We recently tested the re-designed 2009 Subaru Forester. The ‘09 Forester boasts a new look, from the front to the back and also gained a few inches of ground clearance for those who like to explore off of the beaten path. Despite the new higher ground clearance, the Forester still has the lowest center of gravity in its class, where its main competitors are the ever-popular Honda CR-V and Toyota Rav-4.

This rugged SUV from Subaru comes with two engine options. We tested the 2.5 L 4-cylinder engine that produced 170 horsepower at 6,000 rpm 170 lb-ft of torque at 4,400 rpm mated to a manual transmission. The other option is the 4-cylinder turbo engine from the WRX sedan, mated to an automatic transmission. Yes, that’s right, a turbo paired to an automatic transmission. Subaru, unfortunately, will not offering turbo motors with manual transmission in Foresters.

Everything about the 2009 Forester is practical, from the gas mileage, to the interior features and price. For an SUV, the Forester does not disappoint in its fuel economy numbers, getting 20 mpg city and 26 mpg highway. The interior design has also improved with nice features like the over-sized sunroof and consideration for backseat passengers with the sliding cupholders and ample legroom. Lastly, and in the current economy, most importantly, the cost of the Subaru Forester can almost be called cheap, starting at a base price of $22,495 and an as-tested tag of $24,011.

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.

If you’re in the market for a Honda Accord or Toyota Camry but can’t stomach the cost, you should consider the 2009 Hyundai Sonata Limited. Included in the base price of the Sonata Limited edition are most of the goodies like dual zone climate control, heated seats, keyless entry, and iPod/USB integration that usually run up the final cost. Our tester came with the less powerful of the two engine options, the 2.4-liter 4-cylinder that produces 172 horsepower at 6,000 rpm and 168 lb-ft of torque at 4,000 rpm. The other option is the higher performing 249 horsepower, 3.3-liter V6 engine. The fuel economy on our tester was one of the few in the large car class that meets the EPA standards, getting 22 mpg in the city and 32 mpg on the highway.

Once you factor in the safety ratings, all of the amenities offered in the base price, and the fuel economy, the 2009 Hyundai Sonata Limited can only be described as a value buy, costing a mere $24,955, as-tested.

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

Every brand has one–the staple seller; the for-the-masses car on which a corporation’s fortunes rest. Audi’s bread-and-butter line, the A4 comes in sedan, two-door convertible and wagon variants. Of course, with the falling value of the dollar eating profits and ever-encroaching competition from Japanese, German and even American luxury brands, the A4 is more important to Audi’s lineup than ever.

Every brand has one–the staple seller; the for-the-masses car on which a corporation’s fortunes rest. Audi’s bread-and-butter line, the A4 comes in sedan, two-door convertible and wagon variants. Of course, with the falling value of the dollar eating profits and ever-encroaching competition from Japanese, German and even American luxury brands, the A4 is more important to Audi’s lineup than ever. As their most popular car, Audi needs the new A4 to bring buyers into Audi showrooms and continue to create the legions of satisfied customers that previous models have. The A4 has been a staff favorite here at Roadfly since the model was introduced; now, for the 2005 model year, Audi has redesigned the car inside and out.

Let’s start by taking a look at that distinctive new exterior. The engineers in Ingolstadt gave the A4 a serious facelift, with a prominent front end that does a good job of distinguishing the new model from previous versions. It’s a corporate look, shared across Audi’s model range from the baby A3 hatchback to the A8 uber-sedan–and it has proven somewhat controversial. After living with it for a week, we can say for sure that the look does grow on you.

The overall design is clean and angular. Tight tolerances between panels lend a solid, well-built feel to the body, which seems bigger than it actually is–only 180 inches long–thanks to the slab-sided design. Hooded headlamps and jeweled LED taillights look expensive and upscale.

Stepping inside, you’ll find the A4 to be surprisingly roomy. A total of 90 cubic feet of passenger space exists front and rear, with 13.4 cubic feet of cargo room in the trunk. It feels a lot bigger inside than rivals such as the BMW 3-Series. Moreover, if you’ll pardon the cliche, the A4’s ergonomically-designed interior fits like a glove. Everything falls to hand, from the audio controls with redundant thumbwheels and buttons on the steering wheel, to the dual-zone climate control system. And there’s even a neat slide-out credit-card holder right in the dash, which comes in handy for such things as electronic gate passes and toll change. Taller drivers will need to learn to operate the cruise control by memory, as it’s somewhat obscured by the wheel, and is not illuminated at night. But with so much technology on board, we think Audi’s done a heck of a job packaging it all in a user-friendly way.

Standard features on the bottom-of-the-barrel base Audi A4 include power windows, doors and locks, as well as keyless entry and a power driver’s seat. In addition, our test car included such goodies as XM Satellite radio, heated seats, and the $1,400 sunroof package that also adds leather seats. Audi also offers an $1,800 Premium package, which adds toys like a power front passenger seat, rain sensing wipers, electrically-folding outside mirrors, Homelink and more. Bluetooth, bi-xenon headlights, voice control and a color trip computer are also available, as part of a $1,700 uplevel Technology package.

Get behind the wheel, and the smiles continue. Our test car, which came with the turbocharged engine found in the majority of A4s to hit the market, had power to spare. Tied to a six-speed automatic with Tiptronic manual shifting capabilities, the turbo powerplant gives good acceleration at almost any engine speed. Turbo lag is palpable at times, but it doesn’t take too long to spool up (think Subaru WRX), and the reward once it does is simple joy. Official figures claim it takes only seven and a half seconds to get to 60 miles per hour, while the top speed is electronically governed at 130 miles per hour.

This little four-banger is packed full of modern technology. Variable valve timing, direct injection, and the intercooled turbo, top the list; Audi managed to extract 200 horsepower from just two liters here. Moreover, 207 pound-feet of torque is available on a broad plateau between 1800 and 5000 R.P.M.

Also available in the A4 line is an 3.2-liter V6, with 255 horsepower. And for the truly power-mad, the hot-rod S4 comes with a 340-horse V8 that rockets the car to sixty in well under six seconds–one of our very favorite autos ever, especially in cabriolet form.

More important than numbers, though, is the way this car feels. Drive it slow, and you’re rewarded with a comfortable ride and a serene drive. Push it a little, and the car seems to hunker down, with accurate if heavy steering and what seems to be great gobs of grip. That tied-to-the-road feeling, plus a slight bias towards understeer, makes the A4 a confidence-enhancing machine.

Of course, aiding in that feeling of superb traction is Audi’s optional Quattro all-wheel-drive (standard A4s carry front-drive power). Built by Torsen, the system generally splits torque equally, but can divert as much as 67% of power to any one wheel with grip. Besides giving great control in rain and snow, we like the way Quattro gives this Audi a securely planted feel, even in dry cornering.

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The A4’s suspension consists of a four-link independent setup in front, and a trapezoidal-link system in the rear. Optional 17-inch rims, shod with 235/45 tires, complete the package.

Audi did not skimp on the safety front, either. The A4 comes equipped with airbags covering the front passengers and side curtain areas front and rear. Rear side impact airbags are optional. Anti-lock brakes and traction control are standard as well. In addition, the A4 has active head restraints and seatbelt pretensioners to reduce dangerous passenger movement in a crash.

Fuel economy being the hot-button issue that it is today, the A4’s EPA ratings of 22 miles per gallon city and 30 mpg highway are reassuring. Our test car actually came close to those numbers in fairly aggressive driving. That’s an impressive result, compared with the thirsty sports sedans we’ve tested lately.

With so much interior content and luxury packed into such a fun-to-drive small German sedan, you’d expect to pay a premium price. You won’t be disappointed there, although the A4 still represents something of a bargain when compared to similar 3-Series models from BMW, or C-class sedans from Mercedes-Benz. Base price on the Audi A4 with the two-liter turbo is $27,640. Some of the bigger options, such as the $2,000 Quattro package, pushed our as-tested price to $35,870. And that’s having skipped the $2,000 navigation package, which includes a six-disc CD changer in the glovebox. Still, when compared with similar BMW models that can cost several thousand dollars more, the A4 is one of the best ways to buy into German engineering in a sports-sedan package, without breaking the bank.

Audi’s new A4 is a technological and engineering marvel. Fun to drive, luxurious, and comfortable, all at a modest premium price. For years, we’ve watched Audi sales slowly encroaching on the German competition–it looks as if the new A4 can only further that trend.

Hyundai this year debuted their all-new high-volume midsize Hyundai Sonata sedan, at what CEO Bob Cosmai called “the most important launch in our history.” We first experienced the car in the San Francisco Bay area, at a generous junket that couldn’t help but leave a favorable taste in our mouths. Since then, we’ve had a week’s worth of seat time in the mainstream four-door that Hyundai hopes will help it crack the 1-million annual sales mark. Our overall impression was good; Hyundai continues to catch the competition unawares by offering competent cars like the Hyundai Sonata for not a lot of cash.

First off, the new 2006 Hyundai Sonata is a looker; almost Audi-esque in design, but not ostentatious. In this segment, you have to appeal to a broad cross-section of consumers, many of whom embrace stylistic anonymity–thus the bland design of the segment’s major players; Honda’s Accord and Toyota’s Camry. Still, the Koreans did add a little aggressiveness in the overall elegant design, especially evident in the sporty wheels on GLS and LX models and the headlight cluster that almost seems to sneer at you. Subtle chrome accents and slanted taillights that resemble the back end of Lexus’ new IS series are also attractive, and upscale. Not one character line here is out of place; the Sonata looks rich, sporty and successful.

Step inside, and the upscale theme continues in the interior. The layout, features, materials and execution are all well ahead of the previous model, and entirely in line with the competition. Soft-touch plastics, leather and solid-feeling controls seem expensive, reinforcing Hyundai’s ‘more-for-less’ corporate mantra. There’s nothing amazing here, or even distinctive, unless you count the slightly odd shape of the climate control knobs. But you get heated seats, a surprisingly adequate stereo system, power everything, and keyless entry. XM radio, which is now standard in all Hyundai products, adds another entertainment option. No nav system is yet available–we’re sure that should Hyundai get around to offering one, it’d be efficient yet significantly cheaper than anyone else’s. The only complaint we’ll offer regards the seats–we found the bottom cushions in front too small for some drivers, so pay attention and be sure you’re comfortable before you make a purchase.

Our test Sonatas have all been V6-powered models (GLS and LX); due to the value pricing Hyundai expects to sell a majority of these, even though four-bangers make up the bulk of the market elsewhere. Power is more than adequate for this category; the V6 makes 235 horsepower. That’s on the happy side of average and behind only a couple competitors (Altima and Accord). It’s also enough for a 7.5-second run to 60 mph. For the tree-huggers in the crowd, the V6 Sonata is an Ultra-Low Emissions Vehicle, returning 20/30 mpg city/highway. The V6 gets a five-speed automatic; a stick-shift comes only with the coarser 162-hp inline four.

Although we’ve only driven that four briefly, we found it to be similar to the base-engine offerings from Honda and Toyota. It actually makes two more horsepower than theirs; but is a bit noisier and not as smooth. Still, for the money–the four-cylinder Japanese entries cost as much as a Hyundai V6–it’s entirely competitive. In fact, the Sonata mirrors the other entries in just about every dimension as well; it’s wheelbase (107.4″), length (188.9″), height (58″) and width (72.1″) are all within an inch of the other two.

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Time behind the wheel showcases the Sonata’s newfound prowess. A dynamic leap forward from the previous model, we think it’s every bit as competent as a contemporary Accord or Camry. The tires don’t squeal unless you’re really pushing it; the body leans but no more than you’d expect. The suspension layout is expectedly pedestrian, but works well; the front double-wishbones and multilink rear provide a nice blend of comfortable ride and grip. The 17″ rims on the uplevel models add even more stickiness, but compromise ride a bit. At between $1,800 and $4,500 less than its Japanese brethren (a base GL costs $17,895, while a loaded LX is $22,895), we can’t help but be impressed.

Hyundai stresses safety in this car, saying occupant protection was a primary concern during the design process. Cosmai said, “We don’t want customers to have to decide between safety and savings.” The new Hyundai thus comes standard with anti-lock brakes (ABS), traction control, six airbags, and electronic stability control (ESC)–rare in this class.

Hyundai–and subsidiary Kia–is on the move, with profits up 14% in the last quarter alone, and market share over 5.4%. Consumers are beginning to feel better about the brand, after a dismal initial launch in the early ’90s. Now they have that 10-year warranty backing up the claims of improved quality, and Hyundai places high in just about every J.D. Power report. Still skeptical? Consider this: sales are up 364% since 1998, placing Hyundai at the #4 import slot. That million-unit goal may still seem optimistic with current sales still under half that–but by 2010, if Hyundai can keep putting out vehicles this good, at these prices, the achievement will be no surprise at all.