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!