Take a quick spin with us as we test the 2009 Acura TSX. The ’09 TSX does not feel like your typical entry-level luxury car but has an aura more like its sophisticated sibling, the TL sedan. For the feel and look of a much more expensive car, you can enjoy luxury at an affordable price because the TSX starts at $28,960 and topped out at a reasonable as-tested price of $32,060

The new TSX is the picture of refinement, both performance and design-wise. Despite the additional 160 pounds to the 2009 model, the TSX is still agile with incredibly precise steering. The motor gets the job done with 201 horsepower at 7,000 rpm and 172 lb-ft of torque at 4,300 rpm. The fuel economy is surprisingly good for a sports sedan, getting 30 mpg highway and 21 mpg city. On the exterior, you may recognize the new grille that’s also found on the TL and RL. Inside, the cockpit design is new and aggressive. No more touch-screen for the nav-display but there is now a centralized wheel for control. The navigation also comes with real time traffic and weather reports.

The only gripe we had with the 2009 TSX was that the shifting in manual mode had to be done with the paddles mounted to the steering wheel, without an option to shift on the gear selector. However, with everything Acura does right with the TSX, our complaint is easy to overlook. Despite losing a little edge that the Prelude and Integra fanboys crave, the TSX will most certainly grow on them.

The all-new Mazda6 is a breath of fresh air in a market that is saturated with the standard Camrys, Accords, and Altimas. The 2009 Mazda6 combines sexy styling, creature comforts, and performance into a package you wouldn’t expect from your typical sedan. The Mazda6 is much larger than its predecessor, coming in with almost seven additional inches, four of which give the back seat passengers more legroom. The new styling is athletic, with a wide stance, optional HID headlights, muscular fender flares, and a trunk that looks like it has a built-in spoiler. The chassis is also stiffer, to accommodate the sportiness that comes from the 3.7L V6.

.

We tested the Grand Touring model with the six-speed automatic transmission paired to the 3.7L V6 engine that produces 272 horsepower at 6,250 rpm and 269 lb-ft of torque at 4,250 rpm. The Grand Touring model, with an as-tested price of $28,26, includes many of the amenities we have come to rely on like navigation, a sunroof, and a quality sound system but you can also select creature comforts that are usually only found in near luxury vehicles like blindspot monitors, rain-sensing wipers, and auto-dimming mirrors. Overall, with the styling, performance, price, and luxury-esque perks, the Mazda6 is sitting comfortably at the top of its class.

Starting this article is tough. There is no way to properly set my reader up for the surprise I experienced lately without sounding contrived or hucksterish. This experience came behind the wheel of Subaru’s Outback wagon, specifically the 243-hp 2.5 XT variant with the 2.5-liter turbocharged ‘boxer’ four and all-wheel-drive.

When I heard that my assignment for the coming week would be to evaluate the car, I wasn’t expecting much. Subarus are terrifically competent cars with a reputation for safety and durability. Think a Japanese (i.e. cheaper) Volvo. And if I can be frank, I wasn’t exactly thrilled by my last experience with a Subaru – the bastion of left-leaning outdoorsy types, the Forester L.L. Bean Edition. That car had a four-speed automatic that proved frustrating to my enthusiast sensibilities, as well as some perplexing interior features.

However, after driving our Outback for literally five seconds, I forgot all about the Forester. The 2.5 XT in particular is, for lack of a better term, the ultimate sleeper. Fortunately, Subaru sent us a test car with a five-speed manual transmission so we could properly explore its cloak-and-dagger character. Despite putting out 243 horsepower and 241 lb-ft of torque, this is a quiet car. It makes hardly a peep even under full-throttle acceleration, due to the relaxed characteristics of its engine. Boxer motors operate more smoothly than the inline fours produced by most companies, and can therefore be made in larger displacements. This means gobs of torque, even in non-turbocharged cars.

The Outback 2.5 XT is still tuned for the needs of the general automotive populace, so it’s not a high-revving, peaky car. It pulls strongly from 2000 rpm upwards, while giving the impression that it’s not even breathing hard. If you let off the throttle at engine speeds less than 3000 rpm, you can hear the blow-off valve whispering ever so slightly, barely hinting at the potential of this motor.

It is, after all, the same engine (albeit in a lighter stage of tune) found in Subaru’s factory rally racer, the 300-hp WRX STI. The 2.5 XT lacks the STI’s sixth gear and extra fifty-odd horsepower, but the DNA is definitely there. Pitch the 2.5XT into a corner and lift the throttle, and the nose will tuck to meet the line – there is very little understeer. It’s all very progressive and manageable, yet not hair-raising. The XT is shod with all-season rubber, so something a little more performance-oriented would surely heighten its absolute cornering capabilities to match its excellent responses.

You can also watch the 2008 Subaru Outback 2.5 XT Limited Video on YouTube.

However, people probably won’t buy this car for its sporting nature, and I’m sure there are legions of 2.5 XT owners that have no idea what they are driving. The XT isn’t even the most expensive model in the Outback range. That honor goes to the automatic-only Limited model, which uses a non-turbo boxer six. But the XT outdoes the Limited’s bigger engine by twenty-six lb-ft of torque. We didn’t do any official testing, but if the manual 2.5 XT takes longer than seven seconds to reach sixty, and more than fifteen to complete a standing quarter-mile run, that would come as a great surprise.

It’s tempting to gush about the XT’s gearhead appeal, because it’s hardly advertised at all. And that alone is worth the asking price. But, in addition to all of that, you get a hell of a trusty, boring wagon if that’s what you want.

With normal throttle application, the turbo motor will return mileage of 18 city and 24 highway, as estimated by the EPA. The interior of our test car was simple black, with sporty red-glowing needles on the gauges. It also featured what I consider to be one of the best executions of a sunroof on the market right now.

It’s enormous, for one thing – double the size of a normal-sized conventional sunroof. Second, in order to allow the driver to enjoy just a little bit more of the roof’s considerable illuminative effects, there is an extra section fore of the sliding panel. This little visor doubles as a blocker for wind noise, and I think it does that job better than the little pop-up bits of cloth and plastic that other automakers use. In any car, a sunroof is pretty much a must-have. But as far as the Outback is concerned, it’s one of the defining reasons to buy the car.

That sunroof is one of many features that make the Outback an ideal vehicle in which to make a comfortable, trouble-free journey into the nether-reaches of New England in January. Its all-weather package included heated front seats, heated mirrors, and a windshield wiper de-icer. And it features an all-wheel-drive system, called “Symmetrical AWD,” that is right up there with Audi’s notorious Quattro as the best in the industry.

[Show as slideshow]

[View with PicLens]

Unless you’re doing serious off-roading or heavy towing, this tall wagon is superior to an SUV in every way, even in bad weather. It’s lighter and more sure-footed than something like a Ford Explorer, and in troublesome conditions I would feel safer and more in control behind the wheel of a 2.5 XT than most anything else.

I say that in part because in addition to being deft and nimble, the Outback will perform well if disaster does strike. The new Outback line scored perfect five-star ratings for front and side impacts in the Insurance Institute for Highway Safety’s test, and a four-star rating in the rollover test. Considering all the fun stuff you can do in this car both on and off the pavement, that peace of mind is pretty important.

If being an automotive journalist paid just a bit better, I’d strongly consider buying a 2.5XT as my personal car. It is truly a do-anything car, one of the few that deserves that label. It will haul people or equipment through rain, sleet, and snow, and you’ll have fun to boot. It’s efficient, unassuming, and has the potential to be wickedly fast. Come to think of it, it’s likely that Subaru themselves didn’t even know just how good this car would end up being. Why else would they only ask $30,995 for it? For that kind of money, nothing touches this triathlete of a car.

*Price as tested: $32,447

Change is afoot on the highways of the United States, and drivers across the country may soon have to adapt the connection between their eyes and their right feet to a new silhouette.

The Dodge Charger is mounting a challenge to Ford’s Crown Victoria for the title of supreme police cruiser, and it’s a mighty strong challenge at that. Dodge delivered a police-package Charger to Roadfly this summer, with everything but a working siren. We learned two things. First, driving a police car is not as fun as you think it is. Secondly, Ford needs to watch its back.

Ever since the demise of the Chevy Caprice, Ford’s Crown Victoria has held a firm stranglehold on the budgets of police departments for the last decade, with no logical competitors in sight. Cops across the country prefer big, body-on-frame American sedans with rear-wheel-drive and V8 engines. That’s the same reason taxi drivers prefer them: they are tough, and can take abuse in far greater doses than front-wheel-drive counterparts, eliminating cars like the Ford Taurus, the deceased Dodge Intrepid, and the Chevy Impala from everything but University policing duties. No other American companies have seen fit to make rear-wheel-drive anything save trucks, SUVs, and the occasional sports car, so the Crown Vic’s dominance has gone unchallenged.

This created a pretty big opening for the Dodge Charger, a truly American muscle sedan done in the old style. Our test car was equipped with the Chrysler 5.7L 340-hp HEMI V8, which fires it to sixty mph in six seconds flat, more than two seconds quicker than the police-spec Crown Vic.

You can also watch the 2007 Dodge Charger Police Package on YouTube.

That figure seemed totally within reach as soon as we slid into the low-slung Charger. Apparently this Charger has a 148-mph top speed (which we did not test), and can get around a racetrack (or a public road) a good bit faster than a Crown Vic in law enforcement trim. Due to a curb weight of over two tons, the police-spec Charger sometimes feels sluggish when taking off from low speeds. However, the HEMI quickly makes its presence known, and really howls as it easily pushes the Charger towards triple digits.

The Charger is a newer car than the Crown Vic, and it looks the part inside and out. Our test car was decked out in heavy-duty cloth seats up front, with a vinyl bench in back. You have doubtless seen a few Chargers by now, so you’ll know that the angry furrowed brow and gun-sight grille is a much more intimidating prospect than the Crown Vic’s conservative, senior-citizen front end. Trust us, it looks even more bone-chilling when it’s decked out in black and white, adorned with a heavy-duty bar, and filling your rear-view mirror.

The Charger Police Package starts as a 3.5-liter V6-equipped model. Our tester added a $3,500 “Customer Preferred Package 29A” that included many of the bare essentials needed for police work, such as heavy-duty cooling, heavy-duty brakes, a different floor console to replace the stock one (chucked in favor of a big metal slab to mount laptops and such), and no-frills 18 x 7.5” steel wheels.

This package also equips the Charger with “Performance steering and suspension,” which actually made a huge difference. The Charger’s steering won high praise in the Roadfly office for its directness, yet the effort needed for major inputs was remarkably low.

The HEMI engine is a $2,230 upgrade. Our test car had a few more fleet-specific tweaks like an 8-way power driver’s seat for $380, spot lamps for $200 each, and a full-size wheel/tire combo in the trunk ($160).

[Show as slideshow]

[View with PicLens]

We couldn’t imagine how a cop car could get much better without being a Corvette, but there was one chink in the Charger’s armor. Because the stock car’s shifter is ‘on the floor’ and not ‘on the tree,’ it needed to be relocated to the column to make room for the police-specific center console. The transplant was only a mild success, and during our research we discovered that cops testing the Charger had complained about the difficulty of getting into ‘drive’ quickly from reverse. For our part, we had some trouble getting the car into the proper gear without some practice. It is equipped with Chrysler’s AutoStick function, however, to give the driver more control over upshifts and downshifts.

The Crown Vic still beats the Charger in one crucial area, and that is price. Our V8 Charger cruiser carried a sticker of around $30,000, about four grand more than a Crown Vic. However, the V6 Charger costs around the same as the Ford (a V8 is standard on the Crown Vic), and offers the same level of performance. More competition is better for the consumer, and we’d like to see Ford come out with an updated rear-drive sedan with a V8 to challenge this Charger. If they don’t, the future looks substantially bleaker for the darling of America’s police forces.

Though the 2007 Nissan Altima Hybrid is only available in the eight states that have accepted the California Emissions standards, the Altima Hybrid is desirable to those who just want to save money on ever-rising gas prices. If getting 43 city/36 highway isn’t enough of a bargain, the $2,350 tax credit on the 2007 Altima Hybrid is an extra great incentive. The styling on the Altima Hybrid is just like the regular Altima with the same interior and exterior options are available on the hybrid version; the only obvious difference (besides the impressive fuel economy) is the subtle badging. The Altima Hybrid still has the 2.5L gas engine (once you hit 43 mph, full gas power cuts on), but it also has electric power. The batteries are stored in the trunk, but are unobtrusive, leaving you plenty of trunk space.

Check out our 2007 Nissan Altima Hybrid Video and let us know how it stacks up to its competitors, like the Prius or the Civic Hybrid.

You can also watch the 2007 Nissan Altima Hybrid Video on YouTube.

The 2007 Jeep Wrangler Unlimited Rubicon 4×4 is still one of the best off-road vehicles, even with its upgrade to four doors. Our tester came with the optional 4-speed automatic transmission and skid plate (only an $845 upgrade), perfect for the off-road enthusiast. The engine is a 3.8L V6 with 202 horsepower at 5,200rpm and 237 lb-ft of torque at 4,000rpm, and gets 16mpg city/19mpg highway.

The Wrangler Rubicon also comes with a ton of standard equipment like the 4:1 Rock-Trac(R) part-time 4WD system, Tru-Loc Electronic locking front and rear differentials, fuel tank skid plate shield, a Next Generation Dana 44 Heavy Duty rear axle, two front tow hooks, one rear tow hook, electronic front sway bar disconnect, electronic roll mitigation, and a full spare tire. Thankfully, once the Wrangler Unlimited Rubicon is fully-loaded, the cost is still reasonable, (thanks to Jeep making so many features standard), and tops out at an affordable $34,870.

Watch the 2007 Jeep Wrangler Unlimited Rubicon 4×4 in the Pocono mountains and let us know if you’d want to take this bad-boy off-roading.

You can also watch the 2007 Jeep Wrangler Unlimited Rubicon 4×4 Video on YouTube.

You may be wondering why Nissan is bothering to launch a new car (the Altima coupe) into the auto market when they are already doing so well. The warranty claim rate on Nissan vehicles has dropped 60% in the past two years. The company hopes to launch a 3-liter, Nissan-original hybrid that gets 100 km (or 78 mpg) by 2010 as part of the Nissan Green Program. A purely electric car is also expected within the next decade, and a Maxima diesel engine by 2020. So the question remains, with all of the great news coming out of Nissan, “The Altima coupe: Why now?”

I first saw the Altima coupe at a 2006 LA Auto Show event, did a double take, wondering, “What Nissan vehicle IS that?! and “When does this hit the market?”, seeing that I would soon be interested in purchasing a new car. However, as time progressed, I became a bit skeptical about the coupe, since the car was, and is, being marketing to my demographic, the “younger males and females in their late 20s, up-and-coming professionals.” However, after getting some seat time in the Altima Coupe, I was pleasantly surprised.

There are two model options, the V6 and the 4-cylinder, (both with standard dual exhaust), and I was lucky enough to get to drive both. The V6 and 4-cylinder Altima Coupe are available with a 6-speed manual transmission or a Xtronix CVTs (Continuously Variable Transmission). Available models are the 2.5 S 6-speed manual tranny, the 2.5 S CVT, the 3.5 SE 6 speed, and the 3.5 SE CVT. The V6 Coupes come with 17” aluminum-alloy wheels with 215/55R17 tires and the 4-cylinder Coupes come with 16” wheels and tires. The Altima Coupe also comes with standard traction control systems. Oh, and by the way, just like some of the high-end luxury vehicles out there, the Altima Coupe comes with a push button ignition.

This front wheel drive coupe, built on the all-new rigid Nissan “D” platform, comes with a 20-gallon fuel tank, which could be problematic if you are interested in the V6 3.5 SE because premium gas is recommended. The 3.5-liter, for its 270hp and 258 lb-ft of torque, gets 19 mpg city/27 mpg highway in the manual and automatic. The 4-cylindar 2.5S luckily takes regular gas, and its mileage is at 23 mpg city/32 mpg highway in the manual and 23 mpg city/31 mpg highway in the automatic. The Altima Coupe proved to be quick to the punch when accelerating and you felt confident with its sport-tuned suspension and rigid chassis. It also handled turns at speed decently, but we found that we had to oversteer to push through the corners.

Interior perks include the kangaroo pouch on the front sear cushion, good for squirreling away loose odds and ends, almost absurdly large vanity mirrors, and a 60/40 split and flat fold down rear seat. More notably, the Altima coupe comes with extra touches of class with the I-Key (again, the Push Button Ignition), and a variety of other choices in the Comprehensive Option Package: touch-screen navi RearView Monitor (a 6.5” color monitor), a 9-speaker Bose-development audio system, a power-sliding glass moonroof, and Bluetooth hands-free phone system. Sport bucket seats, numerous cubbies, and dual climate control bring the coupe’s sportiness and functionality together.

[Show as slideshow]

[View with PicLens]

The Altima Coupe is a great choice for someone who wants the G35 coupe but can’t afford it or someone is looking at the 350Z but needs a backseat and a less sportiness. Price is affordable: $20,450 base and around $31,000 (V6 engine) for fully loaded. For all of those that think the Altima Coupe is just the Altima Sedan minus two doors, they are quite wrong. Length-wise, it is 7.1 inches less than the sedan and height-wise it is 4.0 shorter than the sedan. The only major body panel they share is the hood. The Altima Coupe also comes in two colors that the Altima Sedan does not: Code Red and Metallic Blue.

Overall, I would have to agree with the Nissan folks and say that this coupe is the perfect car for the young professional who is loving life, always on the move and free of constraints like kids. The Altima Coupe is speedy, stylish, sporty and powerful enough to break the boredom of point A to point B driving. The variety of transmission options also means that there will be a fit for ever driver, from the manual transmission lover to those that like to just put it in drive and go.

No car company has taken bigger strides over the past decade than Hyundai. Formerly a manufacturer of small, dowdy cars that were both uninspiring and uncertain, the Korean automaker has transformed itself into a powerhouse, a paragon of reliability and value.

Hyundai is still establishing itself, and its models have been finding their respective niches by the seats of their pants, often being redesigned or renamed after just a year or two on the market. Hyundai’s Santa Fe SUV has been around since 2001, but has seen its mission statement substantially redefined for 2007.

The first-generation Santa Fe competed with Honda’s CR-V and Toyota’s RAV4, but couldn’t match those two established cute-utes in terms of interior appointments and refinement. Its dash and cabin were boring, and the styling was…well, hardly cute at all. Its saving grace was that it offered a V6 (first a 2.7, later a 3.5) against its competitors’ inline-fours, and it was cheap.

However, the 2007 Santa Fe has left the past in the dust. It sports styling in line with its mainstream Japanese competition, and takes some cues from some more unorthodox vehicles as well. From the rear, it resembles Subaru’s daring B9 Tribeca, and its front grille, mounted flush with the top edges of its angled headlamps, is strongly evocative of Saab’s cool 9-7x. It has a new 3.3L V6, and its interior no longer resembles that of a Korean airport shuttle. And most importantly, it’s bigger.

How much bigger, you ask? The new Santa Fe is around seven inches longer than the outgoing model, one inch wider and almost two inches taller. It has increased its track by 2.9 inches. Hyundai’s press site proudly contrasts this measurement with those of the Toyota Highlander and Ford Explorer, which is one of many indicators that the Santa Fe is no longer just hunting small-SUV game.

Hyundai’s website offers a comparison feature, so potential buyers can pit the Santa Fe (in somewhat limited categories) against as many as three other vehicles. You can choose most any vehicle you want, even a Lamborghini, but Hyundai already has three picked out for you: the Honda Pilot, and the Highlander and RAV4 from Toyota. This is quite interesting indeed, since the RAV4 and Highlander are two different class of SUV. Hyundai is trying to lure potential buyers of both vehicles into the Santa Fe fold – away from the Highlander with cost, and away from the RAV4 with size and features.

The new Santa Fe’s larger size has made room for an optional third row of seats. Our tester, a top-of-the-line 2wd Limited model, did not come so equipped, and we are therefore reserving judgment on how well Hyundai has executed the additional row. It’s split 50/50 and does fold totally flat, increasing the practical appeal of this particular check-box on the options list. However, from all the Santa Fes we’ve looked at and sat in, it looks a little tight back there. There is a standard feature to make ingress and egress easier through the second row, but it just doesn’t look like there’s enough legroom for anyone but small children. And that may be fine for the majority of Sante Fe buyers.

The rest of our Santa Fe’s cabin was inviting and roomy. The car’s 60/40 split second row seats recline independently of each other, and like the third row they fold completely flat to make cargo hauling easy. The second row has a folding armrest, and the front passenger’s seat can be ordered with full-power adjustability – things not offered in comparable trim levels of the Pilot, Highlander, or RAV4.

The new Santa Fe drew rave reviews from the Roadfly staff for its interior appointments. Surfaces, while they acknowledged their plastic DNA, aren’t cheap-looking. And the finish of the wood veneer is superior to that in some luxury vehicles we’ve tested. The gauges glow fluorescent blue at night, as do the separate screens for the clock, audio system, and dual-zone HVAC (which blows through wonderfully massive vents in the center console). It all adds up to a reassuringly high-tech atmosphere when you’re whizzing along at night.

The Santa Fe offers two engine choices for 2007. GLS models are equipped with a 2.7-liter V6 making 185 horsepower at 6,000 rpm and 183 lb.-ft. of torque at 4,000 rpm, while SE and Limited models like our tester get an all-new 3.3-liter V6 making 242 hp at 6,000 rpm and 226 lb.-ft. at 4,500 rpm. The 3.3L unit replaces last year’s 3.5, and makes 42 more horsepower despite having a smaller displacement. Our Santa Fe got the bigger motor, and although it’s no sports car, it’s miles ahead of the old model, and on par with the power outputs of the Pilot, Highlander and RAV4.

True to Hyundai form, our tester had a ton of standard equipment. The only cost-added option was a set of carpeted floor mats, at a measly 95 bucks. Stability and traction control, front and side airbags all around, active head restraints, and a tire pressure monitor were the most notable safety features. Leather is standard on the Limited, as are little lifesavers like de-icers for the rear windshield wiper and an AutoMirror equipped with Homelink.

By now we all know that Hyundai can offer a litany of features at a bargain-basement price, just as its Japanese targets did in the 1980’s. But we were still surprised at what a bargain our Santa Fe presented. At $26,040, the Santa Fe undercut our tester RAV4 by two grand.

[Show as slideshow]

[View with PicLens]

It’s not an entirely fair comparison, as the RAV4 came with 4WD and a moonroof, things the Santa Fe offers but were not included on our tester. But, we think it’s significant that the larger, more luxurious Santa Fe can still come out much cheaper than even the lesser of the two Toyota SUVs it has taken aim at. When we tested the RAV4, we lamented its lack of interior furnishings. There was no leather, and a very small amount of creature comforts. Our Santa Fe had a power-adjustable seat, and stereo controls on a steering wheel that tilted and telescoped – all stuff the RAV4 lacked. The interior of the Santa Fe also had more panache, expressed in small things like the texture of the stereo buttons, or the uniformity of the space-age blue displays.

Overall, the Hyundai Santa Fe is, well, a Hyundai. In today’s automotive market, that means a tremendous bang for the buck, a superlative warranty to ease the mind, and a list of features that makes you shake your head in amazement. For 2007, the Santa Fe has added style, performance, and versatility to its list of charms. If you’re on a budget, or just want something a little different from the fleet of Pilots, Highlanders and RAV4s that dot suburbia these days, this is the SUV for you.

At first, we weren’t particularly interested in the announcement of an all-new crossover SUV–the 2007 Mazda CX-7. A new car-based ‘ute is about as rare as a Hollywood wedding. Mostly, they’re ungainly, unexciting vehicles that trade the stability and light weight of a car for extra cargo room and ground clearance that nobody uses. A few high-end crossovers do emphasize the Sport in SUV–Range Rover Sport, ML55, X5, etc.–but in the meat of the market, there’s not much to get our blood boiling.

When we heard the CX-7 would be powered by a 244-horse turbo, however, our ears perked up. After all, Mazda is known for injecting a bit of “Zoom-zoom” philosophy into nearly every vehicle they build. And when we saw that curvy body, we relented, and decided to take a look at what we fervently hoped would not turn out to be just another family hauler with no soul.

Short story: it’s not. The CX-7 proved itself to be one of the liveliest crossovers in the $24-30,000 range. In fact, Mazda says that it was consumer feedback that inspired them to build it; their research concluded that crossover owners liked the utility of their SUVs but were under-whelmed with the performance and handling. Willing to trade attributes like ground clearance and cavernous cargo room for more speed, stability and styling, these respondents said they wanted “an SUV with the soul of a sports car.” (Although why such consumers didn’t scrap SUVs altogether remains unexplained.) If any manufacturer was suited to fill that niche, Mazda was it–and thus the CX-7 was born.

Like many recent models from the Ford/Mazda/Volvo/etc. family, the CX-7 originated with the commendable Mazda6 chassis. Also derived from that model, the front suspension is a McPherson strut setup; the independent multi-link rear design evolved from the Mazda5 design, however. Stabilizer bars are fitted at both ends. The end result is a five-passenger vehicle that’s 12 inches longer than the Tribute and much more car-like in demeanor. (Mazda further stressed that, contrary to popular belief, the upcoming 7-passenger CX-9 is not a long-wheelbase CX-7. They say the 9 will be 16″ longer–same as an Audi Q7–and also based on the Mazda6 chassis, but shares little with this model.)

Mazda stylists had an essentially clean slate to work with, aiming for a sleek, sporty, yet sturdy look, while retaining brand continuity. The fruit of their labors is, we think, a rather appealing piece. The prominent fenders and bold air intake convey a muscular, brawny impression, while details such as the grille shape and clear-lens cylindrical taillights are reminiscent of the vaunted RX-8 and Miata sports cars. It’s certainly distinctive, and doesn’t offend the eye like some recent envelope-pushing SUV designs have. If anything, we wish the wheels–standard 18-inchers–were bigger or somehow more aggressive; the flared fenders demand visually-impactful rolling stock. On the whole, the CX-7 may be the best-looking sport-styled SUV on the market when it goes on sale in May.

Of course, the competition is never far behind. For instance, fresh redesigns of the Mitsubishi Outlander and Suzuki XL7, debuted at the New York Auto Show, feature cutting-edge styling as well.

Fortunately, Mazda isn’t relying on looks alone to best their rivals–the CX-7′s powertrain promises a driving experience that feels just as sporty as the exterior looks. A turbocharged version of the excellent Mazda 2.3-liter four-cylinder is the centerpiece, featuring direct injection and an intercooler (innovatively placed on top of the motor). This motor puts out 244 horsepower, while its small size and lightweight construction aid in the CX-7′s overall balance. Torque is impressive, too, with a broad plateau of pulling power that peaks with 258 lb.-ft. at 2500 r.p.m.–99 percent of which is available to the hp peak of 5000 r.p.m. With a 6600 r.p.m. redline, this MazdaSpeed6-derived powerplant boasts quick power delivery and almost imperceptible turbo lag.

Backing up the engine is a standard six-speed automatic transmission with manu-matic capability and ventilated disc brakes measuring 11.6″ up front, with dual-piston calipers, and 11.9″ at the rear. All trim levels come with ABS, Electronic Brake-force Distribution (EBD), brake assist, Dynamic Stability Control (DSC) and a Traction Control System (TCS). An Active Torque Split all-wheel-drive system, which distributes power from 100/0 to 50/50 front/rear, is optional. AWD subtracts only 1 m.p.g. from the CX-7′s city rating of 19; highway mileage is 24 m.p.g. regardless.

Behind the wheel, too, the CX-7 hits its target–although we weren’t sure it would. An initial stretch of poorly-banked freeway exposed significant body lean, and after several miles we had almost written off the CX-7, impressive specs aside, as just another pretender. As our route became more challenging, though, this Mazda came into its own. It settles in well, slicing through both sweeping high-speed curves and sharp, tight turns with impressive agility. The wide tires (235/60-series rubber is standard) and AWD give prodigious grip, which we only exceeded–to the point of activating the electronic safeguards–once. As we got comfortable, we found ourselves charging down unfamiliar roads at speeds we never would have attempted with other so-called “sporty” crossovers–and grinning all the while. Aspiring challengers will have to work hard to best this baby.

We weren’t thrilled with the exhaust note, however. Unobtrusive at normal engine speeds, at high revs it lacks either a resonant rumble or whining turbo timbre–instead there’s a rather nasal clatter that’s certainly loud but hardly befitting of a sporting machine.

The CX-7′s hefty steering feel does evoke athleticism, though, but the effort it requires might frustrate some. With a 15.8:1 ratio and a mere 18.7-foot turning circle, it’s certainly more sporting than the typical SUV’s over-assisted feel–but the frequent adjustments we found ourselves making at freeway speeds pushed the CX-7′s rack-and-pinion system a notch or two below perfection. Brake force is outstanding, however. The CX-7′s binders bite in initially like a man just off a hunger strike, yet pedal modulation is easy and the overall action is smooth. Our electronic gear measured the CX-7′s stopping distance at a remarkable 117 feet from 60 to 0. We liked, and felt safe with, the CX-7′s whoa-power enough to really flog our tester, subjecting it to a half-hour of serious heel-and-toeing through some of Virginia’s best back roads. By the time we hit highway again, the brakes had faded almost entirely, along with our adrenaline reserves. (We aren’t complaining, however, as any production car would exhibit similar diminishment under such conditions.)

Of course, the CX-7 wouldn’t be a real Zoom-zoom Mazda without some stirring speed. As noted, the 244-horse turbo proved torquey yet responsive; mash the throttle in any gear at any speed and response is nearly instantaneous. We clocked a rough zero-to-sixty m.p.h. time of 7.5 seconds, averaged over a few runs on the flattest stretches we could find during our drive. That slots the Mazda neatly between its stated competitors–about a half-second behind the new V6-powered Toyota RAV4, but at least a full second above the Honda CR-V. In fact, the CX-7 is just a tick behind high-end sporty crossovers like the Infiniti FX35 or Lexus RX400h, and well ahead of the Nissan Murano.

That 6-speed tranny deserves credit for the CX-7′s snappy response and respectable acceleration, too. A gear or two ahead of most rivals, this unit shifts quickly and intelligently. At a calm cruise, it’ll hang in 5th gear–but it’ll downshift the instant you hit the go-pedal. You’ll never miss a hole in traffic, and you’ll never lug the engine up even the most sudden of hills. We never even needed the manu-matic gate; although we appreciate that it holds gears even at redline and provides split-second shifts, the transmission’s logic in Drive was responsive enough.

As a family vehicle, the CX-7 doesn’t cater only to the driver, however. The interior is contemporary, but relaxed and comfortable. Seats are well-bolstered but not tight up front, and roomier in back than most. Total passenger volume is 98 cubic feet, with over 39′ of headroom front and rear (less with moonroof) and shoulder room lists at 58′/56′. Leg room, too, is plentiful, with 42′ up front and 36′ in back–enough for a six-foot editor to sit behind himself comfortably. The 60/40 split rear seats don’t recline, but are angled better and contoured deeper than others in the class.

One trick feature in the CX-7 is the remote latch for folding the rear seats. A cable-operated, door-handle-like lever, it’s accessible from the rear hatch. Either side can be flipped forward without walking to the side of the vehicle–and without expensive motors or electronics. Cargo space increases to 59′–double the 30′ available with seats up.

Our testers were both top-line Grand Touring models, stickered at $26,300. A front-drive Sport model can be had for $23,750, but you lose the leather upholstery, heated seats with power adjustment for the driver, heated mirrors in body color, and the retractable cargo cover. The mid-level Touring model, at $25,500, adds those features, but lacks fog lights, automatic & adjustable Xenon HID headlights, electroluminescent gauge lighting, automatic climate control, ambient interior lighting, outside temp display, and folding mirrors. In addition to all those goodies, our GT testers were equipped with the $1,700 AWD and a $1,585 package with the moonroof and an audiophile-quality Bose stereo with 9 speakers and a 6-disc CD changer.

We also sampled the $2,420 Technology package, which includes the moonroof and Bose audio and adds a navigation system, rear-view camera, keyless entry/start and a perimeter alarm. The touch-screen nav system appears to be sourced from the same vendor Lexus uses, and thus is among the most intuitive on the market. The rear-view camera, which automatically displays in the nav screen whenever you’re in reverse, aids in parking and not crushing small children. And we especially like the keyless system–entering and leaving a car without ever fumbling for keys looks pretty suave, and push-button starters just look cool. We’re ambivalent about the actual transmitter/”fob” Mazda uses, however; it’s credit-card-sized but too thick to add to our already-spine-bending wallets.

A loaded CX-7 tops out at $32,005–notably less expensive than the upper echelon of the competition. Base models, at $9,000+ less, stack up well against the cute-ute segment. Nevertheless, what puts the Mazda over the top is the driving experience. Others might match the CX-7 in a category or two, but we’ve never driven any small-to-midsize SUV with such frisky DNA.

Saab has been something of a whipping-boy in the automotive press; paired up with BMWs and Audis and other sporty Euro-makes in comparison tests that the brand’s basically predestined to lose. After all, Saab never really was about all-out European-style driving sublimity-even if the brand’s current owner doesn’t really get that.

GM picked up Saab in one of the General’s characteristic impulse-buys; matching Ford’s fortuitous acquisition of Volvo. GM figured a high-end make in its stable would flesh out the corporate portfolio-but they weren’t really buying the same type of brand to begin with. Saab has always been about being adventurous, being off-beat, being different, first and foremost-not necessarily about being the best at any one thing in particular. Merecede’s has a lock on prestige, BMW’s core value is driving perfection, Volvo’s become synonymous with safety. And where for every ounce of effort GM’sm put into trying to beat those brands at their game, they’ve ignored to the same extent the true, innate character that solidified Saab’s loyal customer base in the first place.

Saab buyers never really wanted to beat Bimmer guys around a racetrack, or to project an image of self-sacrificing “family-first” safety-ism, nor do they lust after that prominent position in the valet-parking lot. Overmatched as they might be in comparison tests with brands that do aspire to those traits-especially when the test itself is skewed in that direction-Saab’s place in the automotive stratosphere has been secured by the brand’s willingness to do things differently, to march to it’s own beat, to dare to be different. And while certain models in the current lineup have eschewed that core strength thanks to GM’s ill-advised attempt to make Sweden’s second-biggest automaker compete with the rest of Europe, the current 9-3 has managed to hold on to a lot of what makes a Saab a Saab. Viewed in that light, it’s a success.

Exterior styling is the primary attribute that lures walking-wallets into showrooms; the way a car looks weighs heavier on most buying decisions than any other single quality. The 9-3 manages to pass this test, while maintaining the brand’s identity, with aplomb-it looks like nothing else on the road, and still looks good. “Born from Jets” is the new (and rather uninspired) tagline, and it does apply to the current car in question’s appearance. Sleek is the watchword here, with wind-tunnel-tested lines forming a slippery, sexy shape that is every bit as good as the baby sedans from other makes in the same class. Low, lean, and lithe, the 9-3 carries over a basic shape that’s familiar going as far back as the late 1980s, although regular restyling has kept the form fresh and modern. The classic grille, the expected body skirts, and the hatchback-like shape should all please the eyes of the Saab faithful.

Inside is a similar story; Saab shoppers salivate for the unusual in their interiors-and won’t be disappointed.

That’s what makes the 9-3 different; Saab’s also included a lot of content that matches the competition as well. There’s nice leather on those sport seats, and real wood on that console. The folding rear seat, with ski-bag pass-thru is a convenient touch, as is the 12-volt outlet in the armrest. We liked the clock/trip-computer unit sitting atop the dash as well; the average fuel economy (we got 23.6 m.p.g.-not bad for us leadfoots), range, date/alarm and so on is handy, if not heady, stuff. The two sturdy rear cupholders did make us wonder why the ones up front are so either flimsy-feeling or poorly positioned (the spidery thing protruding from the dash or the spot right by the ignition switch). But the overall level of equipment-high-powered six-disc DC audio system, keyless entry with remote trunk, HID headlights, leather, wood and power-everything-seemed rich for the $32,960 as-tested price (the base car runs $25,900). And pretty much all controls functioned well and were within reach-even if they were a little hard-to-fathom in that typical Saab fashion.

A nav note here. Our tester did, as is increasingly common in almost every price range, include one of these systems. First off, the 9-3′s unit lacks touch-screen capability (and voice-entry as well), failing our first test for ease-of-use. Furthermore, the intelligent logic used in this Swede’s system seemed subpar; if it wasn’t dragging our route around superfluous U-turns, it was freezing up altogether. Finally, we couldn’t find a way to turn off the voice-guidance interrupting the audio system-pretty much all settings were obfuscated to say the least-which we found annoying especially in a system that feels a need to talk to you every twelve seconds.

It’s the driving dynamics where the Saabs generally begin to lose points in those buff-book title fights mentioned above. And it’s true, the Saab is nowhere near as connected to the road as a 3-series, and by no means can the 9-3′s composure be compared to a C-Class. However, our Swedish subject is not noticeably lacking in any of these qualities, either. The 9-3 is essentially a composed car-unless pushed hard; a state that at least 2.0T owners are unlikely to achieve. Cornering is smooth, grip is satisfactory, and response to inputs from the helm are accurate if not instantaneous. Our Saab was never unsettled on any but the worst of the area’s tarmac, and was creditably smooth when the road was, too. Essentially, the 9-3 makes a good compromise between all-out handling prowess and quiet cruising comfort.

[Show as slideshow]

[View with PicLens]

Technical details are rounded out by a five-speed Sentronic automatic transmission. For the shift-it-yourself crowd, a six-speed manual tranny is also available. Or, you can use the manu-matic function; we found the Saab’s to be one of the better examples of this concept, holding the selected gear to redline and executing split-second shifts when activated.

A couple faults do detract from the drive/ride, however. First off is the notorious torque steer issue; Saab has still not managed to learn how to tame a thundering 221 lb./ft. through the front wheels without nearly ripping the wheel out of the driver’s hands-especially not with the turbo motor’s tendency to come on quick. That turbo also contributes to a lack of quiet in the cabin; an ever-present whistle belies the Saab’s premium pretensions.

And yet the turbo acquits itself of any quibbles fairly well when you put your foot into that drive-by-wire throttle. 210 horses might not sound like a lot, but when that forced induction comes to a boil-which it does faster than road rage hits on the Beltway-the horses shove you back into your seat as the Saab takes off. We measured zero to sixty in about seven and a half seconds; on par with the more-expensive BMW and Audi sedans in the class.

This isn’t an all-out sports-sedan, though. The motor does run out of steam at some supremely extralegal speeds, and low-end torque isn’t a bragging point, either. Furthermore, the all-season rubber on 16-inch wheels is a good compromise between handling, all-weather capability, safety, noise, and simple wear. Driven in a normal, everyday manner, the Saab 9-3 2.0T feels like a smooth, competent European car that just happens to have turbo-power waiting in the wings for whenever you might need it-nothing more, nothing less.

Take the svelte styling, the comfortable if quirky interior, and the peppy drivetrain. Then factor in the overall value the 9-3 represents, when compared to a similar-sized BMW, Volvo, Audi, Mercedes, and so on. Add it all up, and your sum is a solid, sensible-and singular-Saab. Sure, we know we probably couldn’t talk any Saab-lovers out of buying one anyway-but we’re still happy we don’t have to.

Toyota’s Avalon, Buick’s LaCrosse and cars of their ilk have just been put on notice. Hyundai, the South Korean brand that has blasted its way into the economy car and small SUV segments–after a total 180 from their early days of disposable Excels–is at it again. The new target is the sub-$30K near-premium class, and the ’06 Azera sedan they just debuted looks to be a strong contender right out of the gate.

Replacing the solid-but-forgettable XG350, from the outside the Azera’s certainly got the goods. It pulls off the bland, “I’m a pretty expensive car but don’t look at me too much” persona adopted by everything from the Lexus ES330 to the Ford Five Hundred. Which isn’t to say it’s not attractive; it has the requisite chrome, soft curves, and pricey-looking rims all mated together in a well-rounded package that’s likely not to offend anyone. And Hyundai’s designers did get to express a bit of personality in the back end, at least. We find the rear three-quarter view to be perhaps the best-looking in the segment, with its humped haunches and sinewy curves over the rear wheels and trunk areas.

Like all Hyundais, the Azera will trade primarily on price. It starts under $25,000, significantly undercutting the competition (even allowing for discounts and incentives that have been slapped on some of its slower-selling brethren). The top-level Limited model, with the Ultimate option package model still comes in under $32,000–again a comparative value. Unlike its ancestors, however, the Azera will also trade on feature content–and that’s this car’s primary strength. Little touches like the power-folding side mirrors and one-touch power rear sunshade–included with the Ultimate package–are trick little gadgets rarely even found on cars costing twice as much as this. Plus, they make for easy showing-off.

The not-so-little features are done well here as well. The leather upholstery is gorgeous and buttery-soft. The plastics and other to-be-touched materials are high-end and inviting. Check out those vents, for instance–they feel solid and look great. The audio system, with six-disc CD changer and mp3 capability, sounds like a premium job. Keyless entry, power driver’s seat with memory, dual climate control with rear-seat vents, and power-adjustable foot pedals and steering wheel all come standard as well. No less than ten control buttons adorn the steering wheel, too. The absence of a navigation system is the Azera’s biggest luxury-car sin, and it’s forgivable when you consider the price vs. utility ratio of such things. In general, the Azera rates as a nice place in which to pass the time–quiet, well-equipped, and cosseting. If you have to spend 500 hours a year in traffic, why not do it comfortably?

Hyundai claims that interior volume actually bests that of the BMW 760 and Mercedes S-class, not to mention the Avalon. It’s also deadly quiet at speed–Buick should subcontract its Quiet-Tuning out to Hyundai. No less than eight airbags provide an invisible safety cocoon and stability control helps avoid crashes in the first place. Standard antilock brakes and traction control round out the safety package.

Generally, cars in this segment inspire, at best, yawn-tastic reviews in most automotive publications. The simple reason for that fact is the somnolent driving dynamics pervasive among this type of car–even the Avalon’s GT package hasn’t added much excitement to this class. Still, the Azera proves its mettle well on this front.

Acceleration is impressive–we recorded a 7.1-second sprint to 60 mph–due to the brand-new 3.8-liter V6 Hyundai designed for this car. Making 263 horses, this cream-puff of a motor is the most powerful engine ever in a Hyundai (and it’ll likely do good work in the upcoming Santa Fe redesign that’s set to grow to a seven-seater). An advanced CVVT design, all-aluminum construction and a variable intake add efficiency as well as power. EPA fuel economy has not been released yet, but we expect it’ll be above average for a car like this. The smooth-shifting five-speed automatic–with Shiftronic manu-matic action–is the icing on the power/economy cake.

[Show as slideshow]

[View with PicLens]

Suspending this all-new chassis is a simple front double-wishbone/rear multilink setup that works well in this application. (The chassis is actually a stretched version of the platform that underpins the Sonata, one of our favorites in the midsize segment.) Body roll and lean are certainly present, but never to an alarming degree. In our brief time with several pre-production Azeras, we were unable to upset the car at all–the progressive understeer and well-planted nature of this car will be reassuring to many buyers, especially ex-SUV owners looking to replace their gas-guzzlers with something a little more economical.

Like all Hyunda’s, the Azera comes with the 10 year/100,000-mile warranty coverage. That warranty, which is almost single-handedly responsible for the public’s willingness to re-consider Hyundai cars after the early ’90s debacle, covers all powertrain components. There is a deductible applied for certain repairs over a certain mileage, however, and a few folks have reported less-than-stellar dealer experiences–but in the main, this is among the best coverage available on any new car.

“Luxury without guilt” is the marketing idea behind the new Azera. Hyundai has targeted a sales goal of 30,000 to 40,000 units annually, which it should have no problem reaching as long as it can get buyers into showrooms to see this car (and read the Monroney window sticker). If you’re in the market for a luxurious car completely devoid of ostentation–and if you’re on a budget–this is a must-see. Especially if you’ve been paying a premium price in the past.

It was this reporter’s birthday, and one of the last weeks of warm sun and late days–the kind of week that just begs for a fun car. Perhaps it was kismet that the all-new Miata–the newest version of the car that practically *invented* fun–was in our driveway. Perhaps it was the pleading emails we sent to Mazda. Whatever, we were grateful–and here’s why…

Balance, in a word. Mazda’s little roadster has always had it, in spades. A balance between power and comfort, style and function, ride and handling–and between front and back, with a perfect 50/50 weight distribution.(A note on the name game: in a perplexing move, Mazda had decided to rename this car just “MX-5,” which is what’s it’s always been called elsewhere in the world, although public outcry forced them to retain the “Miata” moniker in some advertising and so on. Still, “MX-5″ is all you’ll see on the car and the paperwork, and theoretically, we’ll all grow to accept that alphanumeric mumbo-jumbo–it goes better with the Mazda3 and Mazda6 and RX-8 and so on–to the point where they can safely abandon “Miata” altogether. Good luck, I say.)

Take the exterior design. The styling says ‘sports car,’ surely, but not to the extreme. The rims, for instance–the 17″ turbine design is certainly sporting, but there’s just enough sidewall to keep your bones from rattling. The lines themselves are clearly evolutionary from the previous models, although the MX-5 has gained a couple inches in most dimensions, and a hundred or so pounds. The basic oval shape, and the classic oval grille remain, so purists should be appeased. In fact, the new MX-5 might be the best-looking of all the baby roadster class–which the Miata itself spawned.

[Show as slideshow]

[View with PicLens]

There’s balance inside as well. With only 50 cubic feet of passenger space, quarters are clearly close–yet there’s a dose of luxury as well; perhaps more than ever before. The leather seats are suitable bolstered, but the hides themselves are high-quality and supple. Audio controls on the steering wheel (redundant though they may seem in a car where the stereo itself is mere inches from the wheel) are another high-end touch. There are even four cupholders, so two-fisted drinkers can rest easy (okay, we don’t get it either).

And then there’s that top. It’s not a power unit–this is a $21-27,000 car–but there’s a single latch and you don’t have to leave your seat to raise or lower it. It’s also one of the new, clean Z-fold designs, where no tonneau cover is needed. Once the top is up, the several layers and interior liner create a tight seal against wind, rain and noise, and give the car a cozy, if dark, ambience. Luxurious, yet practical–and efficient.

Okay, okay–enough about the features. Just like we were, you’re probably aching to get behind the wheel–and you won’t be disappointed. There’s a reason the Miata is the benchmark for cars as snooty as the Mercedes-Benz SLK and BMW’s Z3/4–and still is. First of all, there’s that sweet little four-cylinder. With 170 horses on tap, and a 6700-rpm redline, you might think it’d be high-strung, but it isn’t. Instead, this new 2-liter (.2 more than the outgoing car; and 28 more horsepower) is a paragon of smoothness and silky power delivery. The new dual exhaust system adds both power and a more menacing exhaust note. Sixty mph comes up in a scant 6.6 seconds–not Porsche territory, but plenty quick for an affordable ragtop. And it feels fast, too.

[Show as slideshow]

[View with PicLens]

The powertrain isn’t the big story here, though. Neither is the ultra-precise six-speed stick-shift, with the standard setting shifter that feels like a hydraulic machine. Instead, it’s the other mechanical bits that really get our juices flowing. The chassis is stiffer than many hardtops in recent memory. The suspension setup is just about perfect as well–the front is a unequal-length control arm layout; in back there’s a multilink design derived from the awesome RX-8. The rack-and-pinion steering setup provides steering that’s truly telepathic, too–or you can just steer with your right foot; one of our favorite Miata traits. Put it all together, and you get a Miata that feels like an oversize go-kart–slicker than just about anything else on wheels. It corners on a dime, without protest from the tires–and practically begs for more.

It’s easy to see why the Miata has been a favorite of enthusiasts all over. This new MX-5 simply takes everything we’ve loved about it to another level, without adding anything extraneous. Having finished our week-long test of this well-balanced sporty roadster, we think it’d be best balancing out that family SUV in our own garage…