Inevitably, every time an Audi appears at our doorstep for a full review, certain scenes play out–as surely as death and taxes, and so similar they could be scripted. For example, being behind the wheel of a new Audi–be it an A-line or an S-line model; no matter what series–one is sure to hear, at least once per hour, how “nice” the car is, from passersby of all stripes and social strata. Or take the dialogue that develops with utter dependability when friends or family drop in for a drive–inescapably, the rest of the ride will be spent discussing, in detail, each and every device, doodad and doohickey; and agreeing for the umpteenth time that yes, the interior *is* beautiful. Those events are given, and with experience the sense of deja vu dissolves into acquiescence to one’s destiny. These little vignettes are more tedious than troublesome, and entirely trumped by opportunity to pilot wheeled perfection. So, as the new 2006 Audi A6 Avant arrived, the atmosphere at Roadfly HQ was giddy with anticipation.

Shining darkly in its Oyster Gray Metallic skin, the Audi imparts an initial impression of intrinsic intensity. Low, lean and lithe, it looks likely to leap out at you from sheer ferocity. The two-box shape subtracts nothing from its stance; if you even notice that it’s a station wagon, your first thought will be that this is the ferocious family vehicle you’ve ever seen. Strategic swathes of chrome and billet convey affluence without opulence. 19″ alloys out at the corners also aid the athletic appearance, and even Audi’s signature shield grille succeeds stylistically. On the whole, we can’t recall seeing another wagon that smacked so wholly of sportiness, strength, and sex.

We all know, though, that no matter how bad-ass a car looks, it’s what’s under the skin that counts. Audi is notorious for offering hot-rodded S-tune editions of every model line, of course, and the even-hairier RS-badged 4s and 6s, in sedan *and* Avant form, have become the stuff of legends. Today, the RS6 Avant of 2004 is nothing but a sweet memory–redesigned last fall, the midsize model line currently tops out with a 335-horsepower A6 4.2. Adrenaline junkies can take solace in the knowledge that the 450hp V10 S6 is slated to start sales by year’s end, though, and a 550hp RS6 stormer is said to be right behind. Good news for Dads with extremely demanding schedules–both will be offered in Avant guise.

For now, though, there’s only one flavor of A6 Avant, featuring V6 power. Displacing 3.2-liters, this is a direct-injection engine–Audi calls it FSI, for Fuel Straight Injection–which essentially means the common-rail fuel injectors are plumbed right into the combustion chambers. The end result is 255 horsepower and 243 lb.-ft. of torque, with a 7,200 rpm redline. It’s a silky-smooth honey of a motor, with broad power curves that move the A6 Avant’s 4167 pounds with ease. Our precision testing apparatus averaged the 2006 Audi A6 Avant’s 0-60 mph sprint at an even 7.5 seconds. True, that’s at least a couple seconds behind the S6, but the V6 does return better fuel economy–EPA estimates say 18/26; our observed figure was 17 mpg.

Lamentably, a six-speed automatic transmission is the sole gearbox. Tiptronic tempers the disappointment to a degree, but we’d at least like shift-paddles behind the steering wheel. Audi’s Quattro all-wheel-drive system is standard as well, adding all-weather aptitude and augmenting the Avant’s cornering ability. We found the A6 exhibited an enviable balance between suppleness and high-speed stamina.

Then there’s that interior. Our tester sported the Amaretto color scheme, which translates into leather seats the color of a new baseball glove harmonizing happily with slate-grey door panels, carpet and trim. The bright white overhead console clashed somewhat, but the overall effect was utterly elegant. The prerequisite power windows, locks, mirrors and seats, plus a powered tailgate, press-on parking brake and push-button engine starting project an impression of high-tech sumptuousness. Even the glovebox gets a trick maneuver; depress a spot on the dash and it slides open, leaving the actual surface unbroken. Music-lovers will marvel at the stereo; a 6-disc CD changer and satellite radio from *either* Sirius or XM provide plenty of entertainment, but the superb Bose system supplies brilliant sound reproduction, from basement-level bass to sky-high treble.

Simple spaciousness ranks as another selling point for the A6. Interior volume is said to measure 99 cubic feet, and we found that plenty for 4 or even 5 passengers (although we didn’t test that figure; the only experiment we could think of involved pumping the press fleet car full of water, which Audi might not appreciate). Utility, too, is an Avant highlight; the 20″ of cargo room jumps to 59″ with rear seats folded. Additional flexibility comes courtesy of a cargo net, retractable cover, and a pickup-like bed-rail system, with four moveable tie-down points.

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The engineers in Ingolstadt stuffed the A6 with state-of-the-art safety equipment, standard. Side and curtain airbags augment the dual-stage front units, and active headrests counteract whiplash. Braking performance feels robust, aided by Brake Assist and Electronic Brake-force Distribution (EBD). Electronic stability control is provided in hopes of keeping crappy drivers on the pavement, but it proved pleasantly unobtrusive in “high performance driving.” Audi’s efforts have not gone unrecognized; the A6 sedan and wagon both earned IIHS “Double Best-Pick” designations for frontal and side impacts.

Other conveniences included in our Avant were roll-up sunshades for the back windows, which rear passengers appreciated on sunny day drives; and Xenon HID headlamps that aim in the direction of every turn, for which the driver was exceptionally grateful in the dark of night. An audible Parktronic system also aided in impact-free parallel parking, for which Audi’s fleet manager was undoubtedly thankful. Absent, though, was an amenity we’d become accustomed to in last week’s tester–we anticipated the same in-door umbrella caddy.

Comprehensive computerized control centers have become all too common in cars of this class. Think BMW’s infamous iDrive, or the COMAND system now customary in most Mercedes models. Theoretically, combining the operation of many disparate features into one system cleans up dashboard clutter, and allows owners additional control over advanced operations. Whether the average user will appreciate, use, or even understand the ability to administer such minutiae as the degree of footwell lighting or the delay between headlight flashes upon remote unlocking is, well, debatable at best. With a week to acclimate ourselves to Audi’s take on this trend–dubbed MultiMedia Interface, or MMI–we scarcely scratched the system’s surface. In a few hours of intense immersion into it all, we deciphered the basic tasks, like programming radio presets, finessing fan speed, and navigation operation. Still, many more maneuvers remained to be mastered, however minor. To our way of thinking, burying basic functions, like fan speed, is counterintuitive–and we’re bound to be better-adjusted to today’s technology than the average buyer of the Audi brand.

That, though, is the sum total of troubles we have to relate after our week with the Audi A6, and it’s a very trifling roster indeed. And yet, we were dogged by one concern that, while not a defect ascribable to the Avant, tempered our enthusiasm for it considerably. You see, by sheer coincidence, the A6 arrived directly after our assessment of the Passat Estate (wagon). Close corporate kin, the Audi and Volkswagen share a significant amount of stuff, from chassis stampings to overall size. The VW is every bit as solid and sinuous, and somehow also snared the sexier engine–a 3.8-liter with 280 horsepower. Inside, the Passat practically parallels the A6, too–equal part for part, excepting only the power-folding mirrors, rear heated seats, and adaptive cruise control (a $2,100 extra on the Audi). Shoulder to shoulder, in fact, the comparative ease of use of certain controls creates another category where the more common car proves more pleasant. Design-wise, the A6 is definitely more desirable; and yet Volkswagen’s recent stylistic shift towards Audi aesthetics dulls the distinction. All told, we still prefer the Avant to the Estate, but considering the price differential, such similitude is still seriously hard to rationalize. At $58,740, our Audi’s sticker outstripped the Passat’s by nearly $25,000.

Although almost identical to the Ford Escape Hybrid by most measures, the Mercury Mariner Hybrid somehow rates hardly a fraction of the attention its sibling enjoys. This neglect may not seem startling, but compared to the acclaim lavished upon both the Toyota Highlander Hybrid and Lexus RX400h gas-electric SUVs, the Mariner’s gotten something of a bum deal. What’s more, the Mercury and the Ford together rate appreciably less acclaim than they probably merit, as America’s first mass-market, domestic, full hybrids.

Snubbing the Escape and Mariner twins–while lavishing praise and attention on the Prius, Insight, and cars of that ilk–likely stems from the common perception that American car makers are behind the times, and the further expectation that such innovations are pretty much beyond the home team. Unfortunately, that misapprehension is not entirely undeserved. Understandable given the recent financial turmoil they’ve been battling, the remaining “Big Two” American automakers have long lagged behind their more nimble–and profitable–overseas rivals in the race to develop and market new powertrain technologies for sustainable mobility. In the public mind, Honda and Toyota are nearly synonymous with the gasoline-electric hybrid cars; and while Ford and GM concentrated dwindling resources on SUVs, they forfeited hundreds of thousands of sales to efficiency-minded consumers. DaimlerChrysler and Volkswagen now have years of clean-diesel technology under their collective belts. Even in the basic subcompact car segment, where low emissions and fuel frugality are achieved through the simple virtues of light weight and small engines, the domestic offerings have consistently been a decade or so behind the competition. In terms of public sentiment, such sluggishness has sentenced the Detroit giants to ëalso-raní status in this subject.

Ford has offered an Escape Hybrid since the 2005 model year, however, and the Mercury Mariner Hybrid came out a year later. Admittedly, Toyota started selling the Prius seven years before, and Honda’s Insight predates even that icon. That Dearborn now has its own offering, though, is still newsworthy.

Commensurate with Mercury’s status as a middle-echelon, step-up-from-Ford brand, the Mariner is essentially a better-equipped Escape in ritzier duds. Both measure 174 inches long and 70î in height and width. Motivation comes courtesy of a 2.3-liter four-cylinder internal-combustion engine mated to a 400-volt electric motor. Mariner and Escape share a continuously-variable transmission (CVT) and four-wheel-drive as well.

While their shape is essentially similar, the Mariner is visually differentiated by additional chrome, a waterfall grille, and upgraded wheels and trim. Holistically, the stylistic tweaks successfully set the Mercury apart–where the Escape appears plebian and average, the Mariner evinces a decidedly richer look.

The Mariner’s classification as a “full” hybrid–as opposed to the mild or parallel kind–distinguishes it from the gas-electric powertrains that rely upon their electric motor only for motive assistance, such as those that Honda and Chevrolet use. Thus, the Ford system can function on electric power only up to 25 mph, given sufficient battery charge and a gentle throttle input. Indeed, taking advantage of this capability–inching ahead in stop-and-go traffic for miles without using a drop of gas–is astoundingly entertaining.

In a week’s worth of mixed driving, with our usual devil-may-care (we’re-not-paying-for-it) attitude toward fuel economy, we averaged 26 mpg. Note that although this real-world figure falls short of the EPA ratings of 33/29 mpg city/highway, we’re still impressed, for two reasons. Firstly, the disparity between observed and claimed mileage is ubiquitous, thanks to a wildly optimistic EPA testing procedure. Actually, our tests of other hybrids have returned much more dissimilar numbers (for instance, we’ve rated the Prius in the high 30s). Secondly, we’re acclimated to underwhelming economy in our test cars–we drive ‘em hard so you don’t have to!

Sadly, driving the Mariner Hybrid hard was itself hard work. This small SUV is among the segment’s top performers in standard form, but the added weight of the hybrid components (400-plus pounds) exacts a real performance penalty. Moreover, the CVT–tuned for efficiency, not enthusiasm–refuses to rev, shifts ratios slowly, and shies away from sudden bursts of speed.

Effectively, the Mariner Hybrid ekes out 155 horsepower from its gas-electric engine(s). That figure is roughly equivalent to the output of the base-model Escape/Mariner–strangely also powered by the 2.3-liter. The optional V6, at 200hp, makes for a quicker whip. We averaged zero-to-sixty times of a hair under 10 seconds in the Hybrid; by all accounts, that ranks about a second behind the regular 2.3-liter and 2 seconds behind the V6.

Realistically, though, the Mariner/Escape Hybrids aren’t pretending to emphasize the “sport” part of the SUV segment. In everyday driving, our Mariner was absolutely competent. There was plenty of power for regular commuting; we never missed a merge opportunity, and often still managed to be the first away from the stoplight. Handling, too, is adequate and the Mariner went where we asked it to without complaint.

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Ride comfort was where the Mariner’s soft-ish suspension tuning was appreciated. Traversing the most treacherous potholes, or riding on the roughest of roads, and despite the most deceptive of depressions, it retained its composure with aplomb. Chalk it up to the joys of “road-hugging weight”.

Immediately apparent upon entering the Mariner is how much importance was given to the interior appointments as well. Our loaded tester was downright opulent, relative to the small-SUV segment. Heated leather seating, automatic headlights, keyless entry, and even a reverse-sensing system were among the included conveniences–although we were miffed by the missing moonroof.

The two-toned interior layout, too, proved pleasant. Chrome and aluminum accents are attractive, and we even liked the faux wood. Over 99 cubic feet of passenger room is available, giving the Mariner an airy, open ambiance. Cargo space increases from 29í to 66í when the 60/40 rear bench is folded.

An audiophile-quality stereo system with 6-disc changer and navigation unit were also fitted to our Mariner, as part of a $3000 option package. We appreciated the fuel-economy and power-graph screen displaying a bar graph of our recent consumption; and another that diagrams energy flow (real-time demands on the engine, electric motor, and battery). Nevertheless, in our opinion it’s an excessive expenditure. The display screen itself is smaller than most by several orders of magnitude–and it lacks touch-screen capability. We found this system to be rather obtuse, to boot–we had to enter every destination at least twice for one reason or another.

Stickered at $33,750, the 2006 Mercury Mariner Hybrid is encroaching on the entry-level luxury segment. Factor in the feature content, and maybe skip the audio/nav package, and it makes more sense. Remember, too, that hybrid cars are eligible for various government subsidies, which can total from $2-6,000 in combined federal and state savings–not to mention factory incentives, which are currently running around $2,000. Then consider the hybrid powertrain, which generally runs a premium of $3-5,000 (about $2,500 for the Ford/Mercury).

Many consumers don’t understand that hybrids are generally not money-saving propositions. The initial surcharge, relative to an equivalent gas-powered vehicle, typically exceeds projected fuel savings for 7 to 10 years or more. True, a substantial hike in gasoline prices will alter those calculations, but for now the benefits of most hybrids are more psychological than fiscal. However, given the Ford factory rebates and applicable tax incentives, as well as the mileage increase, the case could be made that the Mercury Mariner and Ford Escape Hybrids are financially sound investments, unlike the Prius and others. That alone is worthy of acclaim.

Latest in a slew of redesigned staple vehicles, the Volkswagen Passat hit the market late last summer, as part of a barrage of new product planned to counter plummeting market share. Along with improved iterations of the Jetta, Golf (soon to be renamed the Rabbit) and even a new New Beetle, the 2006 VW Passat was a marked cut above the previous model. The public approved, popping a parachute just in time to prevent sales-figure freefall. Shortly thereafter, a wagon-ized Passat Estate hit the market, offering even more utility.

Our inaugural introduction to the new Passat is long past, and our initial impressions were indeed positive. We’ve now spent a week with the Estate edition, fully immersing ourselves into this new model, and remain impressed. Passats in general are well-built, luxurious automobiles; the Passat Estate has been a welcome addition to the station wagon genre. With this latest revamp, both have grown not just in size, but in overall appeal as well.

Contrary to our own experience with aging, along with the Passat’s new maturity comes enhanced “vim and vigor.” Base Passats get their thrust from Volkswagen’s venerable turbo four-banger, now displacing 2.0 liters and making 200 horsepower. Adequate it may be, but true speed junkies will always go for the optional motor–in this case, a new 3.6-liter narrow-angle V6 (commonly called a VR6). Power is rated at 280hp and 265 lb.-ft., of torque–and if that seems like an awful lot for a stately VW estate, well, it is.

Yes, the Passat 3.6 is fast–deceptively so. We managed 0-60 mph in 6.7 seconds, making this VW a match for the Mercedes C350 4MATIC, an Audi TT, or a BMW 325i. That kind of brawn makes freeway entrances and green lights into experiences to anticipate. Otherwise, however, the Passat–especially in Estate form–falls short, dynamically, of sports-car territory. Grip is not lacking, thanks to 235/40 rubber on 18″ rims, but this chassis exhibits more body lean than the potent powertrain would lead you to expect. The steering is relatively numb, and oversteer is prevalent. The standard 5-speed automatic is smooth and intuitive, however.

Keep in mind, though, that we’re not talking about a sports car here. This is a family wagon, and among its rivals in that segment, the Passat is very buttoned-down. We merely felt compelled to point out the incongruous nature of the Passat 3.6’s rip-roaring engine and sedate suspension. With such prodigious power supplying effortless speed, it’s easy to forget what you’re driving.

Actually, the Passat’s 6.7-second timeslip is also equivalent to the V8-powered Phaeton’s sprint. That congruence is itself peculiarly appropriate–in every aspect, the 2006 Passat reminds us of nothing so much as that uber-lux sedan. For one thing, there’s that ‘more luxurious than sporty’ personality.

The Passat’s resemblance to VW’s flagship is a happy occurrence when it comes to the interior. With aluminum accents and sporty red lighting, it’s more modern than the traditional leather-and-wood scheme, but it can be similarly well-equipped. Aside from the obvious accessories–power everything, sunroof, etc.–our Passat carried some intriguing gadgets, including the only auto-close trunk/hatch we’ve seen south of Mercedes-Benz. The first thing to catch our eye, though, was the key; there’s just a fob, but it’s not a “smart key” system per se. Instead, the fob itself is inserted into the ignition slot–and rather than turn it, merely pushing it in starts the car (push it again to cut the engine).

Volkswagen engineers were particularly considerate with regards to interior storage; cubby spaces lurk under the seats, above the console, and even in the lower dash to the left of the steering wheel. Their thoughtfulness is also evident in the driver’s door panel, which hides an innovative umbrella caddy. Just a simple round slot in the door, this clever feature avoids the need to bring a wet umbrella into the car. You’d think this would be more common; we can imagine Passats selling to denizens of Seattle and other precipitation-prone places on the strength of this convenience alone.

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Our Passat was also endowed with the latest VW navigation system. A lack of touch-screen capability tempered any enthusiasm we developed for this system, however. Still, it did score points with a comprehensive database and intuitive alphabet-selection. Plus, the VW version can be operated while the vehicle is in motion, which we really appreciate; however this too is mitigated by our example’s tendency to freeze now and again. In all, we’d rate the VW nav mid-pack.

Size-wise, the Passat Estate is closer to a Touareg than a Phaeton; it measures 185″ long, 59″ tall, and 69″ wide. Capacious in almost every dimension, the Passat’s 96.2 cubic feet of passenger space rivals the measurements of many high-end sedans. The Estate also boasts 39′ of cargo space behind the 60/40 split-fold seats–volume increases to 56.5′ with seats folded.

Certain aspects of the Passat experience proved less pleasant, however. Paramount among these complaints is the jumpy throttle–imagine almost imperceptible response in the first few inches of pedal travel, followed by abrupt acceleration from the next centimeter. This hair-trigger action made modulating our speed in the Passat an almost impossible proposition. A noisy power-steering system also manifested itself in our test car, although we’ve never experienced that issue prior to this.

Oh, and yet another area in which the Passat and Phaeton converge: fuel economy. Our lead-footed piloting is surely partly to blame, but the 15.3 m.p.g. we averaged in the Passat Estate was disillusioning to say the least.

One characteristic that the Passat and Phaeton do not share, however, is the price of admission. Where the Phaeton is priced on par with other German luxury sedans, the Passat in part profits from Volkswagen’s desire to differentiate its products from Audi’s. At $37,580, the Passat not only offers prodigious content, power and utility, but packs that perception of Teutonic substantiality and solidity as well.

We knew it was coming but we didn’t know it would come this soon. Today Porsche announced the Porsche Cayman (without the S) will be available soon. Probably the best news is that Porsche will begin marketing the new Cayman for under $50,000.

Full press release from Porsche AG follows:

On the heels of the January’s much anticipated and highly successful launch of the new Cayman S, Porsche has announced an entry level Cayman geared to those who delight in the supreme handling dynamics which earned the Cayman S the 2006 World Performance Car title. Based on the award-winning Boxster, the new version of the mid-engined sports coupe is a more accessible version of the Cayman S, with a base price under $50,000 (under $70,000 in Canada). The Cayman brings legendary Porsche-coupe capabilities–with the same voluptuous styling of the Cayman S–to a new and lower price point.

“2006 has already shown a string of record sales months, especially for our 911 series,” said Peter Schwarzenbauer, President and CEO of Porsche Cars North America. “With the exceptionally strong response we’ve had to the Cayman S, which has sold more than 3000 units in just over four months, the addition of this aggressively priced new Cayman model will bring our mid-engined range to similar record sales levels, further bolstering our core sports-car lineup.”

The new Porsche Cayman is powered by a 2.7-liter six-cylinder Boxer engine producing 245 horsepower. Thanks to the Porsche VarioCam(R) Plus system, the Cayman provides a broad spread of usable power, with a plateau of torque peaking at 201 foot-pounds between 4,600 and 6,000 revs. With a manual transmission, the responsive engine is capable of propelling the new Cayman from a standstill to 60 mph in only 5.8 seconds (0-100 km/h, 6.1 sec.). The performance carries through to a top test-track speed of 160 mph (258 km/h). Proof that outstanding performance statistics do not necessarily mean high fuel consumption, the Cayman is rated at an impressive 23/32 mpg city/highway.

Power is routed from the Cayman’s flexible powerplant via a standard five-speed manual transmission with short, precise shift throws. Porsche will also offer the well-known Tiptronic(R) S five-speed automatic transmission. The Tiptronic S provides rocker switches for shifting in the steering-wheel spokes, for those who seek a more engaging driving experience.

As a third transmission variant, a six-speed manual transmission, available in conjunction with the Porsche Active Suspension Management (PASM)(R) system, is optional. The PASM system automatically adapts the shock-absorber system to the particular driving situation, and allows the driver to choose between “Normal” and “Sport” programs by pressing a button on the center console.

The Cayman rides on 17-inch light-alloy wheels boasting a unique, double-spoke design. Front tires are 205/55-17’s fitted on 6.5-inch wide rims; the combination at the rear is 235/50-17 tires on 8-inch-wide rims. With the Porsche Stability Management (PSM) system fitted as standard equipment, the taut chassis makes an responsive and involving partner in terms of driving dynamics and active safety.

Other special features of the Cayman are black brake calipers, black front-spoiler lips, a titanium-colored logo on the rear deck and a trapezoidal tailpipe. The impressive interior boasts a comprehensive range of standard features including air-conditioning, radio/CD player, seats covered in luxurious Alcantara leather, black-faced instrument dials, and door-entry trim embossed with the Cayman logo. Because of the mid-engine concept, the Cayman boasts two trunks, with a combined volume of 14.5 cubic feet (410 liters), highlighting the sport coupe’s supreme practicality.

In addition to the two full-size occupant airbags, the Cayman is also fitted as standard equipment with the ingenious Porsche Side Impact Protection System (POSIP), which features both a chest and head airbag on each side of the vehicle, providing impressive protection in the event of a side collision.

The Porsche Cayman goes on sale in North America July 29, 2006. Pricing for the new model in the U.S. and Canada is $49,400 (USD) and $69,600 (CAD).

Porsche Cars North America, Inc. (PCNA), based in Atlanta, GA, and its subsidiary, Porsche Cars Canada, Ltd., are the exclusive importers of Porsche sports cars and Cayenne(R) sport utility vehicles for the United States and Canada. A wholly owned, indirect subsidiary of Dr. Ing. h.c. F. Porsche AG, PCNA employs approximately 300 people who provide Porsche vehicles, parts, service, marketing and training for its 213 U.S. and Canadian dealers. They, in turn, provide Porsche owners with best-in-class service.

Beleaguered Japanese automaker Mitsubishi sure isn’t acting like a company in trouble. In fact, to the delight of auto enthusiasts everywhere, the “Driven to Thrill” brand seems to be pouring an awful lot of resources into rebuilding their high-performance reputation. Fruits of that labor have included a passel of Lancer Evolution varieties, and a wholly improved Eclipse. And now, whatever hedonists currently hold sway at Mitsubishi HQ have brought us a ragtop iteration of that iconic sports coupe, and they made it good. The 2007 Mitsubishi Eclipse Spyder GT we just tested makes none of the typical convertible concessions, and preserves all of the coupe’s cachet.

From the moment you lay eyes on it, the Spyder’s allure is palpable. Mitsubishi stylists are to be applauded for avoiding the typical chopped-top-as-an-afterthought look; the design is striking even with the top up. And once opened to the elements, the topless Eclipse suffers not a single aesthetic misstep; the proportions are balanced, and the overall look is exotic. Of course, the Eclipse coupe wasn’t a bad starting point; both benefit from the sculpted waist, jeweled clear-lens head- and tail-lights, and aggressive wheels filling flared fenders, pushed far out to the corners.

Follow this link for full Mitsubishi Eclipse Road Test

Follow this link for Mitsubishi Eclipse Spyder Pictures

Upper-crust, Anglophile auto-lovers were initially introduced to the ragtop version of Bentley’s immensely popular Continental GT (the GTC-clever, no?) at the 2006 Chicago Auto Show. Even from the pictures, it was easy to fall in love. However, now that the New York Show has come and gone, we’ve had our chance to see and touch this piece of automotive jewelry-and it just makes us want one more.

The GTC is the fourth new model debuted since the 1999 renaissance of the Bentley brand (thanks to VW). Bentley Chairman Franz-Josef Paefgen and Design Chief Dirk van Braeckel-suspiciously non-English-sounding names-explained how the new convertible fits into the Bentley strategy; it slots in between the Continental GT and the Arnage sedan in this top-shelf lineup.

Bentley Continental GTC Preview

Bentley Continental GTC Pictures

Automotive journalists are well-known for decrying the SUV craze-in part selfishly, as we enjoy driving exciting vehicles, and reviewing truck after truck after truck can become tedious. “Why,” we’re always lamenting, “why don’t consumers buy wagons?” After all, the station wagon offers similar utility, better fuel economy, and usually better pricing than the typical SUV does, and their lower centers of gravity and weights make for more sporting machines, on average.

So, when a vehicle like the Ford Freestyle hits the market-boasting SUV character and car underpinnings-we rejoice. The typical review of such an SUV-alternative will spend hundreds of words extolling its sharp handling and other dynamic virtues, although in truth, rising SUV sales show that consumers largely don’t care. No matter is it’s equipped with all-wheel-drive, wearing some new name meant to evoke the great outdoors (Prairie Dog Bush Country Back-road edition), even cladded with gaudy brush guards and similar useless protrusions-to many buyers, a station wagon just cannot mimic the rugged appeal of the Sport Utility Vehicle.

Ford, then, has made some wise choices in the Freestyle’s design. At over five feet, it’s tall enough to escape the station wagon stigma, and it’s even longer than an Explorer. Moreover, Ford’s Command Seating gives a decidedly SUV-like view over most other traffic. The exterior design, too, relates more to Ford’s truck line than their sedans-although it lacks the SUV-specific “E-something” corporate nomenclature (Escape, Explorer, Expedition, Et Cetera). A roof rack adds a touch of practicality to the visual mix as well. The overall impression is definitely more SUV-like than wagon-ish.

So, with 7-passenger capability and the veneer of SUV-hood, but mechanically based on the Volvo S80-derived Five Hundred chassis, we figured the Freestyle would blend the best attributes of SUVs and wagons. It succeeded in some areas-roominess, that coveted view over traffic-but dynamically, it falls a little short. Generally, a low center of gravity, independent suspension front & rear, and unibody construction means an escape from the SUV handling doldrums. Never intended for zealous driving, though, the Freestyle leans through even moderate curves like it’s had a few too many before starting home. Under stress, the 225/60 rubber lies down like a submissive dog-for shame, Pirelli (and our tester wore the optional 18-inch alloys instead of the standard 17s). Thanks to the laws pf physics, the Freestyle is more stable than the average SUV-just no more fun. Nothing about this wagon encourages envelope-pushing, and perhaps that’s a good thing in light of the Freestyle’s family-friendly mission. During those rare moments when we found ourselves alone on an inviting stretch of road, however, it simply left us cold.

Motive deficiency is partly at fault, as well. Kin to the Ford Five Hundred sedan, all Freestyles have the 3.0-liter V6 under the hood-although rumor has it that Ford’s product planners had intended to fit the Freestyle with the 3.5-liter six, currently fitted in the new Edge crossover and rated at 265hp. The bigger motor couldn’t be built is sufficient quantity at the time, or so the story goes, although the official word is that next year’s models will get it. For now, though, with almost two tons to move, and only 203 horsepower and 207 lb.-ft. of torque to do it with, the Duratec seems overmatched-the protesting roar under anything beyond light throttle does not encourage pedal-to-the-metal behavior. Our tester was further saddled with the all-wheel-drive system; a boon in bad weather or other slick situations, but it constantly saps away torque and adds another couple hundred pounds. Under testing, we managed to coax a 9-second 0-to-60 m.p.h. time out of it, but the Freestyle is not meant for drag racing.

Standard on both Freestyles and their sedan siblings is a six-speed automatic transmission, but our AWD example added a continuously-variable transmission. The benefits of CVTs should be familiar to most by now-an absence of power-wasting shift gaps and the ability to maintain an optimal gear ratio for any engine speed and load. While we appreciate the efficiency of the design, when swiftness was called for we did find ourselves bemoaning the CVT’s insistence on holding engine revs constant. Our averaged mileage of just under 20 m.p.g. speaks well of the overall package, however-especially considering how often we mashed the throttle to wheedle some speed out of it all.

So we dropped all pretense of driving the Freestyle like a sports-wagon, packed up the kids, and evaluated it in its intended setting. Here it excelled; the kids loved the fort-like third row in almost the same way we remember enjoying riding in our own mom’s station wagon decades ago. (Perhaps Ford should look into rear-facing kiddie seats again-that was always the best part.) The reasonably-priced $995 DVD player was a hit, as always, and the speed at which the kids deciphered the workings of the remote control and wireless headphones put our own technical prowess to shame. Passengers of all ages appreciated the Freestyle’s smooth ride, and with 12 cupholders on board, no beverage found itself without a home.

The reclining second-row bench proved comfortable for kids or adults, too, even in the nearly hump-less middle spot. With a full complement of passengers onboard, 22.5 cubic feet of cargo space resides behind the third row. If you’re moving stuff, not people, an also-impressive 87′ and a flat load floor appear when you fold over both rows-we’ve tested many an SUV with markedly less utility.

The cabin in general is a high point, in fact. We liked the three-zone climate control, the steering wheel’s controls for audio and cruise control, the multitude of storage cubbies and cupholders, and the $195 optional power-adjustable pedals. Our tester also carried the $295 reverse sensing system-compare that price to similar systems from luxury brands-which made parallel parking a much less onerous task.

Aesthetically, the Freestyle’s interior design is attractive, in a functional way. The white-faced gauges are striking, and we appreciated the trip computer. Some of the materials, however, did not impress-hard plastics on the console, dash and door panels seemed especially cheap, as did the fake wood appliqué.

Our loaded Limited-model Freestyle’s console was dominated by a $1,995 navigation system. With touch-screen capability, this unit is a definite improvement over other systems we’ve seen in past Ford press demonstrators. Although not as intuitive as the unit Lexus and now Mazda use, the Freestyle’s nav also featured a relatively lucid user interface. A six-disc CD changer is integrated into this head unit, and we found the audio system to be passably pleasing to the ear.

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Anti-lock brakes and traction control are standard on all models, and in side-impact, frontal and rollover tests, NHTSA gives the Freestyle top marks. For a family-focused vehicle, however, we were surprised not only at the lack of stability control, but the $695 additional cost for side and curtain airbags.

Pricing is a bit of a sticking point with the Freestyle. When we were first introduced to this crossover, we were presented with a cloth-upholstered SE model, wearing a $25,105 sticker. Our tester this week, however, was a Limited model, equipped with AWD, nav, moonroof and so on, and bearing a gasp-inducing $37,150 pricetag. Of course, real-world transaction prices surely include thousands in incentives; and there really is a lot of content here-but $37 grand goes a long way on a lot of dealer lots, and personally we’d look hard at the other options before going this route. At $25k, and still packing the 7-passenger seating, copious cargo room, and full-size feel, the base Freestyle makes a much better case for itself.

As long as you’re not looking at the Freestyle as a sporty alternative to the SUV, everything about it is at least adequate, even the powertrain. As a family transport vehicle, it boasts several selling points, and bests the competition in some key areas. Still, Ford itself hasn’t shown a lot of faith in the Freestyle, first saddling it with a stopgap deficient powertrain and then publicly proclaiming the whole line’s demise (a statement they later retracted). It’s not surprising, then, that sales have fallen short of expectations. All told, however, we’d still recommend the Freestyle over a host of real SUVs-especially if and when that 3.5-liter makes an appearance. Furthermore, we applaud Ford for not building yet another SUV in the first place.

The Acura RL, flagship of Honda’s flagship line, suffers a lame-duck reputation among the automotive cognoscenti. Up against flashier rivals with more-potent powertrains and more-prestigious pedigrees, the premier Acura must by now be afflicted by a severe inferiority complex. The hierarchy having already been set, the RL lost the performance race to BMW, the cachet crown to Mercedes, and the value award to Lexus–pretty much before the new-for-2005 model was even unveiled. Part of that predetermined predicament is due to the old RL’s poor performance in the marketplace; but the provocation to which most pundits attribute panning the RL is simple cylinder snobbery. Bringing only a mere V6 to battle against a bevy of V8-powered rivals, conventional wisdom had the Acura mortally disadvantaged from the start. Under that pretext, the RL was prejudged inadequate by the majority of automotive reviewers–and any chance it had of overcoming the outgoing RL’s notoriously wretched mediocrity perished–prematurely.

Nevertheless, the RL proved awfully popular in the press fleet, and we’ve just now been granted an opportunity to evaluate it equitably. Primed by popular sentiment, we weren’t expecting much when we finally got behind the wheel–and were thus pleasantly surprised. Indeed, to our trained/keen senses, the RL’s V6 never felt wanting at all. Perhaps the best way to sum up this Acura’s spirit is to liken it to the auspicious Accord. Both convey a sense of harmony betwixt the car and the road; never feeling overburdened and yet without extraneous strength or flair. The RL is ridiculously easy to drive, hallmarked with the trademark Honda nimbleness and precision.

Truth be told, the Acura RL’s drivetrain is an extraordinary piece of engineering; a veritable mechanized marvel. At its heart lies the much-maligned V6; actually an all-aluminum 3.5-liter that rates among the most powerful engines of its kind. VTEC variable valve timing and lift give this motor a free-revving feel, and its astounding 290 horsepower actually bests the output of several rivals. At 256 lb.-ft., the RL’s torque, however, appears outclassed, at least on paper. In practice, however, the RL’s engine feels plenty potent; reminiscent of a light-pressure turbo with smooth power delivery and seemingly bottomless reserves. We measured the 0-to-60 mph run in a scant 6.8 seconds. That’s on par with most of the RL’s rivals on the lower end, although positively tortoise-like next to some V8-powered heavyweights.

Come to think of it, disparaging the RL is only justified when the Acura is evaluated among the full-size segment. Classified as full-size in some publications and a mid-sizer in others, the RL’s dimensional measurements mostly split the difference between the S-Classes, 7-series’, and LSs of the world, and the step-down E-Class/5-series/GS category–the majority of which are sold with 6-cylinder engines. At $49,000, the RL is definitely dearer than the intermediates, but when the Acura’s standard equipment is factored in, the price of entry reaches equilibrium–and the other flagships appear exorbitant.

Although deemed inferior by sheer precognition alone, the RL’s powerplant bests the competition’s bigger motors by at least one measure–economy. With fuel prices rapidly reaching $3 per gallon, efficient engines–doing more with less displacement–are becoming desirable even in extravagant transportation segments like SUVs and luxury sedans. The RL’s EPA ratings are 18/26 m.p.g. city/highway–in league with its svelter mid-size rivals but far more frugal than the automotive aristocracy.

Pure power output doesn’t tell the RL story, though. Acura further fits every RL with the Super-Handling All-Wheel-Drive system, which actively assists in cornering duties by routing power to the outside wheels in a turn. The resulting accuracy is astounding; the RL’s point-and-shoot mannerisms are more akin to an RSX than a 104″-long luxury sedan.

Part of the snubbing the RL has received at the hands of the press may perhaps be due to Acura’s cautious exterior styling. The V-shaped grille, sloped nose, and slab-sided body are all familiar brand characteristics–little free-thinking was allowed in this exercise. Bold it may not be, but beyond the basic blandness, the RL at least features some impressive visual detailing. The clear-lens headlamps, with their cylindrical lighting elements, look both expensive and distinctive. The shark-fin antenna, sparse chrome accents, and delicate-looking 17-inch wheels also stand out. Like the Accord, the RL is probably not for the extroverted–fortunately for Acura, many consumers eschew ostentatious automobiles.

Inside is another story, however. The Acura RL has one impressively individualistic interior, visually dominated by the high-tech center stack, central control knob, and navigation/control screen. Subscribing to the contemporary theory of integrating as many functions as possible into the main a/v system, though, apparently did not liberate the designers from the need for beaucoup buttons–the little guys are everywhere (even the steering wheel has 14).

The RL’s nav system ranked as one of the industry’s better; the lack of a touch-screen is made up for by the intelligence and intuitiveness of the software, as well as the ease of data-entry via the central knob (”interface dial”). One much-ballyhooed feature in the RL–XM NavTraffic–delivers real-time traffic information about nearby roadway conditions and marks upcoming impediments so that they may be avoided. More details on the XM NavTraffic system can be found in our Automotive Technology section, under Feature Articles. Suffice it to say that while we found the concept eminently laudable, the execution is lacking in some areas.

Integrated into the nav screen, and operated by the same interface dial, is the AcuraLink communication system. Broadcasting data through the XM satellite hookup, AcuraLink checks for mechanical problems and monitors maintenance schedules, and sends an email-like message when service or repair is required. At the owner’s behest, it can even contact a preferred dealer (or find one for you), arrange an appointment, and transmit diagnostic information to technicians. In the event that a serious service bulletin or recall affecting your Acura is announced, AcuraLink will notify owners and provide pertinent information as well. Additional message categories include quick tips and updates from Acura or other RL owners to supplement the manual. Through Bluetooth technology, AcuraLink further affords hands-free operation of enabled cell-phones; calls are relayed through the audio apparatus, while data such as incoming caller ID is displayed on-screen. OnStar is included as well.

Voice control capability augments both the AcuraLink and navigation systems; gender-selectable synthesized speech can verbalize addresses and climate/entertainment settings, and even read AcuraLink messages aloud. Just about every feature in the RL can also be employed via voice control; drivers can place phone calls, enter navigation destinations and manage temperature or stereo configurations by speaking specific commands aloud. We found Acura’s system to be a sound improvement over similar accoutrements from other makes; it interpreted our orders accurately over half the time, and with it we could avail ourselves of any convenience we wished without distracting manual manipulation.

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Beyond navigation, the Acura RL boasts abundant features and frills; most of them electronic and nearly all standard fare. Roll-up window shades in the rear doors are complemented by a motorized screen at the back. Nocturnal vision is augmented by xenon HID headlamps, which swivel left-to-right according to steering inputs. Acura also fits the RL with an amenity we’re coming to particularly appreciate–the Keyless Access system allows you to enter and start the RL with the fob/transmitter in your pocket or purse. Audio quality is excellent to boot; the RL is graced with a superb 10-speaker Bose stereo, with the requisite 6-disc CD changer and mp3 capability (no iPod input is provided, however, although word has it one’s in the works). Driver and passenger are pampered with power-adjustable, heated seats, and dual-zone climate control. Tilting and telescoping steering wheel adjustments are accomplished electronically, too, as is dimming the rear-view mirror. A separate Multi-Information Display in the instrument panel allows customization of automatic door locking, headlight delay, and so on, while constantly calculating gas mileage, range and average speed.

A word of caution is appropriate, here–this is not a car for technophobes. Swarming with telemetry and automated devices, the Acura RL demands determined study just to decipher most functions; dexterity and deliberate cogitation are essential to become adept at handling it all. Even everyday actions require mastery of AcuraLink and/or the nav system; even menial tasks like changing fan speed are often accessible only through the multimedia screen and interface dial.

One last Honda trait evinces itself in the Acura RL as well–value, as among its lesser stablemates, is a strong point. Well-equipped with AWD, power-everything, high-end electronics, and of course the requisite leather and wood, it offers much more content than most adversaries–especially the mid-size ones–and undercuts many of its full-size competitors by a significant margin.

We finally got some real seat time in the all-new M-Class–and it was worth the wait. The new Mercedes truck is everything the old ML wasn’t, beginning from bare metal. Where the old M was a body-on-frame, overweight truck with a leather-and-wood wrapper over sturdy but plebian mechanicals, the new crossover structure gives the M a refined nature the previous iteration could never hope to match. Where the old M had quality problems and suffered owner complaints for years into production, the new M is the product of a more meticulous Mercedes-Benz–having implemented stringent new quality controls on the assembly lines and sworn off the complicated electronics they included simply for their own sake. Overall, where the old M was more status symbol than sensible automotive choice, the new M oozes not just class, but competence.

Outside the change isn’t so evident; the new M looks a lot like the old, re-rendered in hi-def. The corners and bodyside lines are a little more creased; the trim and sparse chrome bits a little more defined. The saw-tooth grille insert is reminiscent of machined industrial equipment. Jeweled taillamps and HID headlights complete the high-tech theme. One thing hasn’t changed, though–that oversized, tri-pointed star on the grille is still suitable for Flava-Flav’s accessory drawer.

Under the skin, the M has grown up, too. Engine choices are mostly new or updated, from the bread-and-butter V6 ML350 to the tested ML500, with prices increasing concurrent to horsepower. We’ve driven the 268-horse ML350 model (at around $39,000 to start), and found it to be smooth if not exactly powerful. Zero-to-sixty acceleration is claimed to be an utterly adequate 8.4 seconds. In other words, it’s entirely sufficient for the soccer mom stereotype that we often see behind the wheel of these machines.

And then there’s that V8. The heart of the $48,500 ML500, we’ve enjoyed this same motor in a number of Benzes–and even in this second-heaviest of applications (the new R-Class ‘non-minivan’ is just a smidge stouter), it’s a beaut. With 339 lb.-ft. of torque, there’s no shortage of off-the-line grunt–and the 302 horsepower rating means the M pulls to way beyond our own limits on public roads (self-imposed restraint is prudent when piloting somebody else’s spanking-new luxury vehicle, especially a tall one). Even more go is available with the 510hp AMG ML63, but we figure in an SUV, enough is enough. The ML500 hits 60 m.p.h. in under 7 seconds, which even we never found lacking. (For science’s sake, we will reveal that the 0-60 time of the ML63 is said to be 5 seconds flat, with top speed limited at over 155 m.p.h.)

In true over-engineered Mercedes tradition, the rest of the greasy bits are more than up to the job of harnessing all that go. 255/55 rubber on 18-inch rims give grip suitable for sports-cars; 50-series tires on 19s are optional. Vented disc brakes of 13.8″ and 13″ diameter front/rear provide plenty of contrasting ‘whoa.’ The transmission is that famous 7G-TRONIC seven-speed automatic, which reacts quickly yet serenely to driver inputs, never really feeling stressed. And the suspension, comprised of double wishbones up front and 4-link coils out back, plus gas-charged shocks, is softly compliant on rough roads, yet far from tippy or floaty when pushed.

We didn’t go too far off road, but we’ve tested MLs before and found them more than capable of traversing rougher terrain than most owners will ever see. Still, Mercedes outfits the ML500 with 4MATIC full-time all-wheel-drive, so the truck can at least back up the claims its rugged shape makes for it. For extra off-road prowess, Mercedes further fits a standard hill-ascent/descent control system, ESP and Traction Control, and four-channel ABS with off-road programming for better stopping on loose surfaces.

Of course, your average Benz pilot probably never pops the hood, much less investigates the hardware under the car. For these folks, the true allure of a vehicle like this–besides the status afforded by that aforementioned badge–is the opulence to be found inside. And as you’d expect, the new ML doesn’t fall short.

You’d expect leather seats and wood trim–and you wouldn’t be disappointed. But you can feel the difference between Nappa leather from Italian bulls and leather from, say, Flint’s finest milk cows–Mercedes’ hides feel twice as thick and yet twice as pliant as your average cow skin. The wood, too, feels not so much like an appliqué as a structural part of the dashboard. Even the interior bits your average driver doesn’t often touch are high-class; the dashtop, for instance, has more give than some cars’ third-row seats.

For a mid-size SUV, the ML is pretty roomy, too. Clever packaging gives this new model more passenger space than the outgoing soft-roader, especially in critical areas such as leg-room and elbow-room. An 8-speaker standard stereo, tilt/telescope multi-function steering wheel, automatic climate control, auto up/down windows, rain-sensing wipers and ambient lighting round out the best of the M-Class’ standard fare. Throw in the coffee table-sized sunroof, power everything, and full gauges with a gorgeous backlighting glow, and you get a truck that imparts a serious feeling of wealth to the driver–even if it’s just a loaner.

Too bad, then, that the navigation system is as disappointing as it is. Not that we haven’t seen worse, but this $1,240 option’s list of faults begins with a lack of touch-screen capability and continues from there. In typical German fashion, the software here is logical–but requires expert-level understanding for any level of comfort. Menus, sub-menus, and a plethora of buttons to either side of the unit simply add to the confusion. Bottom line: if you’re going to invest in this toy, be prepared to study the (separate) operator’s manuals (there are two).

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Visibility is excellent in all directions; there’s a lot of glass here. The ride is serene but taut; the road’s character is felt at all times but never becomes intrusive. Cargo space is improved due to the growth in length and height; there’s 29.4 cubic feet available with the seats up and 72.4′ when they’re down. Fuel economy is less impressive; we averaged 18.5 m.p.g. in mostly city driving.

Passenger safety, too, is addressed comprehensively. Standard airbags include curtain, side and frontal units; the latter of which deploy in two stages depending on impact harshness. 3-point seatbelts are fitted to all five positions, as are belt tensioners. Optional life-saving gear includes active head restraints (in company lingo–all caps, of course–NECK-PRO), as well as the PRE-SAFE system, which anticipates accidents and attempts to mitigate damage by applying brake force, positioning the power seats, tensioning the belts, and closing the sunroof. 24-hour roadside assistance and TeleAid communications mean you’ll never be stuck alone.

There’s no doubt that the new M-Class eclipses the old in every objective measure. Where the previous generation was somewhat ungainly, too trucky, and not luxurious enough, the new ML feels more than anything like an E-Class that happens to be a couple feet higher off the ground. Just as important, what with Mercedes’ recent gains in quality and owner satisfaction studies, we expect the new M-Class to be a better buy, too–all in all, a better, more reliable representation of what a Mercedes-Benz should be.