Monday, April 27, 2009

2009 Maserati Quattroporte Sport GT S

2009 Maserati Quattroporte Sport Gt S Front Three Quarter View

Let's get the negatives out of the way first. The steering on the Maserati Quattroporte Sport GT S is slightly numb on center, the brakes have an eerie dead spot before they bite, the ride quality is brittle on broken pavement, and the shift paddles feel cheap. And to that, we have to say, "Who cares?" There are too many other things to love about the Quattroporte.

The Sport GT S - Maserati's most driver-focused Quattroporte yet - combines all of the best features that have trickled into the gorgeous Italian four-door since it launched more than five years ago. These items include dual-cast Brembo brakes (aluminum hubs, iron rotors), Bilstein dampers paired with stiffer springs, a brilliant ZF six-speed automatic transmission, and a Ferrari-built 4.7-liter V-8. The result is the most emotionally appealing luxury sedan on sale today.

If you have any doubts about that assertion, all you need to do is accelerate the V-8 past 7000 rpm while driving through a tunnel. With a simple push of the sport button on the dash, the dual-mode mufflers belt out a symphony of exotic, tantalizing music that reminds you why normally aspirated engines still offer tremendous appeal. Sure, this powertrain provides horrendous fuel economy - 11 mpg city and 18 mpg highway, according to the EPA - but the Quattroporte's exhaust note alone might make you forget about that.

And it's not as if the Quattroporte's competition - cars such as the Audi S8 and the Mercedes-Benz S63 AMG - are much, if any, friendlier at the pump. After all, these low-volume cars are all about performance and pedigree, not efficiency, and that's where the Maserati shines. The aforementioned German sedans are basically luxury cars with bigger engines, larger brakes, and stiffened suspensions. They go to battle with a big stick and a take-no-prisoners attitude. The Quattroporte is different. What it gives up in displacement and raw grunt, it easily makes up for in handling. The 433-hp V-8 is mounted behind the front axle, and 51 percent of the car's 4375-pound mass sits over the rear wheels. No other large luxury sedan can dance like the Quattroporte. Front-end grip is beyond reproach, and you can adjust the big, beautiful four-door's cornering line with the throttle, as in a Ferrari. In the Audi and the Mercedes, by comparison, you always feel as if a computer is helping you go fast, and you sometimes wonder what happened to the fun.

As for practical considerations, it's true that Maseratis have never been known for quality or resale value, although the company has made great strides recently in those regards. So we certainly can't fault anyone for choosing one of the German cars instead, but we also can't think of another large luxury sedan that rewards its driver as much as the Quattroporte does - or one that looks so good doing it.

The Specs:

On sale: Now
Price: $138,100
Engine: 4.7L V-8, 433 hp, 361 lb-ft
Drive: Rear-wheel

Honda CR-Z

Honda CR-Z

Who said hybrids couldn’t be stylish? Honda’s sleek coupé is a modern interpretation of the original CR-X – but with a bold nose and recessed headlamps inspired by the very latest designs from Honda’s new-car line-up. Yet it promises to be more than a pretty face – under the skin is an advanced hybrid engine – and the Japanese manufacturer has confirmed its will go on sale in 2010.



Using a similar powertrain to the recently-launched Insight hybrid, but tuned for sportier performance, the CR-Z will use an i-VTEC engine twinned with an electric motor to combine excellent fuel economy and lively performance. Just like the Toyota Prius an even more economical plug-in version is currently in development too.


TATA Nano EV

Tata nano euro

It’s the world’s cheapest car – but as if that wasn’t enough, the TATA Nano will soon be available in electric form too. The Indian company has already developed a plug-in Indica and the same technology will be transferred to the Nano. Developed with the help of Norwegian electric vehicle specialist Miljobil Grenland, it features a hi-tech lithium-ion superpolymer battery that promises a range of 120 miles from a single charge. Expect the eco-friendly four-seater to do 0-60mph in less than 10 seconds, while its battery can be fully revived in eight hours.


The only problem could be the price – the Indica EV goes on sale in Norway soon for the equivalent of £25,000. But with a subsidy a Nano EV could cost a lot less.

Tesla Model S

Tesal S

It’s the electric XF! There’s no doubt that the new Model S will be the car that flips the executive car world upside down – and finally puts Tesla on the map. Getting the same lithium-ion battery technology as the Elise-based Roadster, it’s gunning for Jaguar’s XF and BMW’s 5-Series. As well as a gorgeous body there’s space inside for five, with an extra two seats for children behind. Tesla claims 0-60mph in 5.5 seconds and a top speed of 120mph. Buyers can choose from three battery packs, with ranges of 160 miles, 230 miles and 300 miles. Tesla says that the battery can be partially recharged in just 45 minutes. Expect the entry-level model to cost less than £40,000 when sales start in 2012.

MINI Spirit

MINI Spirit

This is the car that will take the MINI into a new dimension. Set to hit the road as early as 2011, the zero emission Spirit is being developed alongside two new models from a joint venture between Fiat and BMW that will produce the Topolino and the re-invented Isetta. Boasting an advanced electric engine mounted at the rear, the Spirit will offer four full-size seats, despite being smaller than the current two-door car. In-wheel electric motors and lithium-ion batteries are a very real possibility too – thanks to the technology that’s already been developed for the MINI E. Lightweight, tough plastic bodywork is under consideration, while the car’s chassis will mix aluminium and composite materials like carbon fibre to deliver enormous strength and light weight.

Vox Wagon up!

VW up

It’s the modern day people’s car! The Up! is the future of VW, a lightweight, fuel-sipping micro car that’s every bit as revolutionary as the original Beetle. Available in three-door hatchback form first and set to go on sale in 2011, the up! will be the most eco-friendly VW ever.

Although stability issues have meant that the firm has already switched the concept car’s rear-engined, rear-drive layout for a more conventional front-engine, front drive set-up that won’t effect the car’s green credentials. Initially, the model will be available with petrol and diesel engines. These turbocharged units will have a capacity of around 600cc and offer CO2 emissions of less than 100g/km and combined fuel economy of 94mpg. But VW will also offer a hybrid version too, with plug-in capacity. It should offer an incredible mix of fuel economy and emissions.

Lightning GT

Gorgeous British sports coupe is mean and very green


Lightning GT

Here’s proof that electric cars can be dream machines too. Built by the Lightning Car Company, based in Peterborough, Cambridgeshire, the GT mixes elegant looks with electric power. Powered by 30 batteries, it generates 36kW and can be charged in only 10 minutes. With the help of regenerative braking, the firm hopes the car will have a range of nearly 200 miles and a 0-60mph time of less than four seconds. It’s powered by four electric motors - one for each wheel - and if investors are found to help develop it, the firm hopes to start sales in the next few year. However, it won’t come cheap. Prices are expected to be around the £120,000 mark.

Fisker Karma

Fisker Karma

American maker Fisker is hoping its new supercar will appeal to both the head and the heart – called the Karma, the Aston Martin Rapide rival uses a rear-wheel-drive, plug-in hybrid system that’s capable of travelling 50 miles on its battery packs alone. On longer trips, a small-capacity petrol engine fires up, producing power for the electric motors. This extends the range to 620 miles. Fisker claims the Karma can return around 100mpg, yet sprint from 0-60mph in less than six seconds and hit a 125mph top speed. To give the best possible balance and handling, the battery is located low and in the middle of the car.

Even though the four-door coupé is no taller than a Porsche 911, it can carry four adults in comfort. The Karma will cost from around £40,000. Sales will start next year.

Vauxhall Ampera

Vauxhall Ampera

GM is leading the way with a whole-new generation of hybrids! The Ampera, co-developed with its sister car the Chevrolet Volt, is poised to set new standards for fuel economy and emissions when it goes on sale in late 2011. Early tests suggest as much as 176mpg and CO2 emissions of less than 40g/km could be possible, along with a theoretical range of 320-miles


The innovative drivetrain features a 150bhp motor running off a 16kWh battery. When this runs flat, a 75bhp 1.4-litre diesel kicks in to charge it up. Vauxhall has promised that the advanced lithium-ion cells will take three hours to top-up from a household socket, and will be guaranteed for up to 10 years. But with the batteries alone costing up to £5,000, the problem is keeping the price as low as possible.

Toyota Prius

Toyota Prius

It's the eco pioneer that helped kick off the hybrid movement 10 years ago – and now, the latest version of Toyota’s Prius is here!

Engineers have left no stone unturned to make this third-generation model faster, more economical and cleaner – plus they’ve improved cabin quality and provided a more car-like driving experience. So, does the Prius live up to the hype? Auto Express drove it to find out.

The newcomer is pretty much the same size as before. Its styling is a neat evolution of the trademark wedge shape, and is better aerodynamically, with a drag coefficient of only 0.25. A larger 98bhp 1.8-litre petrol engine replaces the outgoing 76bhp 1.5-litre, too. As before, this works with nickel-hydride batteries and an electric motor, and total power now comes to 134bhp – about the same as a regular 2.0-litre petrol-engined car.

In addition, Toyota has fitted a new gearbox to reduce friction and allow the petrol unit to run at higher revs and deliver more power.

The result of all these changes is claimed economy of 72.4mpg – up from 65.7mpg in the previous Prius – and a class-leading CO2 emissions figure of only 89g/km.

On the road, drivers get a choice of three modes. Press the throttle and you can silently creep away from a standstill in the ‘EV’ setting, before the engine cuts in at speeds of above 25mph. ‘Eco’ mode is used for everyday driving, while ‘Power’ improves overtaking response.

Even though the new Prius is over 40kg heavier than its predecessor, it’s faster, with 0-62mph in just over 10 seconds. Plus, Toyota’s economy claims don’t seem unrealistic, as we averaged 62mpg during our short time behind the wheel.

On the move, you forget you’re driving a hybrid. The new car is much more stable in a straight line, while the steering has better feedback.

Reach and rake adjustment also makes it simple to find a perfect driving position before you set off. The chunky central tunnel is similar to that in the new Lexus RX450h, but while it looks great and is made of quality plastics, it limits knee and leg space.

More successful is the head-up display, which projects information into the driver’s eye line. A new Pre-Crash safety system warns of an impending collision, too.

While prices have yet to be released, the Prius is likely to range from £18,500 to around £22,000. For a family car, that’s a lot – but there are enough major advances to justify it.

Rival: Honda Insight
Starting at £15,500, the Insight undercuts the Prius by about £3,000. But while it’s good to drive and eco-friendly, it can’t match the Toyota’s claimed economy and emissions figures.

BMW Isetta

BMW Isetta

April 2009

The bubble car is back! BMW’s iconic Isetta was introduced way back in the fifties, but it’s set to make a comeback, and become the greenest model the firm has ever produced. As with all BMW’s the city car will be rear-wheel drive, but with the engine positioned at the back too. And just like the Toyota IQ it will feature a clever 3+1 seating arrangement with an occasional seat behind the drive

From launch a choice of small capacity petrol and diesel engines should return over 100mpg and less than 90g/km of CO2. But the real revelation will be an all-electric version, likely to make an appearance in 2011.

Mitsubishi i-MiEV

Mitsubish i-MiEV

If you’re in the market for an electric car, there’s more than the woeful G-Wiz or the over-priced Tesla Roadster to choose from. This all-electric version of the Mitsubishi i city-car goes on sale over the next few months


A single six-hour charge of the lithium-ion battery pack gives a range of up to 100 miles. Turn on the lights, wipers, heating and stereo on, though – as you might on a winter commute – and that plummets. Still, an ‘eco’ mode cuts power and boosts the range in town, giving most drivers plenty to get to work.



An equivalent power output of 64bhp and 180Nm of torque, available from zero rpm, delivers a 0-60mpg time of 13 seconds and a top speed of 87mph.



Technology like this isn’t cheap – the i-MiEV is likely to cost at least £20,000. But plenty of people have already paid deposits, and Mitsubishi should easily sell the 200 i-MiEVs it aims to bring to the UK this year.

Peugeot 308 Hybrid

Peugeot 308 hybrid

It’s been almost two years since we saw the 308 Hybride concept at Frankfurt in 2007, but the world’s first diesel-electric hybrid is well on the way to production. Our sources have revealed a late 2010 unveil is on the cards, with the eco-hatch hitting showrooms a year after that.

As demonstrated on the Prologue concept in Paris last year, the all-wheel drive powertrain will feature a 1.6-litre HDi engine to turn the front wheels and an electric motor to turn the rears. The result is a 35 per cent improvement in fuel economy over a 2.0-HDi unit with similar reserves of power.

Meet MINI's Speedster

Eye-catching two-seater drop-top is set to be firm’s fastest, most daring model to date – and it will go head-to-head with Mazda MX-5 and Honda CRZ.



Feast your eyes on the fastest and most desirable MINI ever! This is the Speedster – a head-turning two-seater drop-top that will combine dramatic looks with sizzling performance. Arriving hot on the heels of the Crossman – the firm’s first 4x4 – the stunning roadster will take the famous brand further into uncharted territory.

Rumours have been circulating for a number of years about the Speedster, which will rival the next-generation Mazda MX-5, as well as Honda’s upcoming CRZ. But it appears bosses at MINI’s parent company BMW have finally plucked up the courage to make the firm’s first genuine sports car a reality. And our exclusive images show how the flagship will look.

Unlike the Crossman, which borrows its underpinnings from the forthcoming BMW X1, the Speedster will use the same platform as the MINI Convertible. This allows maximum flexibility for component sharing with the current range, and will help to minimise development costs.

But to give the Speedster its own unique identity and sports car looks, the standard Convertible’s impractical rear seats have been ditched. By making it a strict two-seater, engineers have created more boot space, too.

Distinctive roll hoops, a lower and wider stance and oversized wheelarches make up the car’s classic roadster proportions. But the split front grille, familiar bonnet scoop and chrome-rimmed tail-lights, as well as the twin central exhausts, ensure it’s unmistakably a MINI.

An electric folding soft-top – similar to that on the standard Convertible – stows away in the boot when the driver wants to be exposed to the elements.

The fabric hood isn’t as complex as a folding hard-top design, and doesn’t weigh as much, either. Plus, it gives designers more scope to create a sportier silhouette to match the steeply raked windscreen.

A removable hard-top that fits snugly over the canvas hood will also be offered.

Not only will it provide better protection from the elements and reduce wind noise on long journeys, but by arcing smoothly from the top of the windscreen to the vehicle’s rear – behind the roll hoop extensions – it will create a coupé-like profile. So, buyers effectively get two cars in one.

The MINI’s unique styling will be developed in-house, but Auto Express believes there is a chance that the finished bodyshell will be built by a third party.

The shells will be cut down, modified and stiffened before they are then returned to MINI to have their running gear fitted.

A premium of £2,000 over the Convertible is likely, so prices should start at around £18,000 for the Cooper S version when it goes on sale here in 2011. There will also be a John Cooper Works model.

Given British buyers’ fondness for convertibles and the success of the brand, the Speedster seems a surefire hit for the expanding MINI empire.

Mercedes SLS

Best spy shots yet show new Gullwing supercar is almost showroom-ready


Mercedes SLS

Here's proof that Mercedes' new supercar is about to spread its wings. This is the SLS, which has been caught virtually undisguised testing in Germany

Featuring 'gullwing' doors, the strict two-seater goes on sale next year, after an official unveiling at the Frankfurt Motor Show in September. As you can see from these pictures, it mixes classic design cues such as a long bonnet and short tail with more modern detailing including bold xenon headlights.

Developing around 570bhp at 6800rpm, Mercedes claims the 6.3-litre V8 machine will sprint from 0-60mph in 3.8seconds while top speed is electronically limited to 196mph. Drivers will get a 7-speed dual-clutch transmission while the engine is dry-sumped in order to keep the centre of gravity as low as possible.


Sales start next summer with each model costing around €150,000.

Hot diesel Golf is cheaper than GTi

New GTD to undercut petrol hot hatch by around £500- providing torque from turbodiesel and mixing strong pace with economy


VW Golf GTD

VW’s new performance diesel Golf isn’t just a frugal alternative to the GTI – it’s cheaper than the hot hatch favourite, too.

With prices set to start at £21,850, the GTD undercuts its petrol stablemate by around £500. For that, buyers get a tweaked version of the 2.0-litre turbodiesel – delivering 168bhp compared to the GTI’s 207bhp petrol turbo. But with 71Nm more torque, at 350Nm, the GTD should feel just as punchy.

When mated to the six-speed manual transmission, the new diesel returns 53mpg economy and puts out 139g/km of CO2.

Inside, the cabin gets a revised version of the famous GTI tartan, with red substituted for grey. The GTD goes on sale on 22 June, starting at £21,850 for the three-door six-speed manual. A twin-clutch DSG box adds another £1,305, with the DSG five-door costing £23,740.

BMW, Mercedes-Benz mulling four-cylinders for the U.S.

Audi is currently the only German luxury car maker to offer a four-cylinder engine in the United States, but that could change in the coming years. With more stringent fuel economy and emissions regulations set to come on line in the coming years, both BMW and Mercedes-Benz are strongly considering bringing four-pots back to the U.S. market.

Four-cylinder engines are nothing new to BMW or Mercedes – both automakers market a number of gas and diesel four-cylinders overseas – but neither automaker currently offers a four-pot in the U.S. market. BMW’s last four-cylinder offering was in the 318 of the late ‘90s, with Mercedes last offering a four-cylinder in the last-generation C- and SLK-Class.

However, that could change as more stringent regulations are set to take effect. BMW’s U.S. head, Jim O’Donnell, revealed to Automotive News that a turbocharged and direct-injected four-cylinder could be in the cards for some of BMW’s U.S. offerings. The new powerplant could see duty in BMW’s 1- and 3-Series models, as well as the next-generation X3 crossover and the upcoming X1 CUV. No specifications were given on the new gas mill, but O’Donnell says the new engine would be as powerful as BMW’s current six-cylinder engines, but would use less fuel.

Mercedes is also considering a four-cylinder for the U.S. market, but is opting to go the diesel route. Mercedes could slide its 204 horsepower 2.2L diesel under the hood of its U.S.-spec C-, E- and GLK-Class vehicles, netting mileage as high as 40 mpg highway. Mercedes showcased its four-cylinder diesel technology at the 2009 New York Auto Show in the form of the E250 Bluetec Concept.

Although plans are in place in both camps, neither automaker is planning to make move on four-cylinders until the U.S. government makes a final ruling on fuel economy and emissions regulations. But with fuel economy still at the top of many shoppers’ lists, we suspect four-cylinders will be in BMW and Mercedes showrooms in the coming years.


2009 BMW 328

2009 BMW 328
  • MSRP: $33,600 - $44,550Define MSRP
  • Invoice: $31,090 - $41,165Define Invoice
  • Market Price: $31,929 - $42,099Define Market Price
  • Fuel Economy Range: 28 mpg Hwy, 18 mpg City
  • Basic Warranty: 48 months/50,000 miles
  • Fuel Type: premium unleaded
The following review is for a 2008 Model Year. There may be minor changes to current model you are looking at.

Introduction

But aside from subjective price-value analysis, the noteworthy hitch in the 3 Series is the downside of the electronic gizmos.There are long-time fans who'll tell you that the basic appeal of their favorite Bimmer is getting mucked up with too much annoying stuff. With that in mind, the bottom line remains.The 3 Series cars accelerate, turn and stop with remarkable agility and balance, without seriously compromising comfort or common sense.These cars still define sports sedan (or coupe or wagon), and they remain the target for every luxury car brand from Acura to Volvo.The BMW 3 Series comprises a range of sedans, coupes, convertibles and wagons, with different engines, a wide variety of options, and a spread of $35,000 from the bottom to the top of the line.Yet from the least expensive 328i sedan to the ultra-high performance M3 (reviewed separately), all 3 Series cars put an emphasis on one thing: Sporty driving dynamics that appeal to enthusiast drivers. For 2008, BMW matches its xDrive all-wheel drive system with its 300-horsepower, twin-turbo six-cylinder engine for the first time in the 3 Series, introducing the 335xi sedan and coupe.The 3 Series also offers paddle shifters on the steering wheel with the optional six-speed automatic transmission.And with introduction of the new 1 Series coupe, the 3 Series cars are no longer the smallest in BMW's North American lineup. All 3 Series models share mechanical components and similarly compact exterior dimensions.Differences lie in body style or exterior design, though the coupe and convertible have belts for four passengers rather than five.All are a blast to drive. BMW sells more manual transmissions in this class than any manufacturer, and that probably says something about the type of drivers choosing the 3.These are rear-drive cars, though all-wheel drive is available, and even the optional automatic transmission is tuned for crisp, sporty shifting.Handling response is sharp and precise, and braking capability is best in class.The Sports Wagon adds substantial cargo space and utility.It's great for couples or families who often bring the dog, though it isn't available with the twin-turbo engine. The 328i and 335i Convertibles might be the sexiest 3s, with their fully automatic, one-button folding hardtop.With the top up, the convertible is nearly as solid and quiet as the coupe.The tradeoff, aside from the substantial price increase, is that the convertible seats four and has very little trunk space. The two-door 3 Series coupes are the sportiest.The firmer sport suspension, optional with other body styles, comes standard on the coupe, and these are the lightest cars in the line.They seat four, like the convertible, but they'll appeal to those who want sporting capability something like a sports car's but need a reasonable back seat and decent-sized trunk. The emphasis on sporty driving shouldn't put anyone off.The base engine in the 328s, BMW's trademark 3.0-liter straight six, is more than powerful enough for brisk acceleration and a sinfully good time.The upgrade twin-turbo six in the 335s is one of the most viscerally satisfying engines in production. The four-door 3 Series sedan is most familiar, and among the most passenger friendly.Even with the firmest suspension, the ride in all 3 Series models remains reasonably supple.There's room inside for young families or four adults for a night out, in well-designed, nicely finished interiors. The 3 Series offer gizmos you'd expect in larger, full-on luxury sedans.Those powerful engines are also efficient, and EPA mileage ratings go as high as 28 mpg Highway.Exterior dimensions for all models are relatively compact, making them good cars for crowded city centers.All are distinctively styled and clearly recognizable as BMWs, which should get you a good valet spot, depending on the places you frequent. All 3 Series models have a full array of airbags, with good scores in government and insurance-industry crash tests.Available all-wheel-drive adds extra security in foul weather.All models feature the electronic wizardry that has become BMW's stock-in-trade over the last decade, including one of the auto industry's most complex stability-control systems. Some competitors offer more room, more power, better mileage or maybe better interiors for less money.

Lineup

The 2008 BMW 3 Series includes four-door sedans, wagons, two-door coupes and convertibles in 10 distinct models, not counting the extra- powerful M3s.All the standard 3 Series cars are powered by BMW's familiar inline six-cylinder engine, and all-wheel drive is available.It's really a choice of body style and engine power. Model designations are consistent across the body styles and standard equipment is similar, though the coupes and convertibles include a few more features in the base price.Minimally, all 3 Series cars come with automatic climate and headlight control, a climate-controlled center console, heated windshield washer nozzles, rain-sensing wipers, a power moonroof, 10-speaker AM/FM/CD and BMW's self-braking Dynamic Cruise Control.Wheel size varies from 16 to 18 inches.All offer a choice of aluminum or different wood interior trims, with vinyl upholstery and a six-speed manual transmission standard.BMW's six-speed Steptronic automatic ($1,325) is optional on all models. The rear-wheel-drive, five-passenger BMW 328i sedan ($32,400) is powered by a 230-hp 3.0-liter inline six.The 328xi sedan ($34,600) adds BMW's x-Drive permanent all-wheel drive system, noted by the x-designation on all 3 Series models so equipped. The 335i sedan ($38,700) and 335xi sedan ($39.300) feature a turbocharged version of the 3.0-liter six, delivering 300 horsepower.The 335 models also add features, including power front seats with memory and BMW's Logic 7 audio upgrade. The 328i Sports Wagon ($34,300) and 328xi Sports Wagon ($36,100) offer more load-carrying potential and versatility than the sedan, with a rear tailgate and rear window that can be opened separately.The wagon is not offered with the turbocharged engine. The 3 Series coupe is available in four versions: 328i ($35,600), 328xi ($37,400), 335i ($41,200) and 335xi ($43,000).The slinky coupe has two doors, a two-place rear seat and a slightly smaller trunk than the sedan, with a firmer, sport-tuned suspension that's optional on other body styles. The 3 Series Convertible offers a retracting metal hard top that opens and closes with the touch of a button, and either engine: 328i ($43,500) and 335i ($49,500).The convertible seats four, like the coupe, but it's not offered with all-wheel drive. Options are plentiful, though most are grouped in three packages.The Premium Package ($1,650-$3,350, depending on model) adds Dakota leather upholstery and a number of conveniences, including Bluetooth cellular phone interface, power folding side mirrors, a digital compass in the rear-view mirror and hardware for BMW Assist, the telemetric package that provides safety, convenience and concierge services.The Cold Weather Package ($600-$1,000) adds electrically heated seats, high-intensity headlight washers and a split-folding rear seat with ski sack. The Sport Package ($500-$1,800) includes sporting suspension calibrations tuned by BMW's M performance division for the sedan, wagon and convertible, more heavily bolstered sports seats and a wheel-performance tire upgrade. BMW's Active Steering system ($1,400) and radar-managed Active Cruise Control ($2,400) are available as stand-alone options on all 3 Series variants, as is a DVD-based navigation system ($2,100).Sirius satellite radio hardware ($595), the Logic 7 stereo ($1,250) and most of the features in the three packages are available as stand-alone options. Safety features include front-impact airbags that deploy at different rates depending on the severity of impact, front passenger side-impact airbags and full-cabin, curtain-type head protection airbags.The convertibles add knee airbags that help keep front passengers from sliding under the seat belts. Active safety features, designed to help the driver avoid collisions, include Dynamic Stability Control and the latest generation antilock brakes.The ABS preloads the brake pedal when the driver suddenly lifts off the gas pedal, and includes a feature that lightly sweeps the brake discs dry every 1.5 seconds when it's raining.

Walkaround

All of the 2008 3 Series models are different.But all are immediately recognizable and BMWs, and every 3 Series body style shares design traits with the others. The similarities start with a shared 108.7 wheelbase, which is the only obvious hint that under the body panels all 3 Series models are nearly identical.By every other exterior dimension, all body styles come within two inches of the other.In general, these are the largest 3 Series cars ever.Most of the extra width and length translates into more interior space compared to previous generations, particularly in the back seat. The 3 Series sedan is the best seller, and perhaps most familiar to the motoring public.It features BMW's traditional double-beam headlights, now under clear covers that wrap around the corners and taper to a point that emphasizes the car's width.Thanks to the weight of the top's operating mechanism, as well as body reinforcements intended to maintain structural integrity when the top is open, the convertibles are heavier than the lightest 3 Series cars by some 400 pounds. The 3 Series' high-tech theme is visible from the outside.Most models come with adaptive bi-xenon headlights that turn with the steering wheel to aim into a curve.All feature BMW's adaptive brake lights, which are based on the idea that drivers in the cars following a 3 Series will know when the 3 is braking hard.The LED lights illuminate more intensely, over a larger area, when the driver applies the brakes full-lock or when the ABS operates.The Sport Wagon is identical to the sedan from the center roof pillar forward.Rearward, its roofline tapers slightly all the way to the rear of the car, while the bottom line of the rear windows tapers upward slightly, creating a teardrop shape. Roof rails are standard on the wagon, and its rear gate opens electrically, with a switch on the key fob or dashboard.The rear glass opens separately, which is convenient for quickly loading lightweight items. Overall, the 3 Series coupe is a bit longer and lower than the sedan, and not as wide.With standard xenon headlamps, its front light clusters are smaller.The coupe's hood looks longer, and it's fashioned with a subtle dome that suggests a powerful engine underneath.The windshield flows into a roofline that's long and curved in a continuous arc, and lower than that on the sedan.With extensive use of plastic composite materials for parts such as the front fenders, the coupes are also the lightest cars in the line, even though they carry more standard equipment. In profile or front three-quarter view, the 3 Series Convertible closely resembles the coupe.Its front end, and the arc its roofline, are nearly identical.The difference, of course, is the convertible's retractable metal hardtop, which opens or closes at the touch of a button in just 22 seconds.The top folds in three pieces and stows itself under the trunk lid.That lid is hinged both front and rear, so that it can open toward the back to swallow the folding top, and from the back to load the trunk.

Interior

The coupe, for example, has different instrument script and a third wood trim option not offered in the sedan (dark-stained poplar).There are subtle interior differences in various models across the 3 Series.We aren't completely enamored with everything inside the 3 Series, but we have few serious gripes. The soft vinyl and plastics improve on previous generations in both appearance and feel, and they put the finish on better footing with the best in class.All models offer a choice of real aluminum or various wood trims, and there's a lot of it on the dash and doors.BMW's Leatherette vinyl is not the least bit tacky, while the optional leather is soft and thick.The 3 Series follows BMW's tradition of soft orange backlighting for the instruments.Some will like it, some won't. The dashboard has a pronounced horizontal format, with more community and less driver orientation than previous 3 Series cars.There are actually two dash designs.The standard setup has a single bubble, or hood, over the gauge cluster, while the optional navigation system is installed in a dash that accommodates it with a second hood in the center.The front door panels are different on each side, as well.The passenger side has a sloped, vertical door pull, while the driver's door lays the door pull horizontally in the arm rest.But the essentials, including dashboard, console and front seats, are the same across the four body styles. The cabin takes the best of several ideas first applied in the larger BMW 5 Series and 7 Series models, synthesizes them for a smaller car and improves them in the process.The fob slides into a slot next to the steering column, and you push the button to fire up.The Comfort Access option makes everything automatic, and the thinking here is more obvious.With fob in pocket, the doors unlock automatically as the driver approaches, and the seats are waiting in their proper position.The driver just pushes the start button, and pushes it again when it's time to get out.Still, we'd prefer a traditional key. Seats have long been a 3 Series strength, and these are better than ever.Even the standard-trim front buckets provide excellent support without feeling too hard.The manual adjustments work great, though we recommend using them when the car is parked.The 335 models get power adjustments with three memory positions.The power seats that come with the Sport Package are outstanding, though the additional back and bottom bolstering make them harder to slide into.As passengers we might like them less, but as drivers we love them. The audio controls could be higher in the center stack for easier access, and the buttons for station presets and assorted functions demand a bit more concentration than they should.Switching between AM, FM and other modes can be distracting while driving, for example.The orange readout on the stereo is almost invisible when wearing polarized sunglasses on a sunny day, even though similar readouts for climate control are perfectly legible. The automatic climate control (which comes standard) features separate temperature adjustments for driver and front passenger.A mist sensor measures moisture on the windshield and automatically adjusts the defroster, while a heat-at-rest feature keeps the cabin heated for a time after the car is turned off. The single-CD stereo (standard) sounds good, with 10 speakers and separate subwoofers under the front seats.The 335 models come with an audio upgrade called Logic 7.It adds wattage and three speakers, with the latest digital sound processing and surround technology.Audio controls on the steering wheel work well, once they're mastered. BMW's multi-layer, mouse-style iDrive interface is optional in the 3 Series, but if you want the GPS navigation system, you'll have to take iDrive.We'd probably do without navigation.We've encountered few people who remotely like iDrive.Window switches are clustered near the driver's arm rest, where they're easy to locate without glancing. The 3 Series has no keyed ignition switch, relying instead on a slot-type key fob and a starter button.We do not like this system, and we're not sold on the benefit it has over a conventional key.It makes simple tasks like calling up a map or pre-setting radio stations a challenge. In other respects, the 3 Series cabin is more user-friendly than ever.The coupe, for example, has seatbelt presenters, or motorized arms that emerge from little doors built into the rear side panels.It used to be that the driver and front-seat passenger had to reach way back to find their shoulder belts.Now occupants just sit down and close the doors, and the belts come to them. There are more storage pockets and nooks than before, and those in the doors are much larger.The new climate-controlled center console is a huge improvement, in both function and appearance.So are the cupholders, though they still aren't the best Rear-seat accommodations are substantially better than in pre-2006 3 Series cars.For starters, the rear air vents can be separately adjusted for both temperature and air volume.There's also more space, particularly in front of the knees.Remember: this is still a compact car, and rear passengers with long torsos will still feel hair rubbing on the headliner.The center position is best left to children.Nonetheless, the rear seat feels more spacious than before, and moves the 3 Series closer to the roomiest cars in the class. The rear accommodations are actually a little better in the coupe, though access is more difficult in the absence of rear side doors.Because the coupes are four passenger cars, the center space in back is replaced by a console, which includes individual storage boxes, additional air vents and footwell lights.There's decent legroom and more shoulder room.It's almost like sitting in a little limousine.There are even buttons on the outside edge of the front seats, in the shoulder area, so those in back can reach up and power the front seat forward to ease exit from the rear of the car. The trunk is largest in the sedan, though still smaller than many comparably sized competitors (12 cubit feet capacity).The 3 Series coupe's trunk is smaller still (11.1 cubic feet), but the split-folding rear seatback is standard (an option on the sedan).A separate compartment under the trunk mat, measuring 1.75 cubic feet, adds some space for small items that won't slide around. The 3 Series convertible offers the least cargo space.There's a maximum 9.0 cubic feet when the top is closed; lower it, and cargo space reduces dramatically.With the top down, count on maybe a medium-sized duffel bag, and make sure the top is closed before stowing anything. For cargo hauling, the Sport Wagon is easily the best choice in the 3 Series line.From the handling, accelerating or braking standpoints, it gives up nothing the 328i sedan, and it adds a dimension of utility.Cargo volume increases to 24.8 cubic feet, floor to ceiling, behind the rear seat.With the rear seat folded forward, the 3 Series wagon can swallow 60.9 cubic feet of stuff, or more than some small SUVs.The wagon's load area is flat, too, which is good for both dogs and cargo.It's fully lined with thick, soft carpet, and it's full of convenient features, including separate enclosed bins, cargo straps, bag holders, a power point, a cargo cover at seat height and a roll-out cargo net.The wagon is also available with all-wheel drive, giving it good winter-weather capability.

Driving Impression

BMW's x-Drive permanent all-wheel-drive system, available in all but the 3 Series Convertible, greatly enhances all-season capability.The x-Drive delivers most of the power to the rear wheels most of the time, maintaining the sporting feel associated with rear-wheel drive, but it's great for getting the 3 through the worst winter slop without dramatics. If price is remotely an issue, don't hesitate to choose the less-expensive 328 models.They have as much power as most drivers will ever need, and they deliver the same inherent goodness as the 335s, without much less really useful stuff.Every car in BMW's 3 Series is a fine performer and a technological tour de force.Driving has never been much better, or at least not with seating for four or five, decent mileage and a high level of comfort. The 3 Series offers rear-wheel drive and manual transmissions in a class increasingly filled with front-wheel drive and automatics.Nearly equal front/rear weight distribution leaves the driver in full command of where the car goes when, with a nicely tuned stability control system to keep watch should a driver venture beyond his or her capabilities. The 3 Series suspension layout is borrowed from the larger 5 Series sedan, with double-joint aluminum control arms in front and a five-link fully independent system in the rear.This is trick stuff, but it's nothing compared to the electronics that manage everything.If something is amiss, BMW's Dynamic Stability Control system senses that a particular wheel is losing traction, then applies the brake at that wheel or reduces engine power in an effort to keep the car going in the intended direction.On 3 Series models with Active Steering, the DSC can also help drive the car by making fairly significant steering corrections without driver input, or even driver awareness. For many drivers in limited circumstances, this automatic steering adjustment could prove valuable, but the Active Steering has annoying drawbacks.It seems to be working all the time, as if it's hoping to guess what a driver wants and deliver it almost before the driver asks.The steering wheel can move ever so slightly in the driver's hands, without regard to any driver input.We found this unsettling at high speed on arrow-straight interstates, and on twisty, two-lane back roads.What's best about this twin-turbocharged version of the straight six is its linear quality, or the steady supply of acceleration-producing torque at any speed.So-called turbo lag, or a slowed response to the gas pedal as the turbos start spinning, is almost nonexistent.There's more torque down low than ever, but the turbo engine pulls like a sprinter all the way to its 6800-rpm redline and never misses a step.It also sounds great from inside the car, with an emphasis on clean mechanical noise from the engine bay rather than the tone of the muffler. We prefer the manual transmission, even though it isn't perfect, mostly because it allows the driver to more thoroughly exploit the goodness in the 3 Series engines.Clutch-pedal effort makes taking off easy, without having to think about it, and the gear ratios are perfectly spaced for either the base or turbocharged engine.During a casual drive through the countryside in a 335i coupe, we were content to leave the manual in third or fourth gear, depending on the road, and enjoy the scenery as the engine's broad power band kept the momentum flowing. In a more aggressive mode of travel, working the gearchange frequently to keep the engine near its power peak, the 3 Series manual shifter falls short of the car's overall high standard.The throws are shorter then ever, but the gears engage with a vague, slightly stretchy feel.It's as if the engineers tried cramming slots for six forward gears into a shift pattern more properly proportioned for five.Coming back down through the gears, drivers must take care if they choose a gear out of its normal sequence, as this requires some careful aiming. For those who prefer not to deal with a clutch through their tedious morning commute, the six-speed automatic works very well indeed.The automatic can be a bit slow to react with an appropriate gear change in Normal mode, but leaving it in Sport mode solves the problem, with a slight payback in more abrupt shifting.Then there is the Steptronic manual mode, which allows manual gear selection.No problem with shift response when you do it yourself, and the steering-wheel paddles mean you can manually shift the automatic without removing hands from the wheel. Beyond strong engines, every car in the 3 Series is characterized by an excellent balance of ride quality and handling response.For 40 years, this has been the prototypical sports sedan.It's about as close as you can get to sports-car driving dynamics in a more practical car, yet the fun never comes at the expense of beating up the passengers inside. The current models ultimately hold true to this heritage, as we've discovered on roads and racetracks around the world.The balance front to rear, the right touch of suspension compliance, the smooth torque delivery is all there.The 3s are superbly balanced cars, and in the right circumstances they're almost sinfully fun to drive. The standard steering is light when it should be, at low speeds, with proper resistance and feedback at the higher speeds these cars constantly tempts drivers to explore.Top up, no surprise, it's as close to a coupe as it can be without actually being one.There's the slightest whistle from the seams between the top's pieces, but the thick headliner quiets almost all of the outside rumble. Braking is excellent in any 3 Series car.The brake calipers and rotors are larger than ever, delivering more clamping force than most competitors.And thanks to BMW's electronic management, the brake pads move within a hair of the rotors if the driver suddenly releases the gas pedal, even if the driver hasn't yet considered slamming on the brakes.The pads also lightly sweep the rotors every few seconds if it's raining, just to be sure there is no significant moisture build up.Again though, the slick electronics come with a payback.The non-linear, progressive algorithm that controls the brake system can make smooth stops a challenge in casual driving, at least until the operator has had some time to get familiar with the feel of the brake pedal.Top down, air flow is channeled in a fashion that allows front seat occupants to converse easily at freeway speeds.In each case, we had to concentrate on keeping the car going where we wanted, especially through sweeping turns, which required frequent steering adjustments to hold a desired line.In short, Active Steering works to diminish the intuitive, pure-bred feeling many buyers seek in the 3. Some buyers may worry that BMW's firmer Sport suspension, standard in some coupe models, makes the ride too harsh.It most cases, it doesn't.With its tight, rigid body structure as a foundation, the 3 Series suspension can be fine tuned to provide the dynamic handling enthusiast drivers like without sacrificing a smooth ride that pleases passengers.The Sport suspension may be jolted by potholes, but it responds immediately and maintains a level ride rather than seesawing up and down. Still, many drivers will find that the Sport suspension borders on stiff, and especially in the convertible, where it can emphasize the shimmies inherent in a fairly heavy, open-top car.Given the overall competence of the standard suspension, the Sport package could be considered an unnecessary expense. In general, cowl shake and body flex is better contained in the 3 Series Convertible than it is in competitors like the Volkswagen Eos or Volvo C70.The open-top 3 is a solid as convertibles go, but the owner will experience little bits of twisting and shaking that he or she would not in any other 3 Series model.It's simply the price paid for wind in the hair and sun on the face. The good news is that noise levels in the convertible are low, top up or top down.We wouldn't recommend options such as Active Steering or Active Cruise Control except to technology buffs. The heart of any BMW is its engine, and those in the 3 Series are first rate.They remain true to BMW's commitment to straight or inline six-cylinders, as other manufacturers have switched almost exclusively to V6s.The straight six presents more packaging challenges, but its unique performance characteristics and smoothness make it a favorite among enthusiast drivers. In both the 328i and 335i models, the engine is fantastic.We found the 328s fun to drive, with good throttle response that made us feel a class above other cars in traffic.Few will feel short-changed on performance if they make the more economical choice. Either engine delivers quick acceleration by any standard: 0-60 mph times of 6.3 seconds for the 328i sedan, and 5.4 seconds for the 335i sedan with the standard manual transmission, according to BMW.And despite the impressive performance, all 3 Series models deliver decent fuel economy.EPA ratings range from a low of 16 City, 25 Highway for all-wheel-drive 335xi models with the manual transmission to a high of 19/28 for the rear-drive 328i coupe and sedan with the automatic. The 335s are particularly enjoyable, to be sure, with an engine that's more powerful than any 3 Series before, short of the limited production M3s.

Summary

BMW's 3 Series cars are among the sportiest in their class, and also the most laden with leading-edge technology, which presents advantages and disadvantages.The 3 Series sedan and wagon are the most practical.The coupe is the sportiest, and the convertible, the most hedonistic.All remain class benchmarks for overall performance.Retail prices rise quickly and substantially from the bottom of the 3 Series line, and we'd guess that most buyers will find the least expensive models as useful and enjoyable as the most expensive. J.P.Vettraino filed this report to NewCarTestDrive.com from Detroit.Tom Lankard contributed from central California, and Larry Edsall from Marin County in Northern California.

Model Lineup

BMW 328i sedan ($32,700); 328i wagon ($34,500); 328xi sedan ($34,600); 328i coupe ($35,600); 328xi wagon ($36,400); 328xi coupe ($37,400); 335i sedan ($39,300); 335xi sedan ($41,200); 335i coupe ($41,200); 335xi coupe ($43,000); 328i Convertible ($43,500); 335i Convertible ($49,500).

Assembled In

Munich, Germany.

Options As Tested

automatic transmission ($1,325); Sport Package ($1700) includes M sports suspension, 17-inch wheels with W-rated performance tires, power sport seats and 155-mph speed-limiter; Premium Package ($3,350) includes Dakota leather upholstery, Bluetooth cell phone interface, power folding side mirrors with reverse tilt-down feature on passenger side, digital mirror compass and BMW Assist telematics; Cold Weather Package ($1,000) includes electrically heated seats, high-intensity headlight washers and split-folding rear seat with ski sack.

Model Tested

BMW 328i sedan ($32,700).

New VW mid-size sedan to start at $20,000, arrive in 2012



As part of a far-reaching interview with Stefan Jacoby, Volkswagen's North American CEO, Automotive News has fleshed out some new details about the German automaker's forthcoming Chattanooga, Tennessee-built sedan, as well as the potential viability of the Polo subcompact in the States.

In the main, Jacoby allowed that the unnamed Chattanooga-built sedan will hit the market in the spring of 2012, with a targeted price tag of "around $20,000," and the car is tipped to rely on versions of the company's 2.0-liter and 2.5-liter engines that are already in production. Although the design has not yet been made public, Jacoby notes that the car was finalized over the last few weeks in Wolfsburg, and a rendering of the car (above) leaked out in February.

What else will be made in VW's new Tennessee plant? At the moment, there have been no firm decisions, but up for consideration, says Jacoby, are a compact SUV, a mid-size SUV, or something from "the Polo family."

About the latter – Jacoby says they have polled the company's dealership body in the States, and their response has been that the vehicle is not large enough to succeed in America. That said, VW appears to be considering a next-generation Polo sedan and/or a larger hatchback. While stopping short of confirming a model, VW's CEO did sound quite positive about the chances for a Polo when he said: "We are investigating what model we should start with and when we should start -- in 2011 or 2012."

2009 Acura MDX

2009 Acura MDX
  • MSRP: $40,990 - $47,140Define MSRP
  • Invoice: $37,252 - $42,829Define Invoice
  • Market Price: $36,280 - $41,738Define Market Price

  • Fuel Economy Range: 20 mpg Hwy, 15 mpg City
  • NHTSA Driver's Crash Rating:5 stars
  • Basic Warranty: 48 months/50,000 miles
  • Seating capacity: 7

2009 Acura MDX Overview


Introduction

The Acura MDX offers outstanding V6 power, standard seven-passenger seating and Acura's exclusive Super Handling All-Wheel Drive (SH-AWD) system. Compelling styling, attention to detail, comprehensive safety equipment and advanced technologies increase the appeal of this luxury SUV.

The MDX is powered by a 300-hp 3.7-liter V6 engine, mated to a five-speed automatic transmission with SportShift manual mode. Heated front seats, leather upholstery, tri-zone automatic climate control and satellite radio are standard on every MDX. Three premium amenities packages are available: the Technology package adds a navigation system with voice recognition and integrated rearview camera parking assist, upgraded audio, HandsFreeLink (Bluetooth) wireless connectivity and a power tailgate; the Sport package includes the Technology package, as well as a sport suspension with active damper system, exclusive wheels and upgraded interior trim elements; and an Entertainment package boasts Acura's DVD Rear Entertainment system and heated rear seats. Standard safety-enhancing features include anti-lock disc brakes with brake assist, SH-AWD, Vehicle Stability Assist (VSA) with traction control, Xenon High-Intensity Discharge (HID) headlights, front side-impact airbags, overhead curtain airbags for all three rows and active front head restraints.

The Acura MDX carries over with minimal changes for 2009. A remote-operated power tailgate, formerly available only on MDX models equipped with the Entertainment Package, is now included in the Technology and Sport packages.


Thursday, April 16, 2009

Car Review: 2009 Nissan Maxima


2009 Nissan Maxima - Click above for high-res image gallery

Once upon a time, labeling anything other than a two-door, two-seater a "sports car" would have been anathema to enthusiasts. And calling a mid-size sedan by the same name would have been utterly absurd. But when Nissan originally slapped the 4DSC ("four-door sports car") label on the Maxima 20 years ago, the automotive landscape was a very different place. Today, the sports sedan has been embraced by the masses, and with a series of "four-door coupes" hitting the market, consumers looking for an entertaining ride with seating for four have a host of options to choose from.

So when Nissan trotted out the all-new 2009 Maxima in New York last year and revived the 4DSC label, the automaker's past successes weighed heavily on the redesigned sedan. Would it still deliver the power and handling of its predecessors or would it be just another poseur in a see of wannabe sports sedans? More to the point: is this really a sports car? Let's find out.

Nissan has always had a sporting streak running through its DNA. What began with the Datsun 240Z and 510 has evolved into 370Z, GT-R and, yes, even the Maxima. When the latest edition of the brand's flagship sedan debuted a year ago, it introduced a new design language dubbed "liquid motion." The theme was a complete departure from the sharp creases and relatively slab sides of the previous generation model, beginning with the headlights that form a stylized "L," a cue that has since been carried over to the new Z.



Another element of the new design theme which first appeared on Nissan's 2008 Forum minivan concept is the hood profile. A pair of ridges run from the grille ends to the A-pillars with the top crease chamfered at the edge. The ridges flank a wave that runs from end to end, providing visual interest both from the outside as well as the driver's seat. All four fenders swell outward, creating prominent shoulders rife with muscularity. The roofline has a fastback profile that contributes to the sedan's sporting character, but stays elevated long enough to ensure decent rear head-room before falling away.



The Maxima's styling has a lot to like, but there are some questionable details. From where we sit, the weakest styling element is the front fascia and the grille housed within. From certain angles, the nose looks too low and too heavy, with alarming amounts of overhang – and the same issue carries over to the rear. In both cases, a contributing factor may be the revised proportions that come from the two-inch shorter wheelbase compared to the 2008 model, along with a four-inch shorter overall length.



Inside, the Maxima is a curious mix of premium and cheap. The shapes and textures have attractive colors and textures, but aside from the top of the dash, the rest of the surfaces surrounding the driver are hard plastics. While most of the pieces don't deliver luxurious tactility, the matte finishes look pleasant enough and are well finished with no rough or uneven edges. Those surfaces that the driver comes into contact with most often are finished in leather, including the thick-rimmed, heated steering wheel.



The driver's seat is another mixed bag, with eight-way power adjustability, along with a very welcome manually adjustable thigh support. Unfortunately, we had issues with getting the seat back to fit comfortably, as the upper portion felt slightly lumpy and a bit too thick. The standard rear seat features a 60/40 split seat back. However, if you opt for the $3,450 premium package fitted to our test car, the rear seating area is replaced with a set of re-contoured buckets. As such, the seat back is fixed in place with only a center pass through for long, skinny items. The premium package also includes a dual panel glass moonroof, although only the front half opens.



If the Maxima is supposed to be a sports car, it has to be packing a great engine. And as we'd expect from the automaker, it doesn't disappoint. As a modern Nissan, it's only fitting that the Maxima is powered by the 3.5-liter VQ V6 as used in the 350Z and numerous Infiniti models. Unlike the Z, however, the engine is mounted transversely, driving the front wheels through an updated version of Nissan's Xtronic continuously variable transmission. In a marked departure from most CVT transmissions, the programming on the Maxima's unit doesn't have the unnerving characteristic of holding the engine at a constant speed as obviously while accelerating. Instead, you get to listen to that fabulous six as the revs climb. Whether this unique arrangement ultimately takes a toll on overall fuel efficiency is a topic we'll leave open for discussion.



In addition to the normal "D" mode, the Maxima offers a more aggressive "Ds" as well as full "manual" option. The aforementioned premium pack includes steering wheel-mounted paddle shifters in addition to the tap shift gate on the console that allows the selection of six pre-programmed "ratios." In "Ds" mode, the transmission keeps the engine climbing towards the redline before shifting, and like most similarly equipped cars, it also downshifts while decelerating to provide engine braking.



So does the Maxima drive like a sports car? It's certainly has the right engine, with 290 hp and 261 lb-ft of twist providing brisk acceleration and the run to 60 mph consistently coming up in less than six seconds. Nissan engineers have done an admirable job of configuring the front suspension to keep the Maxima from veering off into the ditch when the go pedal is pressed to the floor, and the VQ is always good for audible delights and this installation is no exception. As the revs climb, a thrilling mechanical symphony emanates from under the hood while a sharp bark – distinctly reminiscent of the Z – comes from the exhaust under hard acceleration. In normal "Drive" mode, initial throttle tip-in feels a bit lazy, but pulling the shifter back into "Ds" seems to to remedy the issue. And although you can't get a proper manual transmission in the Maxima, if you want control of the ratios, tapping the paddles or the shift lever produces quick gear changes that put you right into the powerband.



But delivering on the sports car experience is about more than just acceleration. Eventually, the time comes to change direction. The leather-wrapped tiller provides precise control over the heading with no free-play and a measured reaction to torque in proportion to cornering forces. Compared to the Acura TL, the Maxima's steering feels much more natural and fun to toss into corners, provided that the pavement remains smooth. The spring rates provide a good balance between ride quality and road holding, but the damping needs more tweaking. When the road surface gets uneven, the rebound damping comes across as weak and the Maxima can feel floaty. It's nothing that can't be easily fixed, but it's not quite right for a sports car. When the time comes to scrub off speed, the brakes feel fully up to the task, and if things begin to go pear-shaped, the stability control engages smoothly without jerking the car around.



When playtime is over and a road-trip or gentle commute is in order, the Maxima is a pleasant place to be. Wind noise on the highway is nicely subdued and the XM NavTraffic system will help you avoid getting stuck in a jam. Our test car was the uplevel SV trim with a base price of $31,990, and with the premium and technology packages, the bottom line swelled to $38,535 (including delivery). When venturing into that price point, the Maxima's four-door sports car designation truly comes into question. Does it deliver? Not quite. It's a handsome sedan with a healthy dose of engagement. It's not so large and heavy that it feels ponderous, and having a VQ35 at your command is always a good thing. So... sports sedan? Yes. But this is no Z, and the 4DSC label may be going a bit too far. Now, if Nissan went back to a rear-drive Maxima that might be another story. But that car already exists. It's called the Infiniti G37.

 
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