Join our host Charlie Romero as he tests the 2008 Porsche Cayman at Barber Motorsport Park outside Birmingham, AL. The mid-sized Cayman sport coupe is sized in between its siblings, the slightly smaller Boxster and the larger 911 Carrera.

The base model Cayman has the 2.7L H6 engine that produces 245 horsepower at 6500 rpm and 201 lb-ft. of torque from 4,600-6,000 rpm. The fuel economy is impressive considering the performance, getting 20 mpg in the city and 29 mpg on the highway. The 3.4L H6 engine of the 2008 Cayman S produces 20% more horsepower, making 296 horsepower at 6,250 rpm and 251 lb-ft of torque from 4,440-6,000 rpm, with a 0-60 time in 5.1 seconds. The Cayman S, like the base Cayman, also gets surprisingly good mileage with 18 mpg city and 26 mpg highway. For ride comfort in either model, you can opt in for Porsche Active Suspension Management (PASM) that lets you choose between Normal or Sport settings depending on the driving situations and conditions.

The Cayman proves that Porsche can excel at other things than performance, mixing in an appealing look and practicality. Even with the sleek, sloping styling, the rear trunk has more space than the new Honda Accord with room to hold a set of golf clubs while there is even more additional space in the front trunk. For convenience, the Cayman includes the optional Porsche Communication Management (PCM) system, packaging navigation, twenty-three stages of map magnification, and a 5.8-inch color monitor paired to a multifunction steering wheel with controls for audio, navigation, and telephone features.

Discuss the 2008 Cayman model: Porsche Cayman Forums

Specs for the 2008 Porsche Cayman:
Wheels and tires: 6.5J x 17 with 205/55 ZR17 (front) 8J x 17 with 235/50 ZR17 (rear)
Engine: Water-cooled, mid-mounted, horizontally-opposed “Boxer” six-cylinder
Horsepower: 245 hp @ 6,500 rpm
Torque: 201 lb-ft. @ 4,600-6,000 rpm
Gearbox: 5-speed manual, 6-speed manual, or Tiptronic S
Redline: 7,300 rpm
0-60 mph: 5.8 sec.
Fuel economy: 20 city mpg/29 mpg highway
Fuel: Premium unleaded
Base price: $49,400
As tested price: $52,635

In the 18 years since the Lexus brand was introduced in the U.S., it has shown that luxury, performance, and reliability are not mutually exclusive. Although the top-of-the-line LS model is no slouch when it comes to performance, for the enthusiast, there is no substitute for the GS. For 2008, Lexus has introduced the GS 460, with an all-new 342 horsepower 4.6-liter V8, coupled to an eight (yes, eight) speed automatic transmission to join the GS 350 (a V6) and the gas-electric hybrid GS 450h, replacing the GS 430.

In the city, on the highway, or in the curves, the Lexus GS 460 excels. The 2008 GS 460 is a powerhouse, with an all-aluminum 4.6 liter V8, producing 342 hp at 6,200 rpm and 339 lb-ft of torque at 3,600 rpm. Coupled to the 8-speed automatic transmission, this engine propels the GS 460 from 0-60 mph in only 5.4 seconds, and it does this while maintaining surprisingly good gas mileage. When testing, we used so many different gears along with the sleek body shape that it gave the GS 460 a drag coefficient of only 0.27. It is rated at 17 mpg city and 24 mpg highway, but in our testing we observed numbers that were even slightly better.

Several exterior and interior styling touches introduced with the GS 460 for 2008 are shared with the other GS models, including a new front bumper and air intake design, a new instrument panel, and new wheel designs. The 2008 GS stands out from earlier versions with its new front fascia design, lower front air intake, new chrome grille surround, new wheels, and a new front bumper. The car is sleek, with a long hood and short trunk lid, giving the impression that it is sitting back on its haunches, ready to pounce.

While the GS 460 is sporty and offers tremendous performance, it maintains an elegant and classy appearance that is neither too cutting-edge nor too stodgy. It is equally at home pulling up in front of a hip lounge or a classy country club. Our test model was finished with a beautiful “Matador Red Mica” paint. This not quite candy apple red shade has incredible depth and a heavy metallic flake in it. In the one week of testing, numerous strangers stopped us in parking lots and at gas stations, all of who commented on the beauty of the GS 460.

Lexus is known for luxurious yet functional interiors. The GS 460 follows this tradition with firm yet comfortable leather seats and a myriad of technologies at the drivers’ fingertips to ensure transportation in style. The electro-chromatic glass covering the instruments is a unique touch, providing good visibility in a variety of lighting conditions. The power rear sunshade helps keep the car cool while parked and keeps the sun off of the necks of rear-seat passengers. The heated and air-conditioned front seats paired with dual zone climate control make sure that the driver and front seat passenger can each have maximum comfort.

Yes, the car is smarter than you are. What is really impressive, however, is how all of these technologies work together so seamlessly and naturally like a technological tour de force that felt like an extension of the driver’s wishes. A cornucopia of acronyms representing a broad range of technologies all fall under the control of what Lexus calls the Vehicle Dynamics Integrated Management (VDIM) system. VDIM incorporates and monitors almost everything about the driving experience in the vehicle, including the Variable Gear Ratio Steering (VGRS), Electric Power Steering (EPS), Electronically Controlled Brakes (ECB), Brake Assist (BA), Electronic Brake-force Distribution (EBD), and more.

But, even with all of the features listed about, rather than getting in the way of the driving experience as is true with the majority of ‘innovative’ technologies in some other marques, everything Lexus brings to bear works together in perfect synergy with the driver.

We had only two complaints about the controls. Some commonly-used controls, like the side mirror adjustments, are hidden behind a small panel on the dash by the driver’s knee; we actually had to consult the owner’s manual to find them. And, the voice-command for the navigation, climate, and sound system seemed to have trouble, possibly just because of this reviewer’s Texas drawl. These were minor points, however, and overall, Lexus has done a fantastic job of combining the right mix of features to satisfy a broad range of drivers.

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On the practical side, the GS 460 has a plethora of airbags–variable force front, seat-mounted side, knee front, side-curtain front and rear. But, Lexus puts even more emphasis on trying to ensure that these safety features never need to be used by helping the driver avoid crashes altogether. The Pre-Collision system (PCS) is a technological marvel that can help the driver avoid an accident, or, if an accident is unavoidable, help lessen the chances of injury. PCS begins by using a millimeter-wave forward-looking radar to detect obstacles in front of the car, while simultaneously measuring speed, steering angle, and yaw-rate to determine whether a collision is unavoidable. PCS can automatically switch the suspension to sport mode for optimal driving response, pre-tension front seat belts for maximum safety, and pre-initialize the Brake Assist feature so that increased braking will occur the moment the driver touches the pedal.

All Lexus models, including the GS 460, come with a standard 50,000 mile/48 month bumper to bumper warranty, a 70,000 mile/72 month powertrain warranty, and 48 months of roadside assistance. Lexus has a fantastic reputation for reliability, and their confidence in the quality of their vehicles is reflected in these long, by industry averages, terms. If you’re looking at just the safety features coupled with the generous warranties, the Lexus GS 460 proves to be quite a package.

When Lexus entered the U.S. market almost 20 years ago, it faced stiff competition not only from European and American luxury marques, but also in the hearts and minds of American drivers.
Lexus quickly proved that it could compete and be a leader in the U.S. market, and the latest generation of the GS certainly raises the bar for sports luxury sedans to a new level.

Vehicle Stats:
Base Price: $53,385.00
As Tested: $61,418.00
Engine and Torque: 4.6 liter aluminum V8; 342 hp @ 6,200 rpm; 339 lb-ft @ 3,600 rpm
Transmission: 8-speed Automatic
Wheels and Tires: 18″
Warranty: 4 years/48,000 miles (7 years/70,000 miles powertrain)
Fuel Economy: 17 mpg City/24 mpg Highway
0 – 60 MPH: 5.4 seconds; 0-1/4 mile: 13.9 seconds
Top Speed: 149 mph

We’ve been covering the X6 since it was just a concept but we recently traveled to the BMW Spartanburg, SC plant to get seat time in the all-new 2009 X6.

For those who aren’t familiar with the 2009 X6, the Sports Activity Coupe (SAC) is the latest offering from BMW, a brand new vehicle fitted with new technologies. BMW’s intelligent xDrive all-wheel drive technology comes standard and is the first vehicle to offer Dynamic Performance Control for unique agility, tracking stability, precision and traction in every situation by distributing drive power between the two rear wheels, left and right, in addition to xDrive’s movement between front and rear axle.

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The newly-developed V8 with Twin Turbo technology and High Precision Injection is the world’s first 8-cylinder gasoline engine with the turbo-charger and catalytic converters housed in the V-section between the two rows of cylinders. Powering the X6 xDrive50i, the V8 produces a maximum 400 horsepower from 5,500-6,400 rpm and max torque of 450 lb-ft from 1,750-4,500 rpm. The inline-six with Twin Turbo technology is in the X6 xDrive35i, producing 300 horsepower at 5,800-6,250 rpm and 300 lb-ft of torque from 1,400-5,000 rpm. Top speed for both models are limited to 130 mph, unless you opt for the sport package that knocks the top speed up to 150 mph for the xDrive35i and 155 mph for the xDrive50i.

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Stay tuned for the 2009 BMW X6 First Drive Video for driving and styling impressions!

Fuel Economy Stats for the xDrive35i (EPA Estimates):
City: 15 mpg
Highway: 20 mpg
Combined: 17 mpg
Approximate range: 450
Fuel Type: Premium

Base Price:
X6 xDrive35i: $53,275
X6 xDrive50i: $63,775

For years, the BMW M3 has reigned supreme when speaking of small European performance, but times are changing. Does it still wear the crown? Not if the 2008 Mercedes-Benz C63 AMG has anything to do with it.

AMG has been the performance wing of Mercedes for almost 40 years. Their models have been legendary, including the fire-breathing, 604-horsepower, twin turbo
CL65 AMG. But, if you don’t have $200K (cost of the CL65) burning a hole in your pocket, the C63 AMG also offers brute-force performance. The C63’s V8 engine develops 451-horsepower and 443 pound-feet of torque and according to Mercedes, accelerates from zero to 62 mph in 4.5 seconds, while its top speed is electronically limited to 155 mph.

The C63 AMG’s high-performance engine is mated to the AMG SPEEDSHIFT PLUS seven-speed automatic transmission. Equipped with the AMG steering wheel shift paddles and three driving modes, the seven-speed automatic transmission allows a sporty or more comfort-oriented style of driving according to the driver’s preference. The different modes – “S” (Sport), “C” (Comfort) and “M” (Manual) differ in their shift characteristics and speed. Gearshifts in “S” mode are 30 percent faster than in “C”, and 50 percent faster in “M” mode.

The C63 AMG is the very first AMG car to have a new double declutching feature during downshifts, which maintains vehicle balance during cornering. This ensures more dynamic handling and enhanced safety thanks to more rapid downshifting and reduced braking torque on the drive axle. And it sounds way cool, with the downshifting throttle “blip” amplified through the C63 AMG’s true dual exhaust system.

The C63 AMG features speed-sensitive AMG sports steering and a new, three-stage Electronic Stability Program (ESP). The ESP system gives you the option of switching the system “off,” should the desire to hang the C63’s tail out on a racetrack come in to play, and I did just that at the Firebird Raceway in Arizona. With CLK63 AMG Black Series cars with pro drivers pacing us, groups of five in C63s put the cars through the paces. I was incredibly impressed with the C63’s power, but more so with the monstrous brakes that slowed our fast track pace. Mercedes uses rotors that are the circumference of wheels found on many compact cars. These 14.2” rotors are clamped by six-piston fixed calipers to anchor the front braking system. Four-piston calipers and 13” rotors handle rear braking duties.

And speaking of racing, the AMG main menu in the central gauge cluster display allows numerous settings, with “Warm Up”, “Set Up” and “RACE” modes activated via buttons on the AMG performance steering wheel. “Warm Up” displays the engine oil and coolant temperature, “Set Up” the current ESP mode and the transmission mode “S”, “C” or “M”. “RACE” mode makes the RACETIMER available, with which the driver is able to measure lap times on a racetrack.

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The C63 AMG styling departs from past AMG C-Class models with a unique hood, with two power domes, widened front fenders and other unique body components. The rear features standard LED lights, along with a black diffuser insert and the AMG sport exhaust system. The AMG spoiler on the trunk reduces dangerous lift at high speeds.

Inside, deeply bolstered special AMG sport seats feature a new design with cross-piping and AMG lettering, and an adaptive backrest with adjustments for the side bolsters and lumbar support. If you are a 737, you will fit comfortably. Wide body 747 types will not enjoy the super tight seating. The AMG instrument cluster features newly styled dials (with red needles), AMG-specific lettering, and a new night-time design.

The 2008 C63 AMG is a car for those who want ultimate performance at a bargain price. Base price is set at $54,625, including destination charges.

As the replacement for the Land Rover Discovery in 2005, the LR3 debuted with its predecessor’s off-road abilities but with more amenities that make the daily drive a bit more enjoyable. In our 2007 LR3 tester, the three sunroofs, built-in fridge in the center armrest, independent audio controls/headphone jacks for the 2nd and 3rd row outboard seating, and adjustable air suspension made this SUV perfect for taking the family out on the road less traveled.

However, while the price does not cause sticker shock, starting at $52,235 and reaching $56,100 when generously equipped, the numerous trips to the gas station for premium fuel may begin to wear on you because the LR3 only averages 12 mpg city and 18 mpg on the highway.

For a full review, watch the 2007 Land Rover LR3 Video.

Browse the 2007 Land Rover LR3 Photo Gallery:

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The 2007 Mercedes-Benz SLK350 proved to be the perfect mix of performance, style, and luxury at the right price. Our 6-speed manual transmission tester, with $10,000 worth of options like navigation and heated seats, topped out at $57,835, with the base price starting at $47,400. The SLK350, electronically governed to 155 mph, boasts a 3.5L V6 engine that produces 268hp and 258 lb-ft of torque at 2,400-5,000 rpm. Expect the SLK350 to hold its own against the likes of the BMW Z4, the Porsche Boxster, the Honda S2000.

Watch our car review video of the 2007 Mercedes-Benz SLK350 and let us know if you think the SLK is still redefining roadster driving.

You can also watch the 2007 Mercedes-Benz SLK350 Video on YouTube.

The Mercedes-Benz SLK roadster is perhaps the standard-bearer for the quadroon of small, sporty German drop-tops. It debuted in 1997, with a revolutionary power folding hardtop and styling that was drop-dead gorgeous. It was visually superior to the BMW Z3 and the Porsche Boxster, but not as dynamic in terms of performance. It gave up a little ground to the Volkswagen Golf-based Audi TT in the style department, but was a better performer with its genuine RWD platform. It was a Benz through and through, focusing more on style and luxury than on outright speed. As such, it became stereotyped as a bit feminine.

In a 2004 redesign, Mercedes-Benz has addressed all of the SLK’s shortcomings. Not most of them – all of them. It has shed its cute, stubby styling for something entirely different. Its nose is inspired by the McLaren Formula1 cars that use Mercedes-Benz engines, and brings the SLK in line with the SLR supercar, the high-dollar joint venture between McLaren and Daimler-Benz. In contrast to the old car’s slab sides, the new car is made of more contoured (and therefore more expensive) sheetmetal, giving the car a healthy dose of that visual massiveness that Mercedes-Benz has mastered.

Like the TT, the SLK was criticized for putting style before substance, and buyers looking for a driver’s car got into BMW Z3s, Boxsters, and Honda S2000s. The SLK now has the chops to play with those cars, with new engines and transmissions, as well as more traditional sports-car handling. It’s remarkably agile, considering the added weight that a folding hardtop mechanism inevitably brings with it.

Our test car was the mid-level SLK 350, which falls between the entry-level SLK 280 and the brawny SLK 55 AMG. It seems to be the perfect compromise. Its 3.5-liter V6 delivers 268 horsepower at 6.000 rpm and 258 lb-ft of torque over the spread from 2,400 to 5,000 rpm. That propels the SLK 350 from zero to sixty in just 5.4 seconds, and gives it instant torque at almost any engine speed. The high torque at low rpm is something you’d normally associate with a turbocharged or supercharged engine, and it makes the SLK 350 incredibly tractable.

Ordinarily the AMG models are the enthusiast’s choice, but the SLK 55, with its 355-hp V8, doesn’t come in a manual like our 350 did. Both the 350 and the 55 are electronically limited to 155 mph, but the 55 is only listed as .6 seconds quicker to sixty (4.8 versus our 350’s 5.4) and gets worse gas mileage (16 city/22 highway, against our six-speed 350’s 18/25).

Another stopwatch figure worth quoting is 22 seconds – the time it takes the SLK to drop its top. Or to put it back on, for that matter. It’s darn quick, and so quiet that it can sometimes lead you to take off with the process still in motion.

You can also watch the 2007 Mercedes-Benz SLK350 Video on YouTube.

The main drawback to power folding roofs (aside from the added weight, which doesn’t seem to bother the 350 very much) is the restrictive effect they have on trunk space. But Mercedes has found a way to minimize this consequence – the SLK’s boot has 9.8 cubic feet of cargo volume with the top up, and 6.5 cubic feet with the top stowed inside. Most hardtop convertibles find their trunk space cut in half or more, but the SLK has an ingenious solution – the glass rear window swivels during the folding process, to match the curvature of the top panel. That makes for a much more compact package when stowed, and minimizes the practical compromises one makes when owning a car with such a roof.

Mercedes has also endeavored to make the SLK as much of a year-round convertible as possible. Our test car came with the Heating Package, which features a high-quality cloth windscreen, heated seats, and the killer “AIRSCARF” neck-level heating system. This does just what it sounds like. Hot air blows out of vents built into the SLK’s seats, activated by the push of a button on the dash. The combination turns the SLK into a convertible for the late fall, and that’s provided you’re not wearing gloves or a hat. If you were really determined and properly attired, putting the top down in the dead of winter would be OK for short periods of time.

The Heating Package was one of the more worthwhile selections on a long list of options for our particular SLK 350. ‘Storm Red’ paint added $700, automatic climate control was $710, and the six-disc changer was $440.

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The multiple packages equipped added a new dimension of luxury (and cost) to our test car. An appearance package ($990) added exotically named wood trim and upgraded wheels, the Lighting Package ($1,000) added Bi-Xenon headlamps, corner-illuminating fog lamps, and headlamp washers. The “Premium III” package was a monster. It added $4,850 to the SLK’s price, and included a host of luxury upgrades: Eight-way power seats, power steering column, SIRIUS Satellite Radio, the COMAND DVD-based navigation system, an infrared function to remotely open the roof, an ambient lighting package for the interior, and a Harman/Kardon surround sound system. That’s not even all of it, either.

After all that, our SLK’s starting MSRP of $47,400 had ballooned to $57,835 including a $775 destination charge. That pretty much removes the SLK from bargain territory. If it were our money, we’d skip everything but the Heating Package, as that is absolutely essential to the SLK’s character as a year-round convertible. Everything else is expendable, really. Power seats are less important when you don’t have a rear seat to accommodate, and automatic climate control is not essential in an open-top car with a very small passenger compartment. So, you can buy an SLK 350 on a budget for less than $50K, and that’s very good news.

You may remember the VW Touareg 2 from a little movie called The Bourne Ultimatum, but reality check: we aren’t bad-ass drivers like those in The Bourne Ultimatum. The ordinary driver is mostly likely using the Touareg 2 to haul families around or to off-road with friends, not to chase down targets.

We had the opportunity to take the Touareg 2 off-road, so check out our video and let us know if this is more your speed or if you would rather be in a high speed chase. We can tell you one thing: this VW impressed.

You can also watch the 2008 Volkswagen Touareg 2 Off Road Video on YouTube.