Toyota 86

The Toyota 86 is a sports car developed jointly by Japanese automobile manufacturers Toyota and Subaru. It has 2+2 seats, a 2-door coupé body style and a front-engine, rear-wheel drive layout. The model will be sold under three different brands: Toyota (Toyota 86 in Japan and Australia and Toyota GT-86 in Europe), Subaru (Subaru BRZ) and Scion (Scion FR-S). "86" (pronounced "eight-six" or Hachi-Roku (ハチロク)) refers to the Toyota Corolla Levin series AE86 and the Toyota Sprinter Trueno series AE86, a particular series of cars sold between 1983 and 1987 (both the Levin and Trueno were available in coupe and hatchback bodystyles). As such, the Toyota 86 has been named as the spiritual successor of the original AE86 during the press release of the 86. The use of a boxer-style engine also refers to a historical Toyota sports car, called the Toyota Sports 800, Toyota's first sports car. Heritage of the Toyota 86 can also be traced back to the Toyota 2000GT, Toyota's second sports car with a 2.0 liter engine. The signifigance of the reference to the series AE86 was that both the Trueno and Levin of this series were the last with rear wheel drive; the following Sprinter Trueno and Corolla Levin series AE92 were released with front wheel drive thereafter. The previous Corolla Levin and Sprinter Trueno were performance enhanced trim packages of the Corolla and Sprinter for each generation of the Levin and Trueno; the current platform is unique, and not related to the current Corolla or variants. The Toyota and Scion have little distinguishing elements - the latter has cheaper pieces to reduce base price in the United States. The Subaru BRZ differs mainly in its front end, where the grille has an hexagonal shape versus an inverted trapezoid in the Toyota and Scion, along with the placement of the BRZ as the most luxurious variant of the platform, with more standard features and a higher suggested price than the Toyota-marketed versions.In Japan, it will be exclusive to Toyota Japan dealerships called Netz Store locations, which uses the same sales approach used at North American sales channel called Scion. It was first presented as a concept car at the October 2009 Tokyo Motor Show under the name Toyota FT-86, FT being shorthand for "Future Toyota". Later, a high-performance version was launched at the January 2010 Tokyo Auto Salon as the Toyota FT-86 G Sports. At the 2011 Geneva Motor Show, a third concept car was shown, the Toyota FT-86 II. The BRZ and FR-S also had their concept cars, the Subaru BRZ Concept STI and the Scion FR-S Concept. The production version of the 86, BRZ and FR-S were unveiled at the 2011 Tokyo Motor Show. Initially, the 86 and sister models will feature a Subaru-sourced naturally aspirated 2.0 L flat-4 boxer gasoline engine (Toyota engine code 4U-GSE, Subaru engine code FA20) that will deliver 200 PS (147 kW; 197 hp) that includes a direct injection system from Toyota. The model will be offered with two six-speed transmissions: a manual and an automatic with paddle shifters. The weight of the 86 is 1,180 to 1,250 kilograms (2,600 to 2,760 lb) depending on specification and equipment. On 16th of March 2012 an line-off ceremony was held at Subaru’s Gunma Main Plant (Ota-city, Gunma Prefecture, Japan) with Toyota Motor Corporation (TMC) President Akio Toyoda and honored guests in attendance, in commemoration of the production start of the Subaru BRZ and Toyota 86. Fuji Heavy Industries (FHI) and TMC first agreed on business collaboration in October 2005. After the companies expanded their cooperative ties with new agreements related to development and production in April 2008, they then began four years of development. The completion of this joint-development product also marks a great achievement of the alliance between FHI and TMC. [3] During the first month since February 2nd 2012 Toyota received 7,000 pre-orders on Toyota 86 model in Japan

SUBARU WRX

The new Impreza WRX was released in 2007 for the 2008 model year. The engine used is still the EJ255. The US-spec WRX reverts back to a 2-piston/1-piston sliding calipers (dropping the 4-piston/2-piston fixed caliper setup), but have grown to 11.6-inch (295 mm) in the front and 11.3-inch (287 mm) in the rear, the same as the BL5-chassis US-spec Legacy 2.5i. In response to criticism that the new WRX's suspension was too soft, and needing to keep on par with rival car companies new releases, some changes were made in 2008 for the 2009 model year. The EJ255 received a boost of 41 horsepower (31 kW) and 18 lb·ft (24 N·m) of torque, bringing the total output to 265 bhp (198 kW; 269 PS) and 244 lb·ft (331 N·m) of torque by swapping the previous TD04 turbo to an IHI VF52. This WRX is capable of 0–60 mph in 4.7 seconds and a standing 1/4 mile in 13.5 seconds at 102 mph (164 km/h).[11] In addition, the 2009 model received stiffer suspension parts from the STi model, an aerodynamic package and Dunlop SP Sport 01 summer performance tires as standard equipment. Cosmetic changes included an updated mesh grill with WRX badge and darker wheels. The WRX is also only available with 5-speed manual transmission. In the USA, the 4-speed automatic is only available on a new Impreza model called the 2.5 GT, which features the same 2.5L 4-cylinder 224 hp (167 kW; 227 PS) Subaru Boxer Turbo engine as in the 2008 WRX. While in Canada, the 265 hp (198 kW) engine was an option on WRX 265 models in 2009 and the 224 hp (167 kW) is discontinued in Canada for 2010. In 2010 for year model 2011, the Impreza WRX got the widebody look in both sedan and hatchback, which are the same body shells as the STI, as well as the addition of quad muffler tips with diffuser which changes the look of the rear end. The new model gains 33 pounds over the previous 2010 WRX models. The wider body gives the 2011 WRX wider track dimensions. The new exterior design is being marketed to attract younger buyers. For the US market, the WRX is offered in the Base, Premium, and Limited trim levels. As of June 14, 2011, it is reported that the 2011 model year may be the rarest ever released due to the recent disasters in Japan. Subaru dealerships are no longer taking orders for the 2011 model year. An approximately 1.5-inch (38 mm) increase in front and rear track, firmer rear sub-frame bushings and wider 17-inch wheels and tires deliver improved grip in the 2010 WRX. WRX STI The 2008 STI has received a higher degree of parts to differentiate it from its Impreza WRX brethren. Unlike the WRX, the STI uses aluminum suspension components, and has different fenders that are 2.2 in (56 mm) wider. It adopted "Subaru Intelligent Chassis Design" and "Dynamic Chassis Control Concept". The turbo forces air through a larger top-mount-intercooler which has lost the red "STI" that was on previous generations. It is the first generation of this model with an automatic transmission which is able to import to outside Japan. The STI features multi-mode electronic stability control with "normal", "traction", and "off" modes; Subaru Intelligent-Drive (SI-Drive) with 3 modes: intelligent, sport, and sport sharp; and multi-mode Driver's Controlled Centre Differential (DCCD). The DCCD enables driver to select the manual or auto: "auto", "auto+", and "auto-" mode in order to distribute the torque based on driving preference or conditions. Subaru Impreza WRX STI (Japan) The JDM version has a 2.0L 308 PS (227 kW; 304 bhp) EJ207 engine with a Twin scroll turbocharger, while other versions of the car have a 2.5L 300 PS (221 kW; 296 bhp) EJ257 engine with a single-scroll VF48 turbocharger. The latest US model of the STI has 305 bhp (227 kW; 309 PS) and 290 ft·lbf (390 N·m). of torque and range in price from $35,640 to $39,440, depending on the options included. The 2008 Impreza STI has the model code GR, reflecting the different "wide body" 5-door Hatchback compared to the GH standard body 5-door Hatchback used for the 2008 Impreza WRX and non-turbo models. The new "wide body 5-door" chassis is 70.7 in (1,796 mm) wide compared to 68.5 in (1,740 mm) for the regular WRX 5-door chassis. Curb weight varies from 1,505 kg (3,318 lb) to 1,540 kg (3,395 lb) depending on the options. In 2008, a Subaru WRX STI spec C was in the works for production. It had been spotted lapping the Nurburgring. It is expected to shed 70 kg (154 lb) in weight, have minor engine tweaks, have an updated aero kit, and bigger brakes. A possible precursor to the WRX STI spec C had surfaced at the MotorSport Japan 2008 auto show, named the Subaru Takumi concept. The only visual cues to differentiate this car from the regular STI are a blacked-out rear spoiler, front lip spoiler, and 12-spoke wheels that are strikingly similar to the ones featured on the spec C test mule spotted around the Nurburgring. The upgraded parts included on the car are drivetrain and suspension modifications. There is no word on performance figures or power output. It was later confirmed by Autoblog that the Takumi concept was in fact just an unveiling of the 20th Anniversary Edition WRX STI and not the spec C. All 300 examples will be exclusive to the Japanese market. 2011 Subaru Impreza WRX STI A-Line Subaru launched the Impreza WRX STI A-Line with a five speed semi-automatic gearbox on February 24, 2009. Available initially only in Japan and Singapore, the A-Line features include "Downshifting Blipping Control" and steering wheel-mounted paddles The engine and transmission in the A-Line are very similar to 2007–2009 Legacy 2.5 GT models. However, the A-line has less torque (35.7kgfm) and slower acceleration (0 to 100 km/h takes 6.1 seconds) compared to the manual STI version, although lighter (1,490 kg vs 1,505 kg). The A-Line is also offered in Hong Kong, and later in Indonesia with debut at the 2010 Indonesia International Motor Show in July 2010, and will be exported to Australia in 2011.[15] On July 23, 2009, the Subaru Impreza WRX STI spec C was released in Japan. The 900 units limited edition WRX STI spec C has engine, suspension, and body parts improvement over the regular model. The ball bearing on the turbine axle had been modified to reduce friction, the ECU had been retuned for better response, and an intercooler water spray was fitted to prevent rise in the air temperature. The cross member, suspension and power steering were also improved for better handling and body rigidity. Aluminium hood, laminar window glasses, and lighter battery helped to reduce weight. Subaru (UK) Limited introduced two new WRX STI models at the British Auto Show that have specific tuning by Prodrive. The first is WRX STI 330S, produces 330 PS (243 kW; 325 bhp) and has a 0–60 mph time of 4.4 seconds. The last of the two was the WRX STI 380S, which sports new wheels and an upgraded body kit and was expected to produce 380 PS (279 kW; 375 bhp). Subaru announced, on September 10, 2008, that the 380S variation would not be produced, due to homologation and specification difficulties. The regular 330S model is called WRX STI Type UK. 2010 Subaru Impreza WRX STI with optional BBS wheels The Singaporean, Indonesian, and Australian (all RHD countries) markets received the 2.5 liter Euro-spec version instead of the J-spec version, producing 296 horsepower (221 kW) and 407 N·m (300 lb·ft) of torque.[16] Some of Impreza WRX STI's sold in Indonesia are the 2.0 liter JDM spec brought by the general importers before Subaru officially introduced the 2.5 liter model. In Australia the regular WRX STI is sold alongside the WRX STI spec.R which comes with BBS wheels and Recaro seats. For 2010 model year, Subaru of America introduced the Impreza WRX STI Special Edition Similar to JDM WRX STI Spec C, this model came with stiffer suspension and thicker stabilizer bar for better handling. It also has 7 twin-spokes dark gray 18 inch alloy wheels. Inside, the limited-run Special Edition STI got manual air conditioner and 4-speaker stereo instead of automatic climate control and 10-speaker premium audio on the regular WRX STI. 2011 Subaru Impreza WRX STI 4 door (Europe) In 2010 for the 2011 model year Impreza WRX STI was offered in the 4 door Sedan bodystyle once again after a three year absence from the STI line-up since the introduction of third generation model. The new WRX STI Sedan is built as "wide body" with flared fenders, front skirts, and rear valance, while the Hatchback model also comes with similar treatments. The most noticeable feature on the STI Sedan is a large rear wing, characteristic of the last generation Impreza STI Sedan. With the new front bumper, the 2011 Impreza WRX STI is more aggressive compared to 2008–2010 models. The 2.5 flat four turbocharged engine with 305 horsepower is carried over, while tweaks in suspension improve handling. The 2011 model year STI has stiffer springs, bigger anti roll bars, and new pillow ball bushings on the front lower arms, as well as wider standard tires . Also, US dealers are now requiring synthetic oil for 2011 models. It is officially claimed to do 0–60 mph in 4.9 seconds and the quarter mile 13.7 seconds. Officially called the Subaru WRX STI 4-door and Subaru WRX STI 5-door, US-market versions adds the Impreza model name. Australia also received the 2011 model year WRX STI as 4 door Sedan and 5 door Hatch in the regular STI and luxury STI spec.R with manual and automatic transmissions offered.] Electric sunroof, Leather seats, Navigation system, and BBS wheels are standard on the STI spec.R, while Recaro seats are optional. Available for the UK market only, the Cosworth Impreza STI CS400 was announced in late May 2010. Only 75 units built, the STI CS400 is powered by a 400 PS (294 kW; 395 hp) The Cosworth-tuned, turbocharged vehicle is one of the world's most accelerative hatchbacks. The renowned 2.5-litre turbocharged Boxer engine is transformed to produce 33% more power, drawing heavily on Cosworth's extensive Formula 1 experience. The engine, which drives all four wheels via a six-speed manual gearbox, boasts an impressive 400 PS and the new model reaches 62 mph in just 3.7 seconds, going on to cover a quarter mile (1/4) in 12.75 seconds at a terminal speed of 107 mph. Top speed is limited to 155 mph. 2.5 liter turbocharged engine has Cosworth engineered forged connecting rods, racing pistons, heavy duty cylinder head studs, multi-layered head gasket, and high pressure oil pump. The ECU had been remapped, and the new compressor design and wastegate actuator had been applied to the turbo. The exhaust system features larger capacity tubular manifold and bigger diameter downpipes. Clutch was also upgraded. The Cosworth Impreza STI CS400 can be distinguished from the regular STI from its upper mesh grille with piano black finish on the top frame, modified front bumper with "Cosworth" emblem on the lower mesh grille, and lip spoiler, 18 inch Pro-Race alloy wheels in Antrachite Gray, and trunk waist spoiler. To match its performance, the CS400 comes with Bilstein struts and Eibach springs for better quality ride, and better handling with less pitch and roll during cornering. Braking was updated by AP Racing's larger diameter ventilated front brakes with six-pot calipers. Inside, the CS400 has Recaro leather seats with "Cosworth" label, piano black center console panel, and "Cosworth"-badged floor mats

Hyundai Tucson

The 2012 Hyundai Tucson ranks 8 out of 21 Affordable Compact SUVs. This ranking is based on our analysis of 19 published reviews and test drives of the Hyundai Tucson, and our analysis of reliability and safety data. The 2012 Hyundai Tucson doesn’t have the most powerful engine in the class, nor does it have the most cargo space, but it does offer shoppers a lot for their money without looking or feeling cheap. Reviewers consider the Hyundai Tucson one of the best values in the class. A base price of slightly more than $19,000 equips the Tucson with basics like air conditioning, a stereo and USB port, but for a few thousand more, shoppers can add navigation, a sunroof, Bluetooth and leather seats. But no matter how many interior amenities shoppers add, they’ll be stuck with a few things. One is the Tucson’s performance. While reviewers don’t complain about the base 2.0-liter engine’s meager 165 horsepower, they don’t offer up high praises for it either. Test drivers prefer the 2.4-liter engine that comes with the two highest trims, but still say it’s designed for city driving, highway passing and not much else. These engines’ redeeming qualities is their gas mileage, which is some of the best in the class. The 2012 Tucson has less cargo space than competitors like the Honda CR-V and the Chevrolet Equinox, but in exchange for space for stuff, reviewers say there’s a lot of passenger room for tall adults. The Tucson can’t compete with the interior space and more powerful engines from its rivals, but Edmunds says, “It makes amends with a handsome cabin, an ample list of features, sporty handling and a low price. It's a top pick for a small crossover." What's New for 2012 For 2012, the Hyundai Tucson gets small changes designed to help boost fuel economy, including low-rolling-resistance tires and a new Active Eco system that modifies engine and transmission response. GLS models also get the same upgraded suspension and outside mirrors with built-in turn signals as the Limited. Hyundai has also retuned the suspension for a slightly better ride quality. Introduction Over the years Hyundai has become known for delivering respectable bang for the buck, and this compact crossover is no exception. But in addition to the strengths the brand has built its reputation on, the 2012 Hyundai Tucson offers a couple more unexpected bonuses -- namely distinctive styling and a fun-to-drive factor -- that make it an appealing choice for a small crossover SUV. Unlike the utilitarian driving experience common to many compact crossovers, time spent behind the wheel of the Tucson can actually be enjoyable. Credit for the Tucson's handling goes to its Euro-tuned suspension and nicely weighted electric power steering. The engine choices aren't quite as special -- a 165-horsepower 2.0-liter four-cylinder or a 176-hp 2.4-liter -- but they're generally competitive for the segment. If there's one area where the Tucson doesn't shine, it would be its relatively small cabin. Compared to bigger rivals like the Chevy Equinox and the fully redesigned Honda CR-V and Toyota RAV4, the Tucson's backseat offers less room and neither slides nor reclines. Cargo room is also significantly less than in those other crossover SUVs. Another issue with the Tucson is a ride quality that some may find to be on the firm side -- especially with the available 18-inch wheels. As such, the aforementioned larger crossovers would be better choices for families. However, those with less vital size requirements should find the 2012 Hyundai Tucson (as well as its mechanically similar cousin, the Kia Sportage) a keen choice. Body Styles, Trim Levels, and Options The 2012 Hyundai Tucson is a five-passenger compact crossover SUV that is offered in three trim levels: GL, GLS and Limited. The GL base model comes standard with 17-inch steel wheels, privacy glass, keyless entry, air-conditioning, cloth upholstery, a height-adjustable driver seat, tilt-only steering wheel, a 60/40-split-folding rear seat, full power accessories, a trip computer and a six-speaker sound system with a CD player, satellite radio, an auxiliary audio jack and an iPod/USB interface. The GLS adds 17-inch alloy wheels, an upgraded suspension, roof rails, heated side mirrors with built-in turn signals, cruise control, a leather-wrapped tilt-and-telescoping steering wheel, cloth and leather upholstery, Bluetooth, steering-wheel audio controls and upgraded trim inside and out. All-wheel-drive GLS models also get heated front seats. The Limited trim tacks on 18-inch alloy wheels, automatic headlights, foglamps, a front wiper de-icer, dual-zone automatic climate control, a six-way power driver seat with lumbar adjustments, heated front seats, leather upholstery, a cargo cover and an auto-dimming rearview mirror. An optional Premium package available only on the Limited adds a panoramic sunroof, touchscreen navigation system, a rearview camera and a seven-speaker upgraded sound system. Powertrains and Performance The 2012 Hyundai Tucson offers two different engine choices. Entry-level GL models come with a 2.0-liter inline four-cylinder engine that produces 165 hp and 146 pound-feet of torque. A five-speed manual transmission and front-wheel drive are standard, but a six-speed automatic is optional. It includes the Active Eco system, which alters engine and transmission response to maximize efficiency. EPA-estimated fuel economy is 23 mpg city/31 mpg highway and 26 mpg combined with the automatic, and 20/27/23 with the manual. Stepping up to the GLS and Limited models gets you a 2.4-liter four-cylinder that makes 176 hp and 168 lb-ft of torque. In California-emissions states, this engine receives partial zero-emissions vehicle (PZEV) status and produces 170 hp and 163 lb-ft of torque. A six-speed automatic is the only transmission offered, but buyers have a choice of front- and all-wheel drive. In Edmunds performance testing, an all-wheel-drive GLS went from zero to 60 mph in 9.6 seconds, which is slow, but on par with other entries in the class. Safety The list of standard safety features on the 2012 Hyundai Tucson includes antilock disc brakes (with brake assist), stability and traction control, active front head restraints, front side airbags, side curtain airbags, hill holder and hill descent control. In Edmunds brake tests, the Tucson came to a stop from 60 mph in 123 feet, which is about average among crossover SUVs. In government crash testing, the Tucson received four out of five stars for overall crash protection, with four stars for overall frontal impact protection and five stars for overall side impact protection. The Insurance Institute for Highway Safety gave this Hyundai its top rating of "Good" in the frontal offset, side-impact and roof strength tests. Interior Design and Special Features Inside the 2012 Hyundai Tucson you'll find an attractive, functional and roomy cabin. The five-passenger interior is more stylish than several of its competitors, and gauges and controls are well-placed and easy to operate. Up front, the tilt-and-telescoping steering wheel on GLS and Limited models makes it possible for a wide range of different size drivers to get comfortable. The rear seat is a little smaller than those of its rivals and it also lacks the ability to both slide and recline. The Tucson also gives up ground to its rivals in terms of cargo space. There are just 25.7 cubic feet behind the 60/40-split rear seats and 55.8 cubic feet with those seatbacks folded down. That latter number falls short of the CR-V, Subaru Forester and RAV4 by around 15 cubic feet, an amount of space equal to the entire trunk volume of some popular midsize sedans. Driving Impressions Unlike the utilitarian driving experience common to many compact crossovers, time spent behind the wheel of the 2012 Hyundai Tucson can actually be enjoyable. Credit for the Tucson's handling goes to its Euro-tuned suspension and nicely weighted electric power steering. The downside is ride quality that's a bit on the firm side, though this year's model is better than past Tucsons thanks to the retuned suspension. The 2.0-liter four-cylinder in the GL base model is underpowered, and there's really no advantage to this engine (besides its lower price) considering the 2.4-liter returns stronger acceleration and roughly the same fuel economy. The bigger engine does sound a touch unrefined compared to rival four-cylinders, however.

Nissan Murano

The Nissan Murano's grown popular because it has so few of the usual tired SUV cliches. It's a five-seater without much off-road ability or towing capacity, and it's stylish, too--almost to a fault. The Murano is a good-looking tall wagon, and ties together its sheetmetal and its cabin in a convincing way. This generation's much more flamboyant than the first Murano, and the toothy, chromey grille is a distraction from the rest of the buff, smoothly integrated design. It's as slickly styled inside, with a unified look that coordinates well with the slightly bulbous shape. All Muranos are powered by the latest iteration of Nissan's VQ engine. Here, the 3.5-liter V-6 puts out 260 horsepower through a continuously variable transmission (CVT). We're not usually enthusiastic about driving CVTs, but Nissan tunes their performance well with the Murano, giving it brisk acceleration without an excess of the drivetrain noise CVTs can induce. Unlike the smaller Rogue, though, the Murano's transmission doesn't have pre-programmed "gears," and it's still a bit rubbery compared to a conventional automatic. Fortunately, the Murano's above average when it comes to handling, with responsive steering and an absorbent, slightly firm ride. Most models are front-drive, but all-wheel drive is available, and comes standard on the most expensive Murano LE. Gas mileage tops out at 18/24 mpg; the latest turbo Ford Edge, by comparison, nets 31 mpg on the highway cycle. The Murano's swept-back styling cuts down on usable interior space. Its utility is significantly hampered by the low roofline and the sloping rear end, especially when compared to the more upright Ford Edge. The Murano's front seats are comfortable, and can be adjusted to fit a wide variety of drivers, though the sunroof cuts deeply into head room. The rear bench seat is lower to the floor than we'd like, and head room is still scant for tall adults, as is leg room. As a four-seater, though, the Murano suffices. There's not a lot of cargo space available behind the second row when it's in use, and the cargo floor sits higher than in some crossovers, but the rear seat folds forward to expand storage space. Crash-test scores from the NHTSA give the Murano four stars overall, and the IIHS rates it "good" for front- and side-impact protection, but calls its roof strength "marginal." Standard features on the Murano include power windows, locks and mirrors; climate control; and an AM/FM/CD player. Other available features include a heated steering wheel; Bose audio; leather upholstery; a navigation system; Bluetooth; and a rearview camera. Adding up options on a high-line Murano can push its pricetag into Infiniti territory, overlapping that brand's even more compact EX35 crossover.

Mazda RX-8

The 2011 Mazda RX-8 has impressive handling dynamics and a roomy backseat, but loses points for its lack of low-end torque and fuel-thirsty, high-maintenance rotary engine. In a class overrun by tiny roadsters and not-so-sporty sports cars, the Mazda RX-8 is a breath of fresh air. Distinguishing itself with a one-of-a-kind suicide door design, roomy backseat and impressive handling, the 2011 RX-8 has a lot going for it -- but only if you’re ok with doing a bit of routine maintenance work. Test drivers report that the RX-8's performance faults spoil the fun. Not only does it run short on low-end torque, but its EPA-estimated fuel rating of 16/23 mpg is subpar among Affordable Sports Cars. Though the RX-8 is powered by a rotary engine that weighs less than a traditional internal-combustion engine and generates a high rate of horsepower with little displacement, it requires constant maintenance. Because the RX-8’s engine burns a lot of oil, Mazda recommends that drivers check its level every other time they visit the pump -- which will be frequent considering its poor fuel economy. Still, sports car lovers on a budget will find the hassle of owning and driving the 2011 Mazda RX-8 well worth it. Its superb handling dynamics will get drivers behind the wheel Shoppers should note that the 2011 Mazda RX-8 is a carryover from last year, so opting for the 2010 Mazda RX-8 may save you some money. The RX-8 is offered in four trims: Sport, Touring, Grand Touring and R3. All feature a 212- to 232-horsepower, 1.3-liter RENESIS two-rotor rotary engine. "Providing sports-car performance along with four-passenger capacity, the…Mazda RX-8 would be the ultimate in a practical sports car were it not for its SUV-like fuel economy and lack of torque." "If you're looking for an inexpensive sports car, but need room for child seats or extra passengers, the RX-8 is worth a look. Additionally, the R3 model has turned the RX-8 into a true driver's car with a chassis that is up there with the greats like the Mitsubishi EVO. Still, we can't help thinking that the RX-8 needs something and that something is power." Test drivers say that the RX-8 handles marvelously, but its lack of torque and subpar fuel economy detract from its overall appeal. Plus, its rotary engine requires constant maintenance -- making it unsuitable for anyone but enthusiasts. "The RX-8 is quirky, thirsty, torqueless, and not exactly mass-market friendly,” writes Automobile Magazine. "It requires effort and attention to go quickly, and while it's a forgiving, docile platform, it has no time for the lazy The 2011 RX-8 looks sleek and aggressive. Although some critics haven’t warmed up to its four-door design, most agree that it’s definitely a head turner. "For design, we understand that some might not like the looks, but we do," writes CNET. "It's a very distinct car, in a good way." The RX-8 features four doors in a “suicide door” layout A quirky control layout and inadequate cargo room mar the 2011 Mazda RX-8’s interior. However, its roomy backseat is a major plus in this segment. In fact, Automobile Magazine says, "The RX-8's rear seats remain a defining feature The 2011 Mazda RX-8 has yet to be crash tested. However, the highly-similar 2010 model performs well in tests conducted by the federal government. Included among the RX-8’s long list of standard safety features is an anti-lock brake system and electronic brakeforce distribution. The 2011 Mazda RX-8 reliability score shown is the Predicted Reliability rating provided by J.D. Power and Associates. Mazda protects the 2011 RX-8 with a three-year/36,000-mile bumper-to-bumper warranty and five-year/60,000-mile powertrain warranty.

Lotus Elise

Set to reach showrooms in early 2015 with a target base price of £35,000—the number should be roughly the same in U.S. dollars—the next-generation Elise will retain its mid-engine, rear-drive layout, but the chassis is claimed to be new (an adaptation of the Evora platform, we hear) and the skin will be styled in a way Lotus CEO Dany Bahar characterizes as “young, strong, confident, verging on ruthless.” “Ruthless” is a rare term in the great lexicon of automotive descriptors, and we’re wondering if it’s a good thing. But “bold” certainly applies, and whatever superlatives one ladles on, the new body represents a clear departure from the original. Lotus’s pre-show information assault claimed this car “gives you subtle hints of the Elise of old, so it still seems a touch familiar.” Squint as we may, we have trouble seeing anything resembling the current car; what we do see is a fish. The design suggests Toyota influence, rather than something from the land of steak-and-kidney pie. Speaking of Toyota, there really is something familiar about the new Elise, and that’s the 2.0-liter DOHC 16-valve four-cylinder engine riding behind the cabin. As with all current Lotus cars, Toyota supplies this engine. A six-speed manual is standard, while the optional gearbox is a seven-speed dual-clutch automated manual seemingly developed by Lotus itself. However, Lotus does its own engine-management programming, and with force-feeding—Lotus doesn’t specify whether that’s turbo- or supercharging—the expectation here is for 316 hp and 243 lb-ft of torque. With a listed curb weight of just 2414 pounds, Lotus projects a 0-to-62-mph time of 4.3 seconds, and top speed is projected at just under 170 mph. There’s no mention thus far of a naturally aspirated engine. Lotus describes the new powertrain as a “mild hybrid,” owing to an engine stop/start function baked into the software. When the car is waiting at a stoplight, for example, it shuts itself off, then lights up again when the driver touches the throttle—not particularly hybrid-y, but buzzwords are neat, right? It was perhaps more interesting, though, to find the word “practicality” used in the Elise’s press materials. It’s hard to associate practicality with a two-seat sports car, although Lotus cites significantly improved ingress and egress, two activities that the current car’s super-wide door sills turn into contortionist-level tricks. Let’s hope the new Elise’s sills are much, much thinner. Lest you fear the Elise will lose some of its purist sports-car persona in this generational update, Lotus seeks to reassure one and all, stating unequivocally that “the Elise 2015 has lost none of the cheeky charm” and that it “handles like a dream—albeit a quite aggressive and tension-filled dream.” Tension-filled? Is that as compelling as “verging on ruthless”? We’ll just have to wait and see.