A Poor Man’s Infiniti G37?

It used to be that you always had a choice when you bought a midsize car. You could select the traditional four-door sedan, or you could opt for the sportier coupe. That’s no longer is the case. Now only two moderately priced midsize cars are offered both ways—the Honda Accord and the Nissan Altima. The Accord coupe has been around for decades, but the Altima just came on the scene in 2007. Now in its fourth year, Nissan has given the Altima two-door a facelift and a number of enhancements.

The styling changes to the Altima are modest, but pleasing. Nissan provided its sporty two-door with a power bulge in the hood, a brighter grille and more prominent front bumper, all of which contribute to a more aggressive look. The Altima closely resembles its more expensive corporate cousin, the Infiniti G37, which is not a bad thing.

The designers also upgraded the interior, which used to be pretty drab. It is still fairly plain, but it’s not austere. New soft-touch vinyl on the dash adds a touch of quality. The center audio and climate controls are pleasingly simple, and easy to use. The sport bucket seats are well designed for spirited driving, and look good too. And I really liked the push-button entry and start system, which is a nice upscale feature.

Buyers get a choice of two engines. The first is a 2.5-liter, four-cylinder, which generates 175 horsepower. The second is a 3.5-liter V-6 that provides an extra 95 horses for a total of 270. Both engines are offered with either a standard six-speed manual, or an optional CVT—continuously variable automatic transmission.

My test car came with the four-banger and CVT. While this combo won’t give you whiplash, it’s more than adequate, and will get you 28 mpg in everyday driving. The CVT works well with the engine keeping the power up, so that climbing a hill is no problem. However, you will want to use the manual shift mode to get the most performance.

The four-cylinder/CVT powered Altima is not the version of this car that is going to stir your juices—the V-6 model is designed for that. However, if you do drive this Altima vigorously, it will show you that it can knife through corners at a good clip. The steering is quick, and the sport suspension keeps body-roll to a minimum. However, the firm underpinnings detracts from the ride quality, which is stiff and bouncy on city streets.

The base price for the Altima coupe I drove was $23,660. My test car came equipped with the Convenience package ($1,070) that included a power driver’s seat, automatic headlights and satellite audio controls on the steering wheel, all of which were nice to have. It also came with the Premium package ($2,070) which added features like a moonroof, a nine-speaker audio system, satellite radio, and a rearview camera. This last item is a real boon on a coupe with limited rear visibility. It shows what’s behind you when you back up.

The four-cylinder Altima coupe is a fine all around sports coupe. However, if you really want the poor man’s Infiniti G37, you’ll need to order the V-6.

Snapshot Review:

Sporty Styling
Adequate Power
Good Handling
Firm Ride.

TSX Gets More Horsepower

Last year Acura redesigned its entry-level sports sedan, the TSX, and made it larger. They also incorporated styling cues from its big brother, the Acura TL. This year, the TSX gets a shot of extra horsepower from the TL. The TL’s standard V-6 engine is now an option on the TSX.

The TSX has been styled to look like a junior version of the TL. It has the same chiseled contours and shield-like grille. The interior features a twin-cockpit design up front. Each passenger’s compartment is defined by curving brushed-silver trim that flows from the dash down to the center console. The dash is a two-tiered arrangement, much like the Honda Accord. A centrally located digital screen displays a variety of data and the map for the optional navigation system. The TSX holds five passengers in leather-clad seats, but the backseat legroom is cramped. However, trunk space is a decent size at 12.6 cu-ft.

The base engine continues to be the 2.4-liter inline four-cylinder that generates 201 horsepower and 172 lb.-ft. of torque. It’s teamed with a six-speed manual or a five-speed automatic at no extra charge. I tested a four-cylinder with the automatic last year and found it to be peppy, but not particularly strong.

The new optional engine is a 3.5-liter, V-6 delivers 280 horsepower, which is 79 more than the 2.4, can generate. The V-6 brings with it some plusses and minuses. It adds 200 lbs. of weight to the TSX, but it enables it to hit 60 in 6.0 seconds, nearly two seconds quicker than the four-cylinder. It also gives the TSX more muscle, but loses three miles per gallon in fuel economy, down to 18 City/ 28 Highway.

The V-6, comes only with a five-speed automatic, there is no manual option. However, this combo delivers smooth, and seemingly effortless power. Yet, the V-6 is missing a sporty exhaust note. The only time you hear the engine is under full throttle.

Out on a winding road, the V-6 TSX feels much like its four-cylinder sibling. Acura compensated for its additional weight with stiffer springs and a retuned anti-roll bar. The steering is quick and delivers good feedback from the road. The sport suspension makes the TSX feel light on its feet, and 18-inch tires provide good grip in the corners. The TSX may not be as agile as a BMW, but it’s an entertaining car to drive. And even though the emphasis is on sport, the TSX delivers a firm, but comfortable ride.

Pricing for the TSX starts at $30,120 for the four-cylinder model. However if you step up to the V-6, you’ll have to pay $35,660, which is $5540 more. This seems like a lot for an engine transplant, but this TSX price is actually less pricey than its Japanese competitor, the Lexus IS350.

Snapshot Review:

Excellent Power
Sporty Handling
Tight Backseat

Outback Goes Crossover

Subaru is on a roll. The Japanese automaker was one of only three car companies (along with Hyundai and Kia) to increase sales in the U.S. in 2009. Furthermore, they are off to a good start this year. Their redesigned Outback has been named Motor Trend’s “2010 SUV of the Year.” And with the improvements they made to the popular Outback, they just might enhance their sales numbers again.

The big news with the Outback is that it goes from being a wagon to a crossover this year. That means that it’s now larger in most of its dimensions, putting it in line with popular SUVs, like the Toyota Venza and Honda CR-V. Subaru raised the height of the Outback by four inches, widened the body by two inches and stretched the wheelbase by nearly three. The result of this is that the new Outback is not only more substantial looking, it’s also roomier.

Backseat passengers benefit the most with nearly four inches more legroom. Last year’s Outback was rather skimpy in this department. Those who are in the habit of cramming a lot of gear in their Outback will also find that the cargo hold is larger on the 2010. It has grown by 6-cu.-ft. (now 34.3 cu.-ft.) thanks to the new body shape and a redesigned suspension that intrudes less into the cargo bay.

Subaru equips the Outback with some clever standard features. One of them is swing-away crossbars on the roof rack. They snap into the side rails, when not in use, and reduce wind noise in everyday driving. Another is the “hill-holder,” which is part of the electronic parking brake. This is especially useful on manual-transmission Outbacks, since it keeps the vehicle from rolling back on step grades without the bother of maintaining your foot on the brake pedal. And finally, there’s Brake Assist, which performs an important safety function by enhancing braking power in panic-stop situations.

Subaru provides buyers a choice of two engines—the tried-and-true 2.5-liter, flat-four, with 170 hp, and a new six-cylinder boxer of 3.6-liters which pumps out 256. My test car had the four-banger, which is a willing, but buzzy engine that could use a few more horsepower. It was teamed with a slightly notchy six-speed manual gearbox. A continuously variable automatic transmission (CVT) is a $1,000 option. The manual is the sportier of the two, but the CVT delivers better gas mileage—22-29 mpg. Like all Subarus, the Outback comes standard with all-wheel drive.

Behind the wheel, the Outback impresses with its balance of good handling and a comfortable ride. When I drove the Outback on a twisty road, it responded quickly to my steering inputs, and delivered good feedback. It also displayed a sure-footedness negotiating corners. At the same time, the Outback absorbed bumps nicely, and the ride felt well controlled. I did not take my test car off the pavement, but it should be good for light off-road duty with 8.7-inches of ground clearance.

The 2010 Subaru Outback has a starting price of $23,690. My midrange Premium model, with options like, heated seats, premium sound and a moonroof had a bottom line of $27,780.

Snapshot Review:

Roomy Cabin
Noisy Engine (4-cyl)
Good Handling
Comfortable Ride

A Fusion By Another Name

If you have read my review of the Ford Fusion Hybrid, you already know a lot about the Mercury Milan Hybrid. The Fusion and the Milan are corporate twins. The Fusion Hybrid has gotten the recognition (“North American Car of the Year”) but whatever can be said about the Fusion, can also be said about the Milan. They differ only in their styling.

The Fusion has a bolder face with its prominent three-bar grille. The Milan is more sedate with a grille whose vertical bars give it a waterfall look. Like the Fusion, the Milan got a facelift for 2010. The most noticeable change is to the headlights, which are more aerodynamic now. Overall, the Milan’s styling is pleasing, if not exciting.

In addition to the outside facelift, the interior has received a makeover as well. Mercury adopted finer materials, including more soft-touch vinyl. My test car, which was trimmed in two-tone gray, with leather-clad seats, was very attractive. But one change that wasn’t completely successful was the redesign of the center control panel. I found that the radio and climate controls were mounted too low (around knee level) to be convenient.

Like the Fusion, the Milan Hybrid gets the SmartGauge instrument panel. It features a analog speedometer flanked by graphic displays. Drivers can select from four different images with varying amounts of data about energy sources and fuel use. One aspect of all the displays is a vine with green leaves, whose foliage increases the more efficiently you drive.

Other high-tech features can be ordered like a navigation unit, a rear-view camera, and the Sync system. Sync uses voice-recognition technology to provide hands-free operation of cell phones and MP3 players. And new this year is the Blind Spot Information System (BLIS) with Cross-Traffic Alert. BLIS informs you with lights on your outside mirrors when cars approach your blind spots. Cross-Traffic alert sounds a warning when a car or pedestrian is about to cross your path when you’re backing up.

The Mercury Milan is a roomy and comfortable sedan. Adults have plenty of head- and legroom, fore and aft. The seats, front and rear, are well contoured and supportive. The only compromise on the Hybrid model is in the trunk. Because of the location of hybrid battery pack behind the backseat, the trunk is reduced to 11.8 cu-ft.

However, what makes the Milan Hybrid special is its power train. Mercury uses a 2.5-liter, four-cylinder gas engine with 156 horsepower, and an electric motor to generate a total of 191 hp. Power is routed to the front wheels via a continuously variable automatic transmission. Acceleration is brisk for a hybrid—0-60 in 8.5 seconds,
I found that the Milan responded well when I needed power to merge onto a busy freeway.

The Milan hybrid delivers 41-mpg in city driving and 36-mpg on the highway. It’s capable of running up to 47-mph on electric power alone, and will routinely take you over 600 miles on a tank of gas. Although some may complain that it is not as frugal as a Toyota Prius (50-mpg City/41-mpg Hwy), this car easily beats the hybrid versions of the Toyota Camry, the Nissan Altima and the Chevy Malibu.

Unlike some other hybrids out there, the Milan is fun to drive. Although it weighs 350 lbs more than a comparable gas-only Milan, it still feels nimble on the road. The steering is responsive, and the handling is competent. The ride is slightly firm, and a little bouncy on secondary roads, but smoothes out on the freeways. The cabin is commendably quiet.

Pricing for the Milan Hybrid starts at $28,235, which is about $3000 more than a comparably equipped Milan Premier. My fully loaded test car had a bottom line of $33,075.

Snapshot Review:

Excellent Fuel Economy
Responsive Power Train
Nimble Handling
Roomy Interior

The SHO’s Back On The Road

After a layoff of some 10 years, the Taurus SHO has returned to the Ford lineup. The SHO, which stands for Super High Output, is the performance model in the Taurus line. It’s a sport sedan geared for those who enjoy spirited driving, but also need a full-size car for family duty.

The heart of the SHO is its Ecoboost engine. It’s a 3.5-liter V-6, with twin turbochargers and direct fuel injection. It pumps out 365 horsepower, yet delivers between 17 and 25 mpg. (Other Taurus models use a normally aspirated 3.5 V-6 that generates 263 hp and get 18-28 mpg.) The Ecoboost is smooth operator that delivers gobs of power and a subdued exhaust note.

Ford teams its powerful V-6 with a six-speed automatic with paddle shifters on the steering wheel. Using shifters at you fingertips enhances the feeling of control, and adds to the fun quotient of the SHO. Completing the drive train is a Haldex all-wheel drive system that distributes power to the front and rear axles as needed. Although the SHO weighs 4400 lbs., it can accelerate to 60 in little over five seconds.

Ford equips the SHO with a sport suspension, with unique shock absorbers, firmer springs and larger anti-roll bars. The SHO, like other Taurus models, also features a new electric steering system. Out on the back roads, the SHO displays sure-footed grip when pressed into a corner, but I was disappointed with the steering, which didn’t convey much feel of the road. Furthermore, the SHO can’t disguise its size and weight—it’s not particularly agile. Overall, I’d say that the handling is competent, but not sporty.

The SHO is available with optional 20-inch wheels and tires, and my test car had them. These split-spoke aluminum wheels are gorgeous, and the tires provide more grip, but they also contribute to a very firm ride. Although I liked their look, I would stick with the standard 19-inch setup for a little more comfort.

Last Year’s Taurus didn’t sell very well. People thought it looked too bland. You can’t say that about the 2010 model. This car looks formidable. An aggressive nose with a domed hood, along with a high waistline gives the Taurus plenty of road presence. The SHO model enhances the overall effect with larger wheels, a rear-deck spoiler and a two-tone grille.

The interior of the Taurus features a twin-cockpit design with a dash that slopes down toward the front passengers. The center control panel is mounted on a nearly 45-degree angle, so the radio, climate controls and optional navigation system are easy to see and access. Optional Multi-contour front seats offer excellent support, and will give you a massage to relieve backside pressure on long drives. If you happen to be someone who rides in the back, you’ll have plenty of room, and rest on seats that can be heated. As for storage capacity, the trunk is humongous at over 20-cu.-ft.

Ford offers a variety of high-tech options on the SHO. Buyers can order adaptive cruise control that maintains a set interval with the car in front of you. There is also MyKey, which should appeal to parents of teen drivers. It enables them to limit the top speed and audio volume of their car. However, my favorite is the Blind Spot Information System (BLIS) with Cross-Traffic Alert. BLIS informs you with lights on your outside mirrors when cars approach your blind spot. Cross-Traffic Alert sounds a warning when a car or pedestrian is about to cross your path when you’re backing up. It’s great in parking lots.

Taurus pricing begins at a reasonable $25,995 for the base SE model, but the charge for the top-of-the-line SHO might give some buyers pause. It starts at $37,995. My heavily optioned test car hand a bottom line of $44,275.

Snapshot Review:

Powerful and Fuel-Efficient Engine
Not So Sporty Handling
High-Tech Safety Features
Roomy Cabin

An Electronic Treasure Trove and More

The Mercedes E550 is a rolling treasure trove of high-tech wizardry. This car has every type of driver aid imaginable. Features that started on the big S-Class have now migrated to the new E models. Some, like the Pre-Safe system and Attention Assist are standard. Pre-Safe prepares the car for a collision, if one seems immanent, and Attention Assist detects when you are drowsy and sounds a warning.

However, most of the techno stuff is offered in optional groupings, like the Driver Assist Package on my test car. It included Distronic Plus cruise control, which works with Pre-Safe, and will apply the brakes (if you don’t) to lessen the impact of a collision. Also in the package was Lane Keep Assist, which gently vibrates the steering wheel if you wander over a line. But the feature I relied upon most was Blind Spot Assist, which flashed a light on my outside mirrors when another driver was hovering where I couldn’t see him.

If all this isn’t enough, buyers can also order high-tech goodies, like Parktronic, which will do your parallel parking for you, and an infrared night vision system that can actually distinguish a pedestrian in your path before your headlights do.

Of course, the E-Class is much more than just a platform for electronic gadgetry. This car has a lot of other great qualities, but then again, it’s not perfect. The styling, for instance, misses the mark. The sculpted arches over the rear wheels are superfluous, and draw the eye away from the clean, upsweeping lines on side of the car. The dash, on the inside, isn’t very pleasing either. It’s angular and austere looking. And while I’m in the griping mode, the backseat could use a little more legroom.

However, on the plus side, the front seats feel great, and with their 14-way adjusters, they will fit just about anybody. Furthermore, they can be heated or cooled. The electronic shifter on the steering wheel is a good idea, freeing up space on the center console. And the COMAND controller for audio, telephone and navigation is more user-friendly, especially for operating the radio.

Mercedes powers the E550 with a 5.5-liter V-8 that pumps out a massive 382 hp. It’s mated to a seven-speed automatic with a manual shift mode. Together, they will rush you up to 60 in a scant 5.2 seconds. Beyond being very quick, the power train impresses by doing its job effortlessly. When I hit the gas, there was no roar, just a steady surge of power.

However, it’s the E550’s driving dynamics that really make it special. Much of the credit goes to Mercedes’ Airmatic suspension with its “Sport” and “Comfort” modes. In normal driving, the comfort mode provides an excellent balance of precise handling and a smooth ride. For spirited driving, the sport mode firms up the suspension a notch so that the E550 feels like it’s more on its toes. The steering is just about perfect, light, yet conveying a good sense of the road. Take the E550 on a twisty two-laner, and it does what you ask of it without breaking a sweat. This car is unflappable.

Mercedes has lowered the price of the 2010 E550. It now starts at $57,175, which is about $4575 less than last year’s model. However, if you delve deeply into the options list, the price rises substantially. My well-equipped test car, which included high-priced options, like the Premium Package and Driver Assistance had a bottom line of $69,625.

Snapshot Review:

High Tech Driver aids
Strong, Silent Engine
Luxury Ride
Superb Handling

Escape Hybrid Leads in Fuel Efficiency

If you are looking for best gas mileage in an SUV, look no further than the Ford Escape Hybrid. It gets between 31 and 34 miles per gallon of gas. But this excellent fuel economy comes at a cost. The base price for the Escape Hybrid is just shy of $30,000, which is about $6000 more than a standard Escape, comparably equipped. Yet, over 90,000 buyers, seeking and environmentally friendly SUV, have purchased this hybrid since its introduction in October 2004.

Ford freshened the styling of the Escape two years ago, and now has introduced more high tech features for 2010. Blind spot mirrors are now standard, and the SYNC voice-activated interface can access traffic info and get directions. Buyers can also order Active Park Assist, which will parallel park your Escape for you and MyKey, which enables parents to limit the top speed and audio volume of their teen drivers.

The interior of the Escape, although unchanged, is still attractive. The look is functional but not austere. My test vehicle was nicely trimmed in beige. The dash was two-tone, part of it light, but with darker textured panels in front of the driver and passenger for contrast. A “top of dash” display that included radio and temperature readouts, added a nice touch, but some buttons on the center control panel are mounted so low that they are hard to access. Gauges are illuminated in light blue, and the Hybrid model gets a meter showing battery function. A graphic display of hybrid energy flow is available on the optional navigation screen.

The Escape seats four adults in reasonable comfort—five in a pinch. Head and legroom are good, considering that this compact SUV rides on just a 103.1-inch wheelbase. The driver gets a six-way power adjuster. The front passenger uses a manual control. Luggage space behind the second row is decent at 27.6 cu-ft, and can be expanded to 65-cu-ft when the rear seat is folded down. Access to the cargo area is easy, via a wide-opening liftback door.

Ford powers the Hybrid with a 2.5-liter, four-cylinder, gasoline engine, which is combined with a 94-hp electric motor. Together, they generate 177 horsepower. This is basically a carryover from last year’s Hybrid. Around town, the electric motor does most of the work, so in this environment, it’s the most fuel-efficient. At speeds above 25 mph, the gas engine takes over, and when a burst of power is needed, the two systems work together. A new electrically driven air conditioning system provides cooling even when the gas engine is off.

The hybrid engine is teamed with a continuously variable (automatic) transmission (CVT). This tranny uses a series of planetary gears to transfer power to the wheels. Out on the road, the CVT feels a little unusual at first. The sense of acceleration seems missing, since there is no shifting of gears, but press firmly on the gas, and the hybrid will pull just as well as the V-6 powered Escape.

The driving dynamics of the 2010 Escape Hybrid are about the same as last year’s model. The handling is best described as average for an SUV. The additional 300 lbs of battery weight cause the vehicle to run wide and lean a good deal going around corners. And unfortunately, the ride quality has not improved over its predecessor. It is still stiff and bouncy, like a truck-based SUV, rather than a car-derived crossover.

The Escape Hybrid has a base price of $29, 975, and the hybrid components are guaranteed for eight years, or 100,000 miles.

Snapshot Review:

Good Fuel Economy
Attractive and Roomy Cabin
Choppy Ride
High Price

Ford’s “Car of the Year”

The Ford Fusion hit the jackpot for awards this year. The Hybrid model was named “North American Car of the Year” by a panel of 49 auto journalists in Detroit, and the Fusion (all models) was named Motor Trend’s “2010 Car of the Year.”

One of the reasons Motor Trend editors selected the Fusion was because of its “…impressive bandwidth as a model range…” In other words, the Fusion had something to offer to a lot of different buyers. After analyzing the Fusion lineup, I have to agree. The base “S” model, priced at $19,995, is designed to appeal to the midsize-sedan buyer on a budget. The “SE” offers more creature comforts, including satellite radio, for not that much more. Move up to the midrange “SEL,” and you can order optional V-6 power and all-wheel drive. For those who are bent on performance, the “Sport” delivers 263-hp, a stiffer suspension and 18-inch wheels. And at the top of the line is the award winning “Hybrid,” which I’ve previously reviewed.

Yet, a successful car has to have a lot more going for it than just a broad model range. The Fusion has no problem meeting that requirement, starting with its styling. The 2009 Fusion was pleasant enough looking, but the 2010 model makes a stronger impression. It features a power-dome hood, a bolder three-bar grille and nicely integrated headlights.

The interior has been upgraded as well. The center console was redesigned, and features illuminated cup holders. The instrument panel stands out with blue lighting that radiates out from the center of each gauge. Soft-touch vinyl on the dash and doors enhances passenger comfort, although I am not particularly fond of the pebble grain finish.

The cabin is user-friendly. The power seats in my test car garnered high praise from my critical number-one passenger. Head- and legroom, front and rear, were satisfactory. A large glove box, along with a two-tier console bin and a dash cubby, provided ample storage for odds and ends. The trunk was king-size at 16.5 cu.-ft.

Ford takes pride it its development of high-tech features, and a number of these are available on the Fusion. Buyers can order options, like a navigation system, SYNC interface and a rear-view camera that projects an image on your mirror when reverse is engaged. But more significant in my view is the Blind Spot Information System (BLIS) with Cross-Traffic Alert. BLIS informs you with lights on the outside mirrors when cars approach your blind spot. Cross-Traffic Alert sounds a warning when an oncoming car is about to cross your path when you are backing up.

My test car was an SEL model with the V-6 engine and a six-speed automatic transmission. The 240-hp V-6 engine provided plenty of go when a quick burst of power was needed. The six-speed automatic had a manual-shift mode for spirited driving. The handling was nimble, and the ride was slightly firm, but comfortable.

The Fusion is competitively priced with other midsize sedans. The base price for my SEL test car was $24,700. With the optional V-6 engine and Driver’s Vision Package (BLIS, Reverse Sensing, Rear-View Camera, Moonroof and Sony Sound) the bottom line read $28,105.

Snapshot Review:

Revamped Styling
Roomy Interior
Strong Power Train
Nimble Handling

2010 TL Gets 6-Speed Manual

I don’t know if the styling of the Acura TL has grown on me in the last year, or whether my test car, which was painted white, made the design look more subtle. From some angles the TL is quite attractive, but that massive nose is a polarizing styling cue. Folks either like its in-your-face quality, or are repelled by it.

On the inside, there’s not much to dispute. Acura designed a sporty, yet refined, cabin. It features twin-cockpits up front. Driver and front passenger get well-bolstered sport seats covered in perforated leather. The ones in my test car were finished in a subtle dove gray color. Muted silver trim on the dash and doors provided a nice complement. The steering wheel was leather-covered and meaty. Large gauges, in front of the driver, were easy to read. The center control panel for the audio and climate controls was compact, but logically arranged.

The current TL is a larger car than the model it replaced. Acura made it six-inches longer and three-inches wider. With its greater overall size, it has more space in the cabin and in the trunk. Rear-seat passengers benefit the most. They get an inch more of hip room and 1.4-inches of additional legroom. It’s not a limo-like backseat, but it’s quite comfortable now. The trunk at 13.1 cu.-ft. is also a tad larger than before, however the narrow opening restricts what you can load.

The base TL comes with front-wheel drive and a 3.5-liter V-6 that cranks out 280 hp. It’s hooked up to a 5-speed automatic with paddle shifters on the steering wheel. Acura suggests that it will get to 60 in under six seconds. Fuel economy is estimated at 18-mpg in the city and 26-mpg on the highway, which is not bad for this class of car.

The Super Handling All-Wheel Drive (SH-AWD) model, like the one I drove, is the hot rod of the lineup. It gets a 3.7-liter V-6 that delivers 305 hp, and 0-60 in about five seconds. This is the most powerful engine that Acura has ever offered. It can be had with the 5-speed automatic, or new for 2010, a 6-speed manual transmission. My test car had the latter, and it featured a smooth shifting gearbox, with a light and progressive clutch. Acura hopes that some hard-core enthusiasts might choose the TL, rather than a comparable BMW or Audi.

The SH-AWD delivers 90-percent of the engine’s torque to the front wheels in normal cruising. However, under acceleration and in hard cornering, 70-percent can be switched to the rear. And up to 100-percent of that torque can be directed to the outside wheel in cornering situations. The upshot of this is that the SH-AWD model almost eliminates understeer, and corners more flatly than the FWD version. The SH-AWD also gets bigger brakes and faster steering.

When you first drive a SH-AWD down a challenging road, it becomes immediately evident that you are driving a serious sport sedan. The steering impresses with its sharpness. The handling feels confident, thanks to a well-tuned suspension and all-wheel drive. The V-6 delivers power and a purposeful growl when you hit the gas, and the easy-shifting manual gearbox is a delight to use.

Last year, the ride quality of the SH-AWD that I drove was rock hard. Not so, this time around. My test car wasn’t exactly smooth, in fact, it could get jittery on uneven surfaces, but it was reasonably compliant on all but the roughest roads. And, the cabin was really quiet when cruising on the freeways.

The Acura TLs are competitively priced. The front-wheel drive model starts at $35,915. The SH-AWD (automatic or manual) begins at $39,475. My test car with the “Tech” package (navigation system, 10-speaker audio, push-button entry/start) and 19-inch wheels, with high-performance tires, had a bottom line of $44,195.

Snapshot Review:

Controversial Styling
Strong Power Train
Sport Sedan Handling

A Junior Version of the Evo

I’ll never forget the last Lancer Ralliart that I drove—it got me a speeding ticket. Of course, I can’t really blame the Ralliart, but it did bring out the boy-racer in me. The latest Ralliart will do the same, and I have to admit to some difficulty curbing my enthusiasm while driving it.

The easiest way to describe the Ralliart is that it’s like a detuned and more civilized version of the Lancer Evolution. The Ralliart uses the same 2.0 liter turbocharged engine as the Evolution, only it pumps out 237 hp, rather than 300. Like the Evo, it is also equipped with all-wheel drive, but comes with a different transmission—a twin-clutch automated-manual.

I can’t warm up to the current Ralliart’s body styling. Its nose appears to have been sheared off with a chain saw. However, that does create the desired street-fighter look. The interior, in my view, is better executed. The gauges and controls are well laid out, and there are nice touches, like carbon-fiber-like trim and a leather-wrapped steering wheel with satellite controls.

The Ralliart is offered as a sedan and a five-door hatchback, which Mitsubishi calls the Sportback. The hatchback configuration makes the Ralliart more versatile by increasing storage space. With the rear seats folded down, it can hold up to 57.6 cu.-ft. of cargo. That translates into a lot of vacation gear.

The Ralliart is roomy enough for four adults. My test car came equipped with the optional Recaro sport seats up front. These turned out to be a mixed blessing. They hold you in place well during vigorous driving, but they will feel very confining to some people. Additionally, they lack the height adjust feature that comes with the standard sport seat.

However, the driving experience is what the Ralliart is all about, and this car doesn’t disappoint. The turbo engine, while not as potent as the Evo’s, has a lot of punch. It should still race you up to 60 in about six and a half seconds. But the twin-clutch automated manual gearbox is the star of the power train. It offers “Normal” and “Sport” modes. Driver’s can let it shift by itself, or they can change gears manually, via paddle shifters. The shifts are lightening quick, and the system even blips the accelerator on downshifts.

The Ralliart’s handling nicely complements the power train. The steering is quick and precise. The sport suspension gives the Ralliart a feeling of nimbleness, and the all-wheel-drive system insures that power goes to the wheels with the most grip. When you get behind the wheel of a Ralliart, you quickly realize that this car is made for twisty back roads. Yet, the ride is not punishing, in fact, it is much more compliant than that of the Evolution.

Pricing for the Lancer Sportback Ralliart starts at $28,310. My test car, equipped with the optional navigation system and the Recaro seat package, which included a Rockford-Fosgate sound system and Sirius satellite radio, had a bottom line of $33,059.

Snapshot Review:

Strong Performance
Stat-of-the-Art Transmission
Sharp Handling
Added Cargo space