellite radio and a USB port are all standard.

Buyers only have to decide between front- or all-wheel drive, and if they want to pony up the $3,100 for the Tech Package, which includes a navigation system with voice recognition, a Panasonic-infused 10-speaker surround sound audio system, and GPS-linked dual-zone auto climate control.

When considering entry-luxury crossovers, the RDX may not spring immediately to mind; but it certainly deserves a look. Its unique exterior lines and powerplant, as well as its athletic handling and stylish interior give it plenty of character. If you can do without the Tech Package and AWD, the base price is compellingly affordable. Even with one or both extras, the pricing is very competitive within the segment. In a field crammed with worthy competitors, the RDX may not be the first nameplate on shoppers' minds; but once experienced, it is hard to forget.

Acura MDX - Caption - a Premium Midsize SUV with High Tech galore

From a distance, the MDX is stylish but it doesn’t call attention to itself. That’s just the way that Honda & Acura vehicles turn out. The theory goes like this…Honda & Acura buyers are very loyal and tend to buy the vehicles because of their quality and value, and styling is a secondary consideration.

When you get close to the MDX however, when you climb inside and actually go for a drive in one, its true character comes though. In reality, its one of the most satisfying and enjoyable premium midsize SUV’s you’ll find. Call it understated elegance.

The approach Acura took was to make the MDX roomy, comfortable, with many technology options and superb handling. The MDX comes standard with 7 passenger seating, a large cargo area and a comfortable interior. Even the base model comes equipped with leather sports seats, an 8 speaker premium audio system, a rear view camera, a power liftgate, a V6 engine, 6 speed automatic transmission and full-time all-wheel drive.

Add the Technology Package and you get Acura’s industry-leading navigation system, an upgraded surround sound system, voice command, upgraded leather interior and a climate control system linked to GPS. This gizmo knows were you are geographically and automatically adjust the climate control on the side of the car that is getting more sunlight to avoid unanticipated passenger over-warming.

The optional Entertainment Package gives you a rear DVD entertainment system, heated rear seats and a 115 volt electrical plug-in socket.

The Advance Package adds selectable sports suspension, cooled seats and CMBS. The CMBS technology includes radar cruise control that will manage the distance between you and the vehicle in front of you. It will also intervene in the driver’s space and will aggressively apply brakes if it senses a collision is imminent.

Acura has intelligently included all of the basic powertrain and safety systems on all its models. The drive train on the MDX is Honda’s fine 300 horsepower 3.7 liter V6 with a 6 speed automatic transmission and SH-AWD. This Super Handling All Wheel Drive system provides very surefooted driving in all weather condition. It also transforms this 4,600 SUV into a track star. The cornering and handling capability of the MDX are amazing, especially for a vehicle of this size.

The seating position, ride quality and engine & transmission combination make the MDX one of the most comfortable and satisfying vehicles to drive that you’ll find anywhere. The Acura engineers have fine-tuned the driving experience in a remarkable way. The MDX is one of the best examples of an all-purpose, all-weather, happily drive it all-day vehicle that you’ll find.

Acura ZDX - Aesthetics Unencumbered

If you were unencumbered by traditional realms of aesthetics, what would you design? Phillip Johnson imagined a glass house, Frank Lloyd Wright waded through Falling Water, and Ludwig Mies van der Rohe brought Germany’s famed Bauhaus stateside.
They pushed the boundaries and changed our perception of home and habitat. Great stylists like Gordon Buehrig, E.T. Gregorie, and Raymond Loewy did the same for automobiles, styling beautiful Duesenbergs, Cords, Lincolns, and Studebakers. Those cars were also engineering marvels – like the Acura ZDX.

Get a load of that rump! Rear views are exotic wide, fabulously chunky, and look like something out of Demolition Man with its Hurst Olds-intimidating twin exhaust outlets and metrosexually body-smooth taillamps. From the front, ZDX looks like any other contemporary Acura with its satin silver shield grille design, cats-eye headlamps, and muscular fenders. The side profile is absolutely fab with a rear-sloping roofline, upturned rear side window, and doorhandles hidden in the window trim. I love the big fat rear fenders with subtle humps to accentuate the beefy 19” alloy wheels.

Acura calls the ZDX a four-door sports coupe. Although the car rides crossover high, getting inside is much like crawling aboard a luxurious two-door. You kinda wedge yourself under the steering wheel, careful not to bump your head on the roof. Rear passengers will rehearse their contortionist routines as they shimmy up and behind the doorframe while ducking. Kids can do it better. If you want a big gaping crossover, go buy an RDX or MDX. There’s something intimate and special about riding in the ZDX. LED cabin lighting shines on a gallery of stitched leather dash and door coverings, ultra lovable leather-wrapped steering wheel, and cavernous sculpted center console.

Once inside, you’ll want for nothing. Supportive heated and cooled leather seats seemingly grip all of the way to your groin while treating your lower back brilliantly on long drives. Bluetooth hands-free calling, XM Satellite Radio, USB connectivity for full iPOD integration, and Acura Navigation System with Voice Recognition confirm your arrival in the future. A panoramic glass roof, power tailgate, multi-view rear camera, blind spot warnings, adaptive cruise control, and Collision Mitigating Braking System align all of the electrons and photons for your driving pleasure. Everything feels and smells like a ten-star hotel with enough electronic toys to inspire Best Buy to better good.

If you need extra space for your Louis Vuittons, pop down the rear seats, open the glass dome of a rear hatch, and free up 55.8 cubic ft. Crafty little critters that they are, Acura’s designers created removable side panels in the rear compartment to fit golf bags even with four aboard. Under floor storage works great for smaller objects that you do not want spied.

Acura’s 3.7-litre V6 is a beauty in its own right. Producing 300 horsepower and 270 lb.-ft. of torque, the SOHC aluminum engine moves this fashion show along faster than a caffeine-strung Christian Siriano and hits its stride like Lance Armstrong humping through France. The six-speed automatic transmission with paddle shifters seems to read your wishes and shifts on-cue. Fuel economy ratings of 16/23-MPG aspire to V8-powered BMWs, requiring a 21-gallon fuel tank to make substantial progress. Acura might want to put the ZDX on a diet or crib sister Honda’s hybrid tech.

Some of the ZDX’ razzle-dazzle takes place under the drapery. Super Handling All-Wheel Drive™ (SH-AWD), and ample ground clearance for snow and crud, provides excellent all-weather capability. However, Acura goes further by actively shifting torque for an active steering affect and sometimes a rear-power bias for spirited performance. Adding to the fun is the available Integrated Dynamics System (IDS), which connects the four-wheel-independent suspension system to active dampers and speed-sensitive steering for a relaxed demeanor in “Comfort” mode or ripped and ready when switched to “Sport” mode. With the switch, steering becomes more aggressive and the suspension becomes firmer.

Go ahead, deride the ZDX if you must. You might take a glance at Buehrig’s Cord 812 Beverly, Gregorie’s 1940 Lincoln Continental, or Loewy’s Studebaker Avanti before you do. All of those cars were thought of as odd or ugly in their day, were technically advanced, and are now considered works of art. None come close to the engineering barrage brought to bear against the BMW X5, Mercedes ML, or Cadillac SRX. Be prepared for the $56,855 as tested sum to melt your kryptonite card.

Acura RDX - Nimble crossover - sporty excitement

The 2011 Acura RDX caught our attention in a big way. We had not driven an RDX since its first model year in 2007 and forgot just how enjoyable it is. If you have lost sight of the Acura — now in its fifth year of production — while shopping such products as the BMW X3 or Infiniti EX35 you might find it advantageous to take a test drive.

This is of course if you need the security of a sophisticated all-wheel drive system in a high-riding vehicle that goes fast, handles like a sports car and pampers its passengers with luxury appointments.

We were taken with this Acura more than with its big brother. If you need a third-row seat and enough towing capacity to pull a recreational vehicle or a boat the new MDX, which we drove just a couple weeks prior to taking delivery of the RDX does a lot of things well —including hauling a half dozen people and pulling the family boat — it costs more, it’s more ponderous in its performance and handling and it’s too big for our needs.

We only need room for four adults, we don’t tow anything, and driving this small, nimble crossover with loads of excitement fit us perfectly.

The RDX is a relatively new breed of animal, a small luxury crossover vehicle. The segment has mushroomed over the past few years and now includes such standouts as the aforementioned BMW and Infiniti as well as such newcomers at the Mercedes GLK350 and Audi Q5. But none in our view offer a better combination of sporty feel and performance than the RDX.

The RDX is equipped with a 2.3-liter turbocharged 4-cylinder engine generating 240 horsepower and 260 pound-feet of torque in a vehicle that can haul up to 60 cubic feet of stuff, go 0 to 60 in around 6.5 seconds with a quarter mile time of under 15 seconds at over 92 miles per hour, and skid pad numbers that simply outclass almost everything in the crossover segment regardless of size.

We had a load of fun throwing the RDX through the twists and turns of mountain and country roads and then accelerating on the straights. We were all smiles at the Acura’s precise and confidence-inspiring steering. We took pleasure in the thick steering wheel in our hands.

As we come down to earth we note that the RDX is a high-rider with 6.3 inches of ground clearance and an all-wheel drive system that not only moves torque from front to back, but from side to side as well. The torque management system not only helps in bad-weather situations, but in dry-road cornering maneuvers as well.

As much as 70 percent of the torque can be shifted to the rear wheels when accelerating and cornering, and up to 100 percent of that torque can be shifted to either side as conditions dictate.

The downside to the vehicle’s handling prowess is a stiff, jiggly ride that may be off-putting to some sensitive behinds. We had no problem with the ride, but we encourage prospective buyers to travel some uneven pavement during the test drive.

Going fast in a hurry means a slight bit of turbo-lag, but it’s hard to detect and the wonderful urgency displayed at any speed through the five-speed automatic is smile-inducing. The vehicle’s go-fast persona is enhanced with standard paddle shifters mounted on the steering wheel.

Some may be put off by the RDX styling, but we found it aggressive without being overdone. However, we liked the overall look better prior to the 2010 model year when Acura was compelled to slap the big-blade grille on the RDX. It looked so much cleaner with the old setup. It wouldn’t detract us from a purchase, but when will designers at Honda admit that the snowplow grille treatments on most of their recent vehicles just doesn’t cut it?

A footnote here — the 2011 RDX can be purchased in front-wheel drive only, which may be a consideration for those living in warm weather climates. Not only will it save a few bucks on purchase price, the 2WD is slightly more fuel efficient.

The interior is a great place to live. The leather-trimmed seats are comfortable and supportive and the gauges are as good as it gets. Three round hooded pods enclose backlit white, red and blue readouts that are as vivid in bright sun as they are at night. In addition to the speedometer, the center pod includes outside temperature, odometer and a display that shows the current torque split.

A wide swath of aluminum trim neatly breaks up the black textures. It can also be found along the edges of the center console and on the door pulls.

We highly recommend the technology package, which includes an easy to use navigation system with real-time traffic updates, a rearview camera, Bluetooth connectivity for hands-free phoning and a premium 410-watt surround-sound system that can play either CDs or DVD audio discs.

In that configuration, the RDX comes with the requisite controller knob just below the navigation screen. But it’s easy to use and most of the climate and audio controls can be accessed independently of the controller. Storage cubbies are handy and the center console bin is large enough to swallow up a small laptop computer.

Rear-seat passengers — provided there are only two — will find comfortable accommodations with enough head and leg room for long-distance travel.

And when carrying cargo is paramount, the seatbacks can be folded 60-40 to open the rear to 60.6 cubic feet of space. There is a very usable 27.8 cubic feet behind the rear seats.

As with all Acura products, trim levels determine content. In the case of the RDX, it starts at $33,480 in base front-wheel drive format. If that is as far as your budget can take you, fear not. You will get a very well equipped vehicle that this year includes as standard equipment a great-sounding seven-speaker 360-watt audio system and a rear-view camera system integrated into the rear view mirror.

There are three other packages topping out at $38,580. That’s the one we drove.

The biggest downside to the RDX is gas mileage. It is EPA rated on premium fuel at 17/22 in all-wheel drive and a bit better 19/24 in front-wheel drive.

Volvo S60 - New and sleek for 2011

I’ve yet to be disappointed by a Volvo and the first drive of the all new S60 once more drives home my impression of the brand – premium performance at family level pricing. In other words, Volvo provides a great deal of value for the dollar.

Leaving the parking lot in our Newberg, Oregon launch headquarters, the torque of the new S60 was immediately evident. Turning onto the highway and pressing the accelerator produced dynamic results as I shot forward, then quickly glanced ahead and to the sides for traffic enforcement vehicles.
The 3.0-liter, turbocharged inline six instantly showed that modern six-bangers are far more peppy than vintage eights. This engine hid 300 horses and a galloping 325 lb.-ft. of torque under the hood.
I was hoping for some winding mountain roads with a trip through the Cascades so I could test the road hugging prowess of this new Volvo and was rewarded with a mixture of highway straitaways as well as more than a few fantastic hairpin turns throughout the adventure.

Passing, even up significant grades, was effortless with the ability to rocket from 50 to 90 mph close to instantaneous. Heading around hairpins billed as 20 mph max was a joy as this Volvo’s improved steering ratio, stiffened suspension, and traction control made the road grip certain at more than double the recommended speeds.
I did note a real “oneness” with the road where the surface differed from ironed glass. Any variation in roadway composition provided a subtle rumble that one does not expect in a luxury vehicle. The good news is that anyone wishing to avoid the sound and the “feel of the road” can easily avoid it by selecting the “comfort” setting rather than the sport or advanced mode made possible when they are driving a the model with the Four-C active chassis system.

Volvo compensates for different buyers with three completely different chassis choices. Consumers would be wise to test drive all three variations to insure their temperament is matched. A Touring, a Dynamic and a Four-C are all available on North American models. Both the Dynamic and the Touring are no cost options while the Four-C is an addition to the base model. For those unsure of which choice to make due to limited testing roadways, the Touring model is the one that is tuned to provide the smoothest ride on poor road surfaces.
While the styling is unmistakably Volvo, I was surprised at the large changes in this new generation versus the previous one. To me, the most striking difference is across the front of the vehicle, which seems to be smiling at oncoming traffic.

The eyebrow-style headlights wrap upward blending into the front sides of the vehicle from the front. The grill seems more than double the size of that on the previous model and the iron mark logo in the center remains unmistakably Volvo.
Technological advances and safety pre-eminence have always been synonymous with the brand and the newest S60 continues in that vein. No Volvo launch would be complete without journalists trying to mow down a pedestrian (a model rather than a real person) and a test of the newest pedestrian detection and auto braking system. Although accidents involving pedestrians are not everyday news, about 4,700 walking Americans are killed each year by motor vehicles.

The S60 is equipped with a radar and camera based pedestrian detection system. If anyone walks into the vehicle’s path and the driver doesn’t react, the vehicle reacts for them, activating the car’s full braking power. The system is foolproof at speeds up to 22 mph and lessens impact at speeds above that.
Other features such as BLIS, the blind spot information system which notifies the driver when another vehicle is in their blind spot, is continued on vehicles manufactured by the company that pioneered it. Adaptive Cruise Control, a Driver Alertness control, and Lane Departure Warning signals further enhance safety in the new S60.

Other features that enhance safety when driving include Bluetooth so one can operate their phone hands free, a voice activated navigation system, and an intuitive entertainment system that can be accessed with thumb movements on the steering wheel.

The interior is comfortable and has even been increased slightly in size due to a 2.4 inch increased wheelbase. While back seat riders will not be having card games, they will find reasonable length journeys much more enjoyable than in many competitive vehicles.

The S60 is competitively priced within its class at $37,700 and provides reasonable fuel economy in this new energy conscious world with 18 mpg anticipated in city driving and 26 mpg projected for the highway.
All in all, I’d have to say Volvo has continued its streak of providing exceptional vehicles for those who want value as well as a status symbol to park in their driveway. This new S60 continues to follow the Volvo tenet of safety first, family first sensibleness while also providing the driving excitement a driving enthusiast demands.

Volvo XC60 - eats with Swedish cross-sticks

Safe. A Volvo must be safe. It doesn’t matter if the subject of the safety wand is a big sedan, compact wagon, or mid-size crossover like the XC60. 



Now gripped in Chinese automaker Geely’s chopsticks, the very-Swedish Volvo proves it has the spice and comfy rice that today’s youthful upscalers demand.
When Lexus, Acura, and others began introducing luxury crossovers, cautious Volvo wasn’t especially eager to hurry into anything new. Its cars still looked like the boxes they came in and it was quite happy to keep producing the turbocharged station wagons for which it was renowned. A jacked up V70 wagon became the Cross Country, the company’s first machine that could accomplish some semi-challenging off-roading (I once blitzed a power easement with aplomb). The XC90 three-row crossover, based on its large car platform, showed forever more that Volvo could build crossovers as good as any without losing anything that made it a Volvo. On a little smaller scale is the XC60.

I about dribbled my dungarees when I saw the voluptuous Passion Red R-Spec XC60 roll into my driveway. That wasn’t because I was all a-gunk over its side curtain airbags. Its mug and shoulders identify itself immediately as one of the Volvo pack, but dressed up with 20” alloy wheels, gray ground affects, and taillamps that follow body curves from roof to bumper look as ready for the track or Manhattan club as a convention of corporate health & safety managers. Some of Volvo’s classic design cues were melted for modern, but one can still recognize the XC60’s lineage from a continent away.

Interior design continues themes set by the S40 and S80, which is to say very Swedish. Major controls are wrapped around the driver, a thin center control stack clears room behind it for small items, and the climate control can be adjusted with a clever “seated human” chrome accent. The Dolby Pro Logic II audio system with 12 speakers and 910-watts of drenching audio thumped the Glee version of Teenage Dream until my partner threatened to ban the show in our home. Navigation, USB iPod input, Bluetooth phone connectivity, and stunningly beautiful blue analog gauges made travels easy. A full array of airbags also makes them safe.
Mother Mary herself must have invented Volvo’s seats. Soft as Martha Stewart’s down pillows, they perfectly support the contours of your back while plushing your plushier regions. They’re also designed to protect you in an accident with whiplash-reducing headrests. Heated cushions – front and rear - soothe in autumn and winter chills.

There’s also safety in performance. In our R-Spec, the six-cylinder turbo engine stamps at the ground ready to storm off in a huff, only held back by the driver’s desire to avoid expensive paper from law enforcement. With the aid of a twin-scroll turbo, the powerplant generates 300-HP and 325 lb.-ft. of torque, enabling a 0-60mph tear in 7.1s on the way to a 130-MPH top speed. A six-speed automatic transmission and torque-shifting all-wheel-drive put all of that energy straight to the pavement. Using all of the powertrain’s mighty force will yield somewhat less than the stated 16/21-MPG city/hwy.

In a crossover the size of the XC60, three centuries of equestrian gallop is more than adequate to get your heart pumping. Speed-sensitive steering, sport-tuned suspension, and large disc brakes ensure the rest of the vehicle is up to the challenge laid down by its engine. At Interstate speeds, the turbo is in its happy place, generating torque and thrust like The Fed prints IOUs.

Fort Knox probably has a patent on the super-thick Volvo doors, but one feels like a stinger missile wouldn’t faze the XC60 from the moment they close. It’s how The President must feel riding inside his Cadillac Beast. Working to prevent accidents are “BLIS” blind spot warnings, rotating headlamps to follow curves, rearview camera, front and rear parking sensors, adaptive radar-enabled cruise control, and electronic stability control. Volvo’s new City Safe crash avoidance technology uses a laser to detect slow moving traffic. Up to 19 MPH, the brakes are pre-charged when danger rears, and if you don’t respond the vehicle brakes automatically. Your momma loves you no more.

Built by a Chinese-owned automaker, the XC60 eats with Swedish cross-sticks. What’s most important is that’s it is every inch a Volvo – ready for a more youthful and style-setting driver. And, safe. Don’t forget safe. Price as tested came to a touch over $48,000, making it competitive with the Mercedes GLK, BMW X3, Cadillac SRX, and Lincoln MKX.

2011 Volvo XC60 R-Spec
Five-passenger, AWD Crossover.
Powertrain: 300-HP 3.0-litre Turbo I6,
6-speed auto. trans.
Suspension f/r: Ind./Ind.
Wheels: 20”/20” alloy f/r.
Brakes: Disc fr/rr with ABS.
Must-have feature: Safety, Danger.
Fuel economy (city/hwy): 16/21-MPG
Manufacturing: Belgium.
As tested price: $48,000.

Volkswagen Golf TDI

It's a good thing the MINI Cooper came along, as far as the Volkswagen Golf is concerned. For years, the Golf soldiered along as a subcompact that cost a bit more than most others, and offered
excellent driving dynamics and a bit of European cachet for the price walk.



All of that didn't mean much until the MINI arrived and coined the term "premium compact." With those two words, suddenly it was okay to be a small car that cost a bit more.


These days, there's even more reason to forgive the Golf's high price, thanks to a fresh redesign for 2010 and the return of the Golf TDI. With diesel power, the Golf adds a significant increase in fuel economy without the usual tradeoffs that come from having a smaller, more efficient gasoline engine. It's also less complex than a hybrid-electric vehicle. The Volkswagen TDI lineup has many loyal owners thanks to its reputation for frugality and reliability. So what's it like going diesel? Pretty much the same as burning gas, actually. The trick of the TDI is, of course, that it drives pretty much like everything else. The 2.0 liter, 140 horsepower direct-injection common-rail engine is a "clean" diesel, so it's emissions compliant in all fifty states.
With 236 pound-feet of torque, the Golf TDI rumbles off the line with considerably more confidence than you'd get from a similarly-sized gasoline engine. On the road, the Golf TDI is somewhat quieter than its gasoline-powered stablemate, and there is no clatter at idle. A six-speed manual transmission is standard, and VW's DSG dual-clutch six-speed automatic is also available. Best of all, of course, is the fuel economy. This car gets an EPA-rated 30 mpg in the city and 41 on the freeway (the automatic bumps the freeway number to 42mpg), which puts it on par with several microcars and hybrids. Driven frugally, the Golf TDI can travel 500 miles on a full 14.5-gallon tank. I put that impressive range to the test, as well, and did a lot of driving during the week it spent with me. From Detroit, Michigan, to Kalamazoo, Auburn Hills and Bowling Green, Ohio, the TDI roved the northern Midwest for seven days. Thankfully, the Golf's a good road-tripper in spite of its small size. The suspension is independent front and rear, using MacPherson struts and coil springs. The Golf TDI is tuned a bit sportier than the gasoline-powered version. Golfs are sporty hatchbacks in any case, and it's a pleasure to toss this well-planted little car into a corner. Volkswagen has engineered the Golf TDI to communicate well, and it provides an entertaining driving experience. Though it's not an overtly sporty vehicle, it should be listed in the ranks of distinctly fun-to-drive compacts like the Mazda3 and MINI Cooper. Four-wheel disc brakes with
ABS and electronic power steering are standard equipment. VW's
Electronic Stability Program (ESP) stability control is also tandard.
Interior comfort is a cut above that of the average subcompact. The
layout and switchgear could have been borrowed from an Audi, and this is a good thing. Audi needn't worry; the Golf lacks the leather and real aluminum that set the German luxury cars apart, but the styling, fit and finish are premium-grade. Even the standard cloth upholstery--VW calls it "Me2" is above average. The TDI adds a leather-wrapped steering wheel with multifunction controls. The four-door hatchback's rear seats fold down to open up a cargo area big enough to swallow a lawn mower, should you be moved to do so. Heated seats are available, as are satellite radio, a touch-screen navigation system and a sunroof. The Golf TDI is also available with Bluetooth connectivity.
The all-new styling is evolutionary. The familiar black grille with a chrome VW logo flanked by flush-mounted headlights has been
streamlined, and the new Golf appears from some angles to be smirking.
The tall, rounded greenhouse is devoid of chrome trim, and no
moldings clutter the Golf's taut sheetmetal flanks. It's a subtle
change, but overall provides a cleaner, more upscale look. 

The new
model may be distinct from its predecessor, but spotting the Golf TDI isn't easy. The diesel is differentiated only by a "TDI" badge on its tail and oval fog lamps up front. The Golf TDI is available as a two-door or four-door hatchback. The all-new Golf remains a cut-above sort of compact car, and the Golf TDI offers outstanding fuel economy as well as big-car comfort and entertaining driving dynamics.
Golf pricing starts at $17,490 for the gasoline-powered version. The frugal Golf TDI commands a small price premium, with stickers starting at $21,990 for the two-door and $22,590 for the four-door. My well-equipped tester featured the DSG automatic transmission, a sunroof, heated seats and a navigation system, and stickered for $27,014.

All specs are for the 2010 Volkswagen Golf TDI:
Length: 165.4 in.
Width: 70.3 in.
Height: 58.3 in.
Wheelbase: 101.5 in.
Curb weight: 2994 lb.
Cargo space: 15 cu.ft. (all seats up)
Base price: $21,590
Price as tested: $27,014
Engine: 2.0 liter SOHC turbocharged diesel inline four-cylinder
Drivetrain: six-speed dual-clutch automatic transmission, front-wheel drive
Horsepower: 140 @ 4000
Torque: 236 @ 1750-2500
Fuel capacity: 14.5 gal.
Est. mileage: 30/42

Volkswagen Jetta SEL - Jetta grows up

Here’s the top-of-the-line version of the sixth generation of what used to be a Volkswagen Golf/Rabbit with a trunk grafted on. But no longer, or to be specific, almost three inches longer than the last (read fifth-) generation Jetta. This one’s built in Puebla, Mexico with its own sheetmetal nose to tail.

The first Jetta was way back in 1979, and stayed a trunked Rabbit through the last generation in 2005. But in a bid to market a different and less expensive Jetta to folks who might cross-shop a Honda Civic, Toyota Corolla or Chevrolet Cruze, the sixth-generation model becomes a stand-alone model redesigned for the American market. And to make sure it gets noticed among other compacts, there’s a base U.S. Jetta that starts at around $16,000, with power windows, air conditioning, AM-FM-CD stereo and remote keyless entry – more than $2,000 less than the 2010 version.
The result is a clean-sheet design with more room and the new face of VW, unveiled recently in Times Square. So let’s getta gander at the new Jetta.
* VW vision – The redesign means a 182.2-inch-long, 57.2-inch-tall, 70-inch-wide compact sedan with the new chiseled face of VW. At first glance in white, it looks a bit plain. But a closer look reveals some serious Audi-esque touches.

The grill is three lines simple, flanked by slightly lidded trapezoidal headlights, no longer getting the black or chromed shield look of the last generation. A simple bumper sits above a lower air intake with neatly integrated foglamps in black fascias, for a wide lower mouth with a slight air dam. Design lines V off the grill to add some tension to the hood before sliding into more raked windshield pillars, while subtle flat fenders flares add an Audi A4-look. Another design line adds some flare as it connects the fender flares at the lower door sill, while gloss black accents the B-pillar. More Audi can be seen in the upsweep of the rear fender line under simple, large taillights and a short deck. The side mirrors get LED turn signals. Both ends get a chrome VW emblem, seemingly smaller than in the past, while two small exhaust tips peek out of the reflector-accented lower fascia. The alloy and black-painted 15-spoke wheels with Michelin 17-inch radials add a final sporty touch to the sedan, a look I warmed up to as I drove. But no one gave it much notice, although I noticed it seemed almost as big now as a neighbor’s Passat.

* Jetta living – My wife had a Jetta 1.8 turbo a few years ago, with a very German interior full of precision controls and padded and soft-touch materials. But while the new Jetta’s appears to be an updated version of the past, it’s been economically trimmed. Instead of a padded dashboard, VW made it a semi-gloss hard plastic with a leather grain that helped drop the bottom line. Soft-touch spots on the door and dash are gone, replaced with harder plastic, while the delightful stitched leather-look on the 2010 Jetta Sportwagen’s door handles we saw earlier this year aren’t there either. The entire design is clean and nicely updated, a gentle hooded cowl hosting a 160-mph speedometer and 8,000-rpm tach flanking a white LCD clock/odometer/trip computer over arcing digital bar gas gauge – nothing else. It’s smooth in looks and legible, but not sporty. A manual tilt/telescope steering wheel with a grippy leather-clad rim has stereo and Bluetooth phone/music voice command buttons accented in chrome and back-lit in red, with trip computer and cruise control buttons on the stalks as usual. The dash center is also cleanly designed, twin air vents over a compact LCD touch screen for navigation and the decent AM-FM-Sirius Satellite-CD stereo, with single-zone a/c under that. The audio system gets a volume knob, with all 18 station preset buttons on a novel rotary touchscreen display spun by the central knob, easy once you do it a bit. A storage nook underneath has a 12-volt outlet and a padded rubber base to hold a cellphone or MP3 player that can be patched into the stereo’s audio input – the iPod adapter is on the dual-level locking glovebox. Twin cupholders and a usable storage area under the low center armrest are about it, along with hard plastic door map pockets with room, even water bottle slots.
The leather-look V-Tex leatherette (no leather offered) front bucket seats were comfortable, with manual height adjustment and a bit of manual lumbar for the driver. The extended wheelbase means a much nicer backseat area. I never wanted to ride back seat in my wife’s Jetta due to lack of adult knee room. But the bench seat in back of the 2011 model gets 2.7 inches more legroom, resulting in a very comfortable area for two adults, with a power door lock switch at the back of the center console. The seatback splits 60/40 and folds, with trunk-mounted pull tabs, adding to a very deep and roomy area that can be expanded.
All controls are Audi-like back-lit in red, with decent feel, a red LED spotlight on the center console. We also had (and I have always liked) the Audi-style select-a-position rotary sunroof control. For safety, driver and front passenger airbags, side airbags in front and side curtain airbags in front and rear. But our horn didn’t work.

* VW vroom - The North American 2011 Jetta revived an old friend for the base model – an adequate 115-hp four first seen years ago. You can also pick soon from a torquey 2-liter turbodiesel direct injection clean diesel with 140 hp and 236 lbs-ft. of torque, quick but thrifty based on the last versions of it I tested. A 200-hp turbocharged gas engine is coming, or you can get the 170-hp in-line five we had in our Jetta SEL. The turbo-diesel and turbo-gas engines get a dual-clutch automatic that’s a precision-shifting dream. Our 5,500-mile-old test car had the basic 6-speed automatic with sport shift option, a combo that resulted in gentler launches unless you are in sport. Do that, and the gearing stays in the meat of the rev range and launches us to 60-mph in a satisfying 8.3 seconds with that distinctive in-line five’s thrummmm. Passing power was nice, with clean shifts, and we managed a good average 28-mpg on regular. But the in-line five is a bit noisy when cold, and there is no temperature gauge on the simplified dash.

For 2011, all Jetta sedans get a torsion beam solid rear axle, the result a bit less of that German stiction my wife’s Jetta and others had. In general, the 2011 Jetta isn’t as much fun to play with. The ride was comfortable, maybe a bit less responsive than the last Jettas I tested with the more complex (read more expensive) independent rear suspension. That said, it still has good road manners, handling curves and off-ramps well, bumps and lumps absorbed with fine suspension control, just taut enough. We did detect a bit of ripple at the edges on rougher roads, but with two on board, it was fine. Our Jetta was also fairly quiet at highway speed, just a bit of wind noise. The traction/stability control is on all the time, and can’t be turned off or even backed off a bit, so it tapped in at the low edges of understeer and took some fun out of playing harder. The SE and SEL levels of trim get rear disc vs. drum brakes, so our brakes had a decent pedal feel and minimal fade after hard use. The power steering had a nice feel, a bit overboosted at speed. In general, the 2011 Jetta still had most of the German refinement I looked forward to in the past model, but I didn’t grin as much when driving it.

* Jetta jingle – So what does a slightly simplified, slightly larger, dare I say it slightly more Americanized Jetta go for these days? That base 115-hp version starts at $16,000. Our almost top-of-the-line SEL starts at $21,395 and gets fog lamps, chrome accents on the grille, chrome trim on the side window sills, machine-polished 17-inch alloy wheels, keyless access with push-button start, touchscreen navigation system and a trip computer on top of all the other standards like cruise control and power windows/mirrors/door locks. Our sunroof boosted the price to $22,295. We didn’t have it, but a Sport Package adds $795 and a sport suspension, sport bolstered seats, aluminum sport pedals and door sill accents.

For comparison, a 138-hp Chevy Cruze LT with leather is around $24,685; a 173-hp Kia Forte without navigation is a bit under $20,000; a 140-hp Honda Civic EX-L with leather is a bit over $24,000, and a Toyota Corolla XRS with 158-hp is just under $24,000. A Mazda3, with 167-hp, can be a few thousand more. Surprisingly, while the new Jetta is longer and roomier than its predecessor, many compact competitors are just a tad longer in length and wheelbase.

* Bottom line – The 2011 VW Jetta has a more mature personality, one that still gives me a grin when I drive one. The new Jetta ends up as a roomier compact family car with good engine, ride and handling package that has some edge to it. But a Mazda3 is more fun to drive; a Forte looks edgier; and the Honda and Toyota have value added to their names.

2011 Volkswagen Jetta SEL
Vehicle type - 5-passenger compact sedan
Base price - $21,395 ($22,295 as tested)
Engine type - DOHC, 20-valve in-line five
Displacement – 2.5 liter
Horsepower (net) – 170 @ 5,700 rpm
Torque (lb-ft) – 177 @ 4,250 rpm
Transmission – 6-speed automatic w/manual shift mode
Wheelbase – 104.4 inches
Overall length -182.2 inches
Overall width – 70 inches
Height – 57.2 inches
Front headroom – 38.2 inches
Front legroom – 41.2 inches
Rear headroom – 37.1 inches
Rear legroom – 38.1 inches
Cargo capacity – 15.5 cu. ft.
Curb weight – 3,109 lbs.
Fuel capacity – 14.5 gallons
Mileage rating – 24 mpg city/ 31 mpg highway
Last word – The Jetta grows up