First glance: What a dog

The Subaru Impreza WRX gets our Most Improved Player Award for 2009. The WRX was actually all-new for 2008 -- and it was good enough to earn a spot on the 2008 list -- but the reception from the public at large was lukewarm. As a result, Subaru has fortified the '09 WRX with a serious power boost (41 horsepower and 18 lb-ft of torque), a stiffer suspension, and new summer performance tires. End result: The WRX is more fun than ever, especially in the curves. The WRX is a loveable car that's gotten a whole lot more loveable for 2009.
Among car fans, the term "dog" has a negative connotation. If someone says a car is a real dog, they usually mean that it's slow, sluggish, unresponsive, or otherwise unwilling to do whatever it is that would please its human masters.
How this use of the word dog came about is beyond me. Most dogs are anything but slow, sluggish, unresponsive and unwilling. A well-trained, well-treated dog is a model of happiness. They even have a part of the body which serves no purpose other than to express satisfaction. Sure, all dogs have some bad habits. Some drool on the furniture. Others bark at the neighbor's kids. My own dog will occasionally poop on the living room floor to express her dissatisfaction with my absence. But for the most part, dogs are fur-covered vessels of positive energy. Their primary goal in life is to please their owners, and their secondary goals, if they have any -- like barking when things seem even slightly amiss -- can be incredibly utilitarian.
And that's why I say the Subaru Impreza WRX is a dog: It's well behaved, well trained, and seems to have been engineered for no other purpose than to please its owner. The WRX isn't the fastest car on the road. It isn't even the fastest Impreza -- that would be the 305 horsepower STI, an evil cat of a car if there ever was one. But the WRX is the real dog of the lineup -- man's (and woman's) best friend, wrought in metal, plastic and glass.

2009 Porsche 911 Carrera

The 911 Carrera isn't all-new for 2009, though it has been significantly updated: Revised styling, new engines and a new twin-clutch automatic transmission. It's the last item -- which Porsche calls PDK -- that brings it to this list. PDK is what a twin-clutch transmission ought to be. It provides near-instant upshifts and downshifts with absolutely no interruption in power, and I mean none -- PDK can downshift from 7th gear directly to 2nd without even the slightest jolt. It's a truly amazing transmission -- and the 911 has the power and the handling to really put it to good use. I still prefer my Porsches with three pedals, but the 911 PDK is the best automatic-transmission-equipped sports car I've ever driven.
I just recently posted my 2008 Porsche 911 Carrera test drive, in which I gave you an earful (eyeful?) of how wonderful the 911 Carrera is. There are a lot of changes afoot for 2009, so I'll skip my usual drooling and get right to the nitty-gritty.
Inside the 2009 911, you'll find a new stereo with in-dash CD changer (finally! Last year's changer was in the trunk), Bluetooth phone compatibility, full (and extremely well-executed) iPod integration, and a new navigation system with a touch screen in place of last year's buttons. But that isn't the big news.
2009 Carreras get all-new engines with direct fuel injection. Though the engines entirely new, displacement is unchanged from last year; the Carrera's 3.6 liter flat-6 puts out 345 horsepower, up 20 from last year, while the Carrera S' 3.8 is up 30 hp to 385. But that isn't the big news, either.
No, the big news is Porsche Doppelkupplungsgetriebe -- PDK to its friends -- which is Porsche's new 7-speed twin-clutch automatic transmission. Similar in operation to Volkswagen/Audi's DSG (explained in detail here), PDK is the best twin-clutch I've driven. Stomp the pedal and the transmission goes from 7th gear to 2nd in the blink of an eye -- and with no surge, no lurch, absolutely no interruption in power. Truly amazing. PDK can be shifted manually with steering-wheel buttons or the shift lever, but with two sport modes you can let the transmission pick the gears and never be left wanting for power. PDK is expensive ($4,080) but worth it for the performance it delivers. For purists, Porsche still offers a 6-speed manual.
Touch-screen nav, Bluetooth, iPod and in-dash CD player were much-needed updates, and the PDK transmission is a huge leap forward. The 911 Carrera is better than ever, and I'm disappointed -- not in the 911, but in the fact that I can't afford one. -- Aaron Gold

First Glance: My forbidden love

The diesel-powered car is one of those great ideas that Americans just haven't latched onto yet -- but the VW Jetta TDI is certainly doing its part to help. Its all-new 2-liter turbodiesel engine produces near-hybrid fuel economy with stronger acceleration and less electro-mechanical complexity, plus it runs on low-sulfur "clean" diesel fuel and meets 50-state emissions standards without the need for any sort of AdBlue-type fluid. VW has wrapped this engine it in the Jetta, one of my favorite family sedans. Thanks to a $1,300 federal tax credit, the Jetta TDI actually costs less than a comparably-equipped gasoline-powered Jetta -- and it gets double the fuel economy.
Telling car fans that you like diesels is a bit like telling football fans that you like watching men in tight clothing jump all over each other. Even so, I will freely admit that I am a huge fan of diesel cars like the Volkswagen Jetta TDI. Why do I love diesels? Because they keep their promises: Decent power, outstanding fuel economy, and eternal longevity. Contrast that to hybrids, with all the accompanying debate about real world fuel economy vs. EPA estimates, hypermiling, battery life and recyclability, etc., etc., etc. Diesels are simple: Drive all day, get great fuel economy. Repeat the next day, and the next, and the next, and onwards for the next two or three hundred thousand miles.
For those unfamiliar with diesel cars, the Volkswagen Jetta TDI almost sounds too good to be true. According to Volkswagen, the Jetta TDI is quicker to 60 MPH than a gasoline-powered Jetta, plus it's 50% more fuel-efficient and (when comparably equipped) costs just $1300 more. My real-world test drive experience shows that isn't entirely true: The Jetta TDI is closer to 100% more fuel-efficient as the gas-powered Jetta, and thanks to the Advanced Lean Burn Technology Tax Credit, the TDI actually costs as much as $550 less than a similarly-equipped gas-powered Jetta.
"Yeah, but who wants to drive a diesel?" If that's what you're thinking, stop reading now, head on down to your local Volkswagen dealership, and take a test drive. I've been a member of the diesel cheering section for years, and even I was pleasantly surprised by the Jetta TDI.

First Glance: Pontiac gets the better deal

There are a lot of reasons to love the Pontiac Vibe. First, it's versatile, with a tall, roomy interior, mini-wagon body, and a hard-plastic-lined cargo bay. Second, it's safe -- all versions of the Vibe have electronic stability control as standard, and all-wheel-drive is optional. And third, it's a Toyota. Okay, it's not actually a Toyota -- the Pontiac Vibe is a joint collaboration between Toyota and General Motors, but the mechanical bits are Toyota-sourced and the car is built at the joint GM-Toyota NUMMI plant in California, which has been turning out high-quality cars (including the Toyota Corolla and Tacoma pickup) for over twenty years. Toyota has their own version -- the also-new-for-2009 Matrix -- but the Pontiac Vibe is better.
The all-new 2009 Pontiac Vibe is the latest product of General Motors' 20+ year joint venture with Japanese automaker Toyota. Like the first-generation Vibe, which made its debut in 2002 as a 2003 model, the new Vibe is mechanically identical to Toyota's Matrix. Both cars are based on Toyota's compact Corolla platform and both use Toyota-sourced engines. The Vibe is built alongside other Toyotas at GM/Toyota's NUMMI plant in California. (The Matrix is built in Canada.)
Like the original Vibe, the new car is differentiated from its Toyota-branded cousin primarily by styling. This time, Toyota and Pontiac tried to further separate the two cars visually, and I think Pontiac got the better end of the deal -- I prefer the Vibe's smooth, simple lines to the awkward angles of the Matrix. The Vibe lacks the wrap-around rear glass and small rear-side windows of the Matrix, which makes for a good-sized blind spot (link goes to photo) over the driver's right shoulder, but this doesn't present any real-world difficulties thanks to the Vibe's big side-view mirrors.
Pontiac offers the Vibe in three models: Base, AWD (all-wheel-drive), and GT. All come with six airbags, antilock brakes and electronic stability control as standard, though must-haves like power windows and locks are optional on the Base and AWD models, while air conditioning is a $950 option on the Base. These goodies come standard on the sport-themed Vibe GT, which also gets leather-trimmed seats, Monsoon stereo, 18" alloy wheels and unique front-end styling.

First Glance: Evolution-in-training

The Lancer Ralliart is Mitsubishi's first attempt to take on Subaru's mid-level WRX, and it's a good 'un. With a two-liter turbo engine, all-wheel-drive, and twin-clutch automatic transmission (an interesting and somewhat controversial choice), the Ralliart fits in between the happy-go-lucky Lancer GTS and the take-no-prisoners Lancer Evolution -- but it feels more like a toned-down Evolution than a tuned-up GTS. The Ralliart delivers big-time thrills in a sensible, family-friendly package -- that's my kind of car!
Pickup owners argue Chevy vs. Ford; sport-compact owners argue Evo vs. STI. For the uninitiated, they mean the Mitsubishi Lancer Evoltion and the Subaru Impreza WRX STI, a pair of high-tech 300ish-horsepower all-wheel-drive four-doors. I've always been a Mitsubishi man, but it's really a matter of personal taste -- both are awesome cars.
Until now, buyers who wanted the technoriffic all-wheel-drive performance of an Evo or an STI but couldn't swing the $35k price tag had only one choice: Subaru's Impreza WRX. For 2009, Mitsubishi is getting into the game with the Lancer Ralliart. Just as the Subaru WRX is a scaled-down STI, the Ralliart is essentially a detuned Lancer Evolution. Under the hood is a version of the Evo's 4B11 turbocharged and intercooled two-liter four-cylinder engine (link goes to photo) that produces 237 horsepower and 253 lb-ft of torque (vs. 291 hp and 300 lb-ft in the Evo). The Ralliart shares the Evo's all-wheel-drive system and limited-slip differentials, but lacks the Evo's Active Yaw Control rear axle. The Ralliart gets a twin-clutch automatic transmission, just like the Lancer Evolution MR. The Ralliart even looks a lot like the Evo, with a blacked-out grille (chrome-ringed on the Ralliart), three-scoop hood, and big rear wing; it doesn't get the Evo's slightly-bulged fenders because it lacks the Evo's slightly-wider track and wheelbase (width and length between the wheels). The Ralliart is priced about $6,500 cheaper than the stick-shift Evolution GSR and almost $12k cheaper than the automatic Evo MR

First Glance: Livin' large

I'll admit it -- I'm a sucker for the AMG-designed 6.2 liter V8 that powers all of Mercedes' 63-series AMG cars. The engine is strong as an ox and makes fantastic noises whether it's running full-bore up a freeway onramp or just idling at the curb. Take all that motoriffic goodness and pack it into a rich man's tin-top convertible, and, well, that's the Mercedes-Benz SL63 AMG. Fast, loud and beautiful -- what's not to love?
I've never really understood the Mercedes-Benz SL roadster, particularly the megabuck AMG version. As far as I was concerned, the SL was little more than a display case for your trophy wife, or a way for drug dealers and Internet millionaires to give us working stiffs the finger without having to lift, er, a finger.

And then I drove the SL63 AMG.

And now I am wondering how one finds an entry-level position as a drug dealer or an Internet millionaire. (I tried Craigslist. No dice.)
I like to start my reviews by defining the car in question. So what is the SL63? Well, it's stupid. But I mean that in a good way, as in stupid powerful (518 horsepower), stupid fast (0-60 in 4.4 seconds), and stupid expensive ($133k, but only if you're willing to slum it and forgo things like massaging climate-controlled seats).
The SL has undergone a host of changes for 2009, including updated styling and a revised interior. But what I cared most about was the SL63's engine: The AMG-designed 6.2 liter V8 that Mercedes has been dropping into pretty much any and every car they can. (Rumor has it that if you want your Honda Fit to keep getting 36 MPG, you shouldn't park it too close to the AMG factory.) There are a few different versions of this engine, and the SL63 gets the biggie: 518 horsepower, 465 lb-ft of torque, and an exhaust system loud enough to be heard on Neptune. Mercedes makes a more powerful SL -- the $191,575 SL65 AMG, with a 604 hp twin-turbo V12 -- but it doesn't have the bad-boy attitude of the SL63.

First Glance: Super size me!

The 2009 Mazda6 is my new favorite mid-size family sedan. Why? First of all, it does family-sedan stuff brilliantly well. It's roomy and fuel-efficient with a great cabin and a very reasonable price tag. Second, it makes safety a priority, with six airbags and electronic stability control standard in all models, even the cheapest one. And third, it's brilliant to drive. The standard four-cylinder engine delivers plenty of power (the optional V6 delivers tons more) and the road manners are fantastic -- the Mazda6 is amazingly fun in the curves, yet it has a smooth, quiet ride that makes it a pleasure to live with on a day-to-day basis. If there's a downside to this car, I haven't found it yet.
The Mazda6 has always been popular among people who love to drive, but it fell down on many of the aspects most important to mid-size buyers: Back seat room, trunk space, engine power, and (by Mazda's own rather candid admission) build quality. Normally, having a niche product is a good thing -- but with almost 3 million Americans buying mid-size sedans in 2007, and only a small fraction of them taking home a Mazda6, Mazda decided it was time to get a bigger slice of the pie chart.
Mazda's formula was simple: Copy Nissan. Back in 2001, the Nissan Altima was a smallish four-cylinder sedan sized somewhere between a compact and a Camry. In 2002, Nissan introduced a bigger Altima, exclusive to the North American market, with options including a muscle-car V6 engine. Sales exploded, and the invincible duo (Toyota Camry and Honda Accord) became the invincible trio.
The 2009 Mazda6 follows the same pattern. While the previous Six was the same as the car sold in Europe, the new Six is exclusive to the US, Canada and Mexico. Everything is bigger -- length, width, cabin and trunk volume, engine sizes, even the car's commitment to safety. The new Six casts a shadow larger than the Camry and Altima and just a shade smaller than the Accord. Viewed from the front (link goes to photo), there's a distinct family resemblance to Mazda's RX-8 sports car, while the teardrop-like profile reminds me of Nissan's Maxima (as well as Mazda's MX-6 from the 90s -- anyone remember that one? Man, what a beautiful car.)

First Glance: I'm not lying

If you still have any lingering doubts that Hyundai can produce a decent car, you need to check out the Genesis, a full-size luxury sedan that comes frighteningly close to out-Lexusing the Lexus LS460. The Genesis is big, beautiful, quiet and smooth, and since it's a Hyundai at heart, it's a great deal -- $33,000 for starters and $42,000 with goodies like a leather-covered dash, dial-operated navigation system, a 17-speaker stereo by Lexicon (the folks that make sound systems for Rolls-Royce), and a fantastic 375 hp V8. Frankly, this car would make the Best Of list no matter who built it -- but I just love the fact that it's a Hyundai.
Allow me to start with a disclaimer: I am not lying. I am only pointing that out because I expect a large number of readers not to believe me when I talk about how good the Hyundai Genesis is. There are a lot of people who are convinced that Hyundai simply cannot build a decent car. Not that I blame them; twenty years ago Hyundai was peddling the Excel, a car that cost $45 to build and was made out of compressed squirrel turds. Who in their right mind would believe that Hyundai could come so far, so fast? (Answer: Anyone who's bought a Hyundai in the last 3 or 4 years, but that's another discussion.)
For those who are inclined to believe me, I'll give you the short version: The Genesis Sedan is a Lexus. It drives like a Lexus. It coddles you like a Lexus. It even smells like a Lexus. It's a $33,000 Lexus, unless you go for the V8 model, in which case it's a $38,000 Lexus with the engine from a $60,000 Mercedes. Have I convinced you? Good. Stop reading and go buy one. Go on, I'll wait.
Still skeptical? OK, guess we'll have to take the long road. But if you're waiting for the other shoe to drop -- for me to write something like "It all seems very Lexus-like, until you look under the dashboard and discover that the electrical components are made of paper-mâché" -- you're going to be sorely disappointed. Towards the end I might wax a bit clairvoyant and ponder the wisdom of selling a luxury car for thousands less than it's actually worth, but other than that, it's going to be all sunshine and daisies. Don't say I didn't warn you.

The second-generation Honda Fit is on this list for the same reason the first-gen Fit made the list in 2007: It's a brilliant example of space and fuel efficiency. Tiny as the Fit is, it's still the only subcompact that can accommodate four adults and their luggage in comfort. Leave at least two of those adults at home, and the Fit can accommodate all manner of cargo, thanks to a trick back seat that flips and folds nine ways to Sunday. The Honda Fit is reasonably priced, nicely equipped, and has a zippy little engine that returns great fuel economy -- plus it's a right handsome little devil.
Before we start talking about the new Fit, let's talk a bit about the old Fit. The original Fit earned a place on my Best New Cars of 2007 list, despite being just one of several new mini-cars introduced to the US market that year. What made the Fit so great was the apportioning of space between front seat, back seat and cargo bay. Thanks to some fancy engineering, the Fit was the one subcompact that allowed you to haul four adults and their luggage at the same time -- and in relative comfort. Good news: Though the 2009 Fit is an all-new design, it hasn't changed much -- it's still the champ when it comes to hauling people and stuff all at once.
If I had one complaint about the old Fit, it was the geeky, goggle-eyed styling. The 2009 Fit has a brand new look; the windshield has been pulled down farther into the hood and the face is more aggressive. While beauty is in the eye of the beholder, I'm sure most people will agree with me that this is one handsome little car. That said, the new Fit ain't quite as little -- it's 4.2 inches longer and a half-inch wider than the old Fit. The new Fit uses Honda's ACE (Advanced Compatibility Engineering) body structure, which means it's better equipped to protect drivers in crashes with bigger vehicles -- and in the case of the Fit, that's pretty much everything else on the road.

First Glance: Love lost, love found

Technically, the Challenger was introduced in 2008, but only in limited-run automatic SRT8 form. 2009 sees the introduction of the full lineup -- SE, R/T, and manual-trans SRT-8. I love that the base-model SE looks every bit as mean and nasty as the big-dog SRT8, while the R/T delivers 95% of the SRT8's thrills for 75% of the price. And the six-speed manual transmission with its modern-day pistol grip shifter is the best thing to happen to the Challenger SRT8 since... well, since last year. Sure, the Challenger has flaws -- plenty of 'em, in fact -- but I don't think I'll ever grow tired of driving it...or of seeing it parked in my driveway.
When I first drove the Challenger SRT8, I fell head-over-heels in love -- for a week. Then the car went back to Chrysler, and I was sad for a while. But a month after my test drive, I was trying to remember what all the fuss was about. As cool and as fast as the Challenger SRT8 was -- and it was very, very cool and very, very fast -- the things that stuck out in my mind were the problems: The dull interior, the floaty ride, and the cave-like back seat.
Fast-forward a few months, and I'm back in the driver's seat of a Challenger SRT8, this time with the new-for-2009 manual transmission. And once again I am in love, hot and heavy as ever. Except this time I'm in love for different reasons. And this time, I'm determined not to forget what it is about this car that makes my heart go pitter-pat.
The first time I drove the Challenger, it was the styling that attracted me. I'm a big fan of Chrysler muscle cars, so I loved the way the new Challenger so closely mimics the 1970 original. That was then; this is now -- I've driven four different Challengers and have grown used to the drop-dead gorgeous looks. But the rest of the world clearly hasn't: The Challenger attracted as many stares, smiles, and cell-phone cams as ever. My wife Robin drove the car and complained that everyone wanted to race (cute chick in a red Challenger? Who could blame them?), and my tire dealer, who owns a Hemi Orange SRT8, noted that it's almost impossible to change lanes because there's always someone sitting on your quarter-panel admiring the car.

No question, the Chevrolet Corvette ZR1 is the most thrilling car I have ever driven. The acceleration produced by the 638 hp supercharged V8 is almost beyond the scope of human comprehension, while the handling is supercar-sharp yet incredibly forgiving. With styling that looks nearly identical to the base-model Corvette, it's easy to forget how much engineering intelligence is packed into the ZR1, or what an incredible bargain it is -- $105,000 is a heck of a deal for a supercar that goes 0-60 in 3.5 seconds and on to 200 MPH, let alone one that includes a lightweight aluminum skeleton, magnetic-fluid shocks and carbon-ceramic brakes. Mark my words: History will remember the Corvette ZR1 as one of the all-time great cars.

First Glance: Oh ye of little faith!

The hot-rod Caddy isn't just one of the best new cars of 2009, it's one of the best cars I've ever driven. Its handling is laser-fine and remarkably unflappable, while the power from its supercharged V8 (556 hp/551 lb-ft) is the stuff Bible stories are written about. Remember, this is the car that beat the BMW M5 around Germany's grueling 17.5-mile Nürburgring race track. The CTS-V runs 0-60 in 3.9 seconds, yet it's posh and genteel enough to ferry your fickle mother-in-law to high tea with the Ladies' Aid Society. With a pricing starting just over $60k, the CTS-V delivers a bang-for-the-buck quotient of nuclear proportions. All this, plus it was conceived, designed and built right here in the US of A. Take that, Germany!
I wish everyone who has ever talked smack about General Motors' engineering prowess (or lack thereof) could test drive the 2009 Cadillac CTS-V. And I don't just mean a quick spin; I mean really drive it -- on the highway, through the curves, and on a race track, just like I did at Cadillac's CTS-V press preview. Anyone can stuff a huge, high-horsepower V8 into a small(ish) car and make something it go really, really fast, but what's amazing about this car is its finesse. On the track, it's quick, precise and amazingly well behaved. Cruising down the highway, it's smooth and composed, with little to indicate that you're driving a car with more horsepower than a Lamborghini Gallardo. It's an amazing bit of engineering, this new CTS-V, and GM's slide-rule set should be very proud of what they hath wrought.
One could argue that the CTS-V is the wrong car for the times, and one would no doubt win that argument. Bear in mind that the CTS-V was conceived when no one seriously thought gas would ever go past $2/gallon or that the car market would crash like it did. Kudos to GM for not turning tail and pulling the plug.
Okay, enough pontificating, let's review the car!

Road Test: 2009 Mercedes-Benz SLK300 car review

The 2009 Mercedes-Benz SLK-Class is something now that it wasn’t a decade ago. Then available only with an automatic transmission and a less-than-inspiring engine, the first SLK was spurned by purist sports car enthusiasts who rightly saw it as better suited for the boulevard rather than the winding backroads.

But the SLK did have something no other convertible or roadster had, the first modern retractable hardtop that converted a weatherproof, quiet and secure two-seat coupe to a topless almost-a-sports car in less than a minute.

Today the 2009 Mercedes-Benz SLK-Class still has a retractable hardtop, though refined from the original to take less trunk room when lowered, but the two-seater has been honed to a genuine sports car.

The differences are largely subjective, meaning the handling is sharper and such, but there are objective factors as well. Take power, for example. While the SLK-class received a significant restyling for 2009, with a crisper front end with a new front bumper that emphasizes the V-shaped hood and what Mercedes calls a “modified segmentation of the air intakes” for a more aggressive appearance, the V-6-equipped SLK350 received a 32 horsepower bump so that it now produces a healthy 300 horses.

That’s still fewer than the SLK55, modified by Mercedes’ in-house AMG tuner by among other things with the familiar 255-horse 5.5-liter V-8 under its hood. The SLK that we tested, however, was at the other end of the spectrum.

The SLK300 replaces the SLK280 of 2008, but despite the name change which would typically indicate a change of engine size, the 2009 SLK350 has largely the same V-6 as last year. However, that engine like this year’s is a 3.0-liter engine so actually the name change rights a wrong.

There’s no horsepower change behind the name change either. It remains at 228 horsepower. However, driving an SLK300 is a little more environmentally friendly this year. Not only has the engine been “optimized” for lower fuel consumption, its CO2 emissions have been reduced as well. All the better, one supposes, for top-down at-one-with-Mother-Earth motoring.

Standard equipment with the SLK300 is a six-speed manual transmission. Mercedes’ 7G-Tronic automatic transmission is optional on the SLK300 and standard on the SLK350. There’s also a “Sport” version of the automatic that includes paddle shifters on the steering wheel for manual up-shifts and down-shifts. The Sport version’s shifts are quicker as well. The AMG SLK55 also gets the 7-speed automatic, though special tuned for that application.

The interior of the SLK models was also updated for 2009. Most noticeable is a new three-spoke steering wheel—though only a 2008 owner would likely know—with new multifunction controls, and a new instrument panel and bezels.

Mercedes-Benz is now equipping the SLK with new NTG 2.5 generation of audio and telematics components. That surely means something to someone somewhere, and if it does to you, well, there you go. BlueTooth is a standard in the SLK-Class and there’s an optional plug in the glove box for audio devices such as an iPod or other mobile media, allowing control of these devices by the standard instrument controls. Unfortunately there’s no lock on the glove box door.

Alas, our test SLK300 did not have the optional harman/kardon Logic7 audio system that can be optimized for top up or down driving, the best yet for its roadster, Mercedes claims. Still, we were impressed with the standard AM/FM/WB radio with 6-disc in-dash CD changer and nine speakers.

Other standard “comfort/convenience” features standard with the SLK350 include leather upholstery, 8-way manual sport seats, dual-zone climate control and remote central locking with standard “Smart Key” keyless starting and access.

Our SLK300 was also equipped with options including the Premium 1 Package which includes Sirius satellite radio, the iPod/MP3 interface, 8-way power seat and 4-way (telescoping and tilt) steering wheel adjustment with three-position memory, auto-dimming driver’s side and interior rear-view mirrors, infrared remote roof actuation (cool), rain-sensing wipers and an interior ambient lighting package that uses LEDs for an automotive version of mood lighting—though there’s just one mood. This group has a price tag of $2,950.

Our test roadster also had optional digital automatic climate control, which allows setting of a specific temperature rather than just a warmer/cooler control. That costs a rather stunning $730. It should be standard equipment, no?

Also included and to our opinion a “mandatory” option is the lighting package that includes bi-xenon headlamps, cornering fog lamps and high pressure headlamp washers. The brighter headlamps alone are worth the $1,030 cost of admission.

Another thing that Mercedes roadster owners should not do without is the heating package which bundles Mercedes’ exclusive “WindScarf”, heated seats and a cloth windscreen. The latter is transparent black mesh fabric taken straight a Frederick’s of Hollywood catalog and stretched between the headrests to block wind swirling between the seats. The WindScarf is cool. Or warm actually, basically a hairdryer in the seatback that blows heated air on the occupant’s nape of the neck. Turn on the heated seats, fire up the WindScarf turn up the heater, slip on that Frederick’s of Hollywood windscreen and raise the side windows to create a bubble of warm air that can make al fresco driving in cooler temperature without it being too fresco. It’s a $990 package, but by letting you enjoy more of what you buy a convertible for it’s certainly worth the price.

Our tester was equipped with the Sport Package which includes 18-inch AMG five-spoke wheels (replacing the standard 17-inch rims), AMG front air dam and aero trim including a rear deck spoiler and—worth the ticket to sports car drivers—sport suspension. It all adds an extra $875 but sport handling is why one buys a sports car, no? (Admittedly we didn’t have the opportunity to drive a non-sport package SLK300, but if it were going to be our car…).

Of course, sport suspension doesn’t a sports car make. Indeed, driving is the true test, and there the SLK300 shines. It’s easy to prefer the bigger-engined models. More horsepower in a sports car is always a good thing, right? And 235 horsepower isn’t that special anymore, almost common in mid-level sedans. We’ll have to confess, however, that Mercedes did well by the SLK300 with its 3-liter six. The engine is smooth and if peak power doesn’t wow ’em, the broad spread of torque, 221 lb-ft from 2500 to 6000 rpm, gives a flexibility and ready punch to the SLK300 to accelerate, if not in a berserker rush, in a solid and even manner.

2009 Mercedes-Benz SLK300It’s matched by the suspension. The chassis is solid, even with the top lowered, and the SLK doesn’t rattle or shake, allowing the roadster to smooth out bumps and cracks as if they were made of terry cloth.

The manual shifter has the click-click to it that paddle shifters will never replace, especially for those who have had learning proper sports car shifting as a rite of passage. However—and this is significant—the pedal placement seems to have been determined more by lawyers than engineers, or at least sports car enthusiasts. The brake and throttle pedal are too far apart for easy heel-and-toeing, except for those with very wide feet.

If you don’t know what heel-and-toeing is—and it’s not dancing—disregard the preceding; it won’t matter to you. But it will to the hard core sports car enthusiast who will pass judgment on the SLK’s credibility as a sports car.

Steering is tight and direct with just enough feedback to read the road without harsh kickback. Mercedes touts what it calls “direct-steer” which replaces the previous speed-sensitive power steering boost that relied on, as Mercedes says, “sophisticated actuator units and complex sensors” that made it hard to create a constant feel. Direct-steer instead uses straightforward mechanical action to achieve a similar effect. Without getting too technical, the wheels steer more quickly the sharper you turn, so when you drive on the highway steering doesn’t get twitchy but it’s a lot more nimble around town. It is disconcerting at first but it doesn’t take long before it becomes second nature and one is left wondering why other cars don’t do that.

2009 Mercedes-Benz SLK300It’s matched by the suspension. The chassis is solid, even with the top lowered, and the SLK doesn’t rattle or shake, allowing the roadster to smooth out bumps and cracks as if they were made of terry cloth.

The manual shifter has the click-click to it that paddle shifters will never replace, especially for those who have had learning proper sports car shifting as a rite of passage. However—and this is significant—the pedal placement seems to have been determined more by lawyers than engineers, or at least sports car enthusiasts. The brake and throttle pedal are too far apart for easy heel-and-toeing, except for those with very wide feet.

If you don’t know what heel-and-toeing is—and it’s not dancing—disregard the preceding; it won’t matter to you. But it will to the hard core sports car enthusiast who will pass judgment on the SLK’s credibility as a sports car.

Steering is tight and direct with just enough feedback to read the road without harsh kickback. Mercedes touts what it calls “direct-steer” which replaces the previous speed-sensitive power steering boost that relied on, as Mercedes says, “sophisticated actuator units and complex sensors” that made it hard to create a constant feel. Direct-steer instead uses straightforward mechanical action to achieve a similar effect. Without getting too technical, the wheels steer more quickly the sharper you turn, so when you drive on the highway steering doesn’t get twitchy but it’s a lot more nimble around town. It is disconcerting at first but it doesn’t take long before it becomes second nature and one is left wondering why other cars don’t do that.

Where Mercedes engineers must truly be applauded is the exhaust note. It’s said that for the original Mazda Miata, much effort went into just making the exhaust sound just right. Mercedes did that with the SLK. It’s almost impossible to describe the liquid tenor of the 3-liter V-6’s exhaust except to say that it’s the kind of thing that makes a driver seek out stone walls, overpasses, tunnels or anything to reflect the note.

Pedal placement aside—and that won’t matter in the SLK350 or to those who select the automatic in the SLK300—the SLK-Class at least in our opinion meets the dynamic requirements that turn a two-seat convertible into a sports car. The final proof? At the end of our test, we were reluctant to return it to Mercedes-Benz. From sports car enthusiasts such as us, there’s no greater praise.

Here are some of the latest cars showcased in various auto shows around the world. Check them outThe Lincoln MKT concept car valued $1 million is presented to the media, during the International Hall of the Automobile 2008, in Mexico City, on September 26, 2008.

Japanese auto maker Mitsuoka Motor designer Takanori Aoki introduces the company's new sports car 'Orochi Kabuto,' equipped with a 3.3-liter V6 engine on a midship stylish body in Tokyo on September 26, 2008. Mitsuoka started to accept orders for the sports car and will deliver to customers early next year.

The new Dodge Demon concept car is presented to the media at the International Hall of the Automobile 2008 in Mexico City.

Models pose beside the Japanese-made environmental friendly electric vehicle 'iMiEV' from Mitsubishi during the Philippine International Motor Show in Manila.

Models pose beside the South Korean-made environmental-friendly Fuel Cell Electric Vehicle from KIA powered by hydrogen during the Philippine International Motor Show in Manila.

Japan's auto giant Nissan COO Toshiyuki Shiga introduces the company's new crossover sport utility vehicle (SUV) 'Murano' at the company's headquarters in Tokyo on September 29.

A 'Space Up' hybrid car from Volkswagen is on show at the two-day international congress on environmental issues at Volkswagen's 'Transparent Factory' in the eastern German city of Dresden.

Models stand next to the new Nissan Foria during its presentation to the media at the International Hall of the Automobile 2008 in Mexico City.

Models stand next to the new Nissan GTR, at the International Hall of the Automobile 2008 in Mexico City.

Two models perform beside a Porsche Cayenne Turbo S sports car at the Xian International Auto Expo in Qujiang International Conference & Exhibition Expo Center on in the Shaanxi Province of China.

Lancia Ypsilon Moda Milano

Lancia and Italian fashion house Moda Milano team up on the 2008 Lancia Ypsilon Moda Milano. Featuring a two-tone body (Raffaello white and opaque Borromini grey), with interior trim in black Starlite leather and Alcantara, the Ypsilon Moda Milano is the latest in automotive fashion. Exciting cars like this and others were on display at the 2008 Paris Auto Show.

1963 Mercedes-Benz Type 60 Limousine

Peugeot 908 RC

The stunning Peugeot 908 RC is a luxury four-door limousine concept, and derives its name from its engine: the Peugeot V12 HDi DPFS, which powers the racing version of the Peugeot 908. The engine offers an amazing level of performance for a diesel engine, with 700 bhp and torque in excess of 885 lb-ft. A compact 6-speed electronically controlled sequential gearbox has been specially adapted to withstand the tremendous torque, and is located under the engine

2006 Subaru R1 Electric Prototype

The 2006 Subaru R1 Electric Prototype vehicle is designed for the Japanese market, and is powered with Lithium Ion batteries.

2005 Volvo 3CC Concept

This state of the art electric Volvo sports car features a body consisting of a single piece of carbon fiber, forming an extremely strong shell. This enhances chassis rigidity and thus handling. Particularly innovative is a unique two-plus-one configuration, providing seating for two adults in the front and a rear seat for an additional adult or two children.

ZAP Electric Cars Zip Around San Francisco

Steve Schneider, CEO of Zero Air Pollution (ZAP), sits in the protoype of a ZAP L.U.V. (Light Utility Vehicle) electric car. ZAP recently unveiled the new ZAP L.U.V. electric car that can travel up to 240 miles at speeds of 70 m.p.h. They sell for between $9,000.00 and $17,000.

2006 Subaru B5-TPH Concept Gas-Electric Hybrid Crossover

2006 Mitsubishi Concept CT

The 2006 Mitsubishi Concept CT Hybrid features the Mitsubishi In-wheel Electric Vehicle (MIEV) hybrid powertrain, which employs an electric motor in each of the vehicle's

2008 Ford Escape Hybrid

Ford was first to market with a full-size SUV hybrid and this 2008 Ford Escape Hybrid has been fully redesigned. It has SUV capabilities with the increased fuel economy and low environmental impact of its gasoline/electric hybrid system.

2009 Audi Cross Cabriolet Quattro Concept Car

The Cross Cabrio combines the genes of a typical dynamic soft-top convertible from Audi with the all-round qualities of a fully fledged SUV.

2009 Audi R8

The Audi R8 is a mid-engined sports car introduced by the German automaker Audi in 2007 and based on the Lamborghini Gallardo platrform.

2009 Volkswagen Space Up! Concept Car

2009 Volkswagen Space Up! concept car displayed in the Los Angeles auto show.

2009 Chevrolet Beat Concept Car

The 2009 Mercedes-Benz SLR Stirling Moss is named after the famous race car driver who drove to victory in a Mercedes-Benz SLR in the 1955 Mille Miglia. With a 650 hp supercharged V-8 under the hood, this Benz is capable of blistering performance. Cost: Over $1,000,000.

2009 Mercedes-Benz SLR Stirling Moss

2009 Audi R8 5.2 FSI Quattro

The 2009 Audi R8 5.2 FSI Quattro is an even higher-performance version of its R8 flagship. A 518-horsepower V10 propels this beast to a top speed of 196 mph. A similar version of this engine will power Audi's new $330,000 R8 LMS racing car that's in development for GT3 events in 2009.

2009 Nissan Murano

Nissan's recent history is for the most part a success story,

The Chinese are keen observers of American tastes. The country’s automakers can be expected to cater to those tastes while working to enter the United States market. But Chinese cars are still not here, despite promises from some of the companies at last year’s Detroit show that their arrival was imminent.

Some of those carmakers are already out of business; others are struggling to survive. Analysts said that while the remaining companies still had a long way to go in producing a car that met American tastes and safety standards, they should not be underestimated.

“The Chinese will get here, eventually,” said George Peterson, an industry analyst and president of AutoPacific, in an e-mail message. “They are fast learners, fast movers and good implementers when they have accurate blueprints. But right now they are a generation away from having competitive vehicles, and it appears most of them understand that.”

The latest indication of how far away the Chinese threat remains was both on display, and not on display, here. Gone from Detroit this year were previous Chinese exhibitors like Chamco, the short-lived American distributor for Hebei Zhongxing Automobiles, Geely and Changfeng.

And the two Chinese automakers who were in Detroit this year (on the show’s main floor for the first time, partly as a result of other automakers dropping out), Brilliance and BYD Auto, seemed farther away than their previous forecasts for introducing cars in America. Three years ago, Brilliance had announced a goal of 2009 for beginning sales in the United States.

So why was Brilliance showing four of its newest models in Detroit? Because the company still wants to enter the United States and says it has the expertise to make it happen. “In a joint venture with BMW, they assemble 3 Series and 5 Series sedans in China; they assemble Toyotas; they assemble four different engine lines,” said Jack Gerken, a spokesman for Brilliance at the show. “It’s just a tough market right now, both here and back home in China.”

He Guohua, vice chairman of Brilliance, added: “We are in Detroit because it is the perfect opportunity for us to measure ourselves against international standards.”

So far, that has been a sobering experience.

“We realized we need to do more work on our cars to reach America,” Mr. He said. Brilliance will redesign its lineup with United States crash and emissions requirements in mind.

“The one weakness Chinese automakers appear to have is that they don’t listen to consumers very well,” Mr. Peterson said. “They don’t understand how really important things like safety, reliability and durability are.”

Over all, the Chinese domestic auto market has entered a turbulent period of retrenchment, consolidation and contraction.

Survival is now in doubt for Chery Automobile, which previously walked away from agreements with both Chrysler and the entrepreneur Malcolm Bricklin to build cars for America. Chery has announced layoffs, pay cuts and a freeze of development for some new models.

Another large Chinese automaker, the Shanghai Automotive Industry Corporation, a strategic partner with General Motors, is suffering from its 2004 acquisition of a controlling stake in South Korea’s Ssangyong Motor Company, which just filed for bankruptcy protection, and its 2007 merger with the troubled Nanjing Motor Company. Shanghai Automotive has rebuffed advances from G.M. to buy Saturn and Hummer.

Though environmental sustainability is far down the list of concerns for Chinese automakers, BYD Auto is trying to find a niche in the industry by being the first to put mass-produced plug-in hybrids on the road. BYD started selling its F3DM in China last month.

Some reviews of the car have not been kind, and the company answers criticisms of the car’s steering, motor integration and braking with concessions that the car might have been offered for sale prematurely, just to gain bragging rights for beating other automakers, including G.M. with its Chevrolet Volt, to market.

But BYD, buoyed by a $230 million investment in September from Warren Buffett, brought the F3DM and two electric prototypes to Detroit and said the vehicles would be on sale in the United States by 2011.

“We are committed to a green future for our planet,” said Wang Chuanfu, chairman of BYD. “We have the ability, the capability and the desire to be a significant part of the solution.”

Mr. Wang also declared BYD Auto would be the world’s No. 1 automaker by 2025.

“The Americans cannot relax,” Mr. Peterson said. “But they can watch the Chinese closely and be prepared for when they do enter the market. There likely will be a couple of forays that will fail, such as Bricklin and Chamco, but then one Chinese company will land and establish a beachhead. Then, inexorably, we’ll begin seeing more and more Chinese-made vehicles on the road.”

ChinaCarForums.com is a website dedicated to enthusiasts and owners of China made automobiles (Chery, Geely, Great Wall Motor, Nanjing, Hafei, Zhongxing, Brilliance China etc). We welcome you to search around and view the large amount of information that is available to you here. Make sure you look at our forum-style message board where many members talk about anything related to China manufactured cars, 24/7. The message board is the center of China Car Forums with a vast following of members that grows daily. If you like to share and exchange tips/information/ideas about Chinese manufactured cars(Chery, Geely, Nanjing, Brilliance China, Zhongxing etc) related topics, this place is definitely for you! You don't have to be the owner of a Geely, Chery, Great Wall Motors, Zhongxing, FAW, Zhonghua, Hafei Motor, SAIC, Lifan etc, to join and it doesn't matter if you live in Asia, Europe, and North America etc. We also welcome lurkers that are curious about Chinese autos and just like to browse around. There are many individuals that are optimistic about Chinese manufactured cars (especially Chery,Geely and GWM) in the global market, and there are many pessimist out there that think Chinese-made vehicles will not even be able to enter global markets successfully. Whatever your viewpoint, we respect it and want to hear it!

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WSJ reports on Chinese car designers

China’s car makers are increasingly ambitious, as illustrated by plans to grow at home and, in some cases, expand abroad. One big impediment they face in taking on their foreign rivals: design.

Big global companies spend years, and millions of dollars, designing new cars. But many home-grown Chinese auto makers actually do very little of that.

A senior executive of one small auto maker in Hebei recently laid it out for us over a cup of tea: the reason his company can sell cars much cheaper than foreign auto makers who also produce cars in China, he said, is that his company does no engineering or design work whatsoever. Instead, they tell an outside engineering consultant which existing model they want to copy, and ask them to come up with a product counterfeited in a way that it won’t attract intellectual property lawsuits. In some cases that means companies combining styling ideas from two separate cars into one.

The problem isn’t a lack of talent — as China Journal found one recent day on a visit to the China Central Academy of Fine Arts in Beijing. There we met Phoenix Wang and Jackie Lin, two students whose edgy car designs have put them near the top of their class. Both Wang, a 22 year old from Sichuan, and Lin, a 23 year old from Guangdong, have long been determined to pursue car design professionally. But they and their peers have dim prospects in a domestic industry that doesn’t value their skills.

Chery RICH brand unveiled, Chery Faira range finds its place?!

Chery’s latest sub brand, which is set to be named ‘Rich’ (possibly spelled Riich) was scheduled to be launched today, however, no news of its launch has appeared in the Chinese press.




But, pictures of Rich branded cars from the Faira range were spotted out in a Chery carpark (above)

The Rich brand was rumored to be sport a Bentley style badge, it seems those rumors have come true. The cars themselves do look rather interesting, the crossover style version is not to CCT’s tastes, but the hatchback looks rather nice, even if it sports some design cues from the previous generation Honda Fit.

Now it seems that the Faira range will be put under the Rich brand and will be marketed as technologically rich vehicles at a low price, very much like what Ford are doing with their Fiesta. The Chery A series will probably continue to be sold under the Chery range, but the A6 and future A6 Coupe will probably fall under the Rich brand as well.

CCT will keep you updated on the Rich brand launch.