The styling hints at the Zen-like calm to be found within.  Mercedes’ new “cubist” face for the E-Class family retains the four-headlight layout that’s become an E-Class trademark, but the headlights are now squared off.  The two-bar grille sports a massive Mercedes logo, in keeping with Mercedes’ coupe style, and the look is equal parts edgy and conservative, sharing the distinctive side treatment and more rakish lines of the E-Class coupe.   Dramatically angled LED taillights improve visibility from the rear, and the E550 features subtle side skirting and standard 18-inch AMG wheels to go with the muscular rear fender treatment.

The angular look continues on the inside, with a five-gauge dash, burl walnut on the steering wheel and instrument panel, and crisp, razor-straight lines.  The E550 Cabriolet looks hard-edged, but it’s comfortable enough for a long drive in the country or a short road trip.  The COMAND infotainment system is standard, and functions are accessed via a seven-inch screen in the dash, and Bluetooth connectivity is standard.  Satellite radio and a navigation system are available, of course.  With the top up, the environment inside the E550 cabriolet is almost indistinguishable from the coupe thanks to a well-insulated three-layer roof.   Mercedes’ drowsy-driving detecting Attention Assist system, just introduced on the E-Class, is also available on the E550 droptop.

Passenger comfort is paramount in this car.  Mercedes has taken steps to reduce the downsides of driving without a roof as well.  The proven AIRSCARF system of neck-warming air vents makes chilly-day motoring more comfortable, and the new AIRCAP reduces air buffeting in the cabin for all four passengers.

Mercedes’ four-place convertible comes in two flavors:  V6-powered E350 and V8-powered E550.  The E550 is powered by a deliciously superfluous 5.5 liter 32-valve DOHC V8.  Variable valve timing ensures that the delivery of the 382 horsepower on hand is effortless, so the E550 can float along quietly or launch with authority depending on the weight of one’s foot on the pedal.  The E550 makes words like “smooth,” “solid” and “comfortable” seem inadequate; I may have to invent new adjectives.  The big V8 under the hood operates without drama, so this car can be entertainingly quick or perfectly docile depending on your need.  A seven-speed automatic transmission is standard equipment.

Even with the top removed, the E550′s body is absolutely solid.  It’s a decent handler as well, thanks to a sophisticated four-wheel independent suspension.  Up front, the E550 uses two-piece control arms and struts, while the rear is a five-link independent layout.    Mercedes’ Dynamic Handling suspension is standard on the E550 cabriolet, and adds electronically adjustable shocks.  ESP stability control is standard.  On the freeway, the E550 is comfortable and stable.  Drilled brake discs and painted calipers are also standard, making the view through the open-design wheels more attractive.  The PRE-SAFE emergency braking system is standard, and is now capable of applying full braking power in the instant before an unavoidable rear-end crash.  This helps to decrease impact speeds and will reduce damage and potential injury.

Combining the many virtues of the E-Class sedan with open-air pleasure, the Mercedes E-Class Cabriolet is possibly the most elegant convertible that mere mortals can hope to afford.   Of course, those mortals had better not be particularly hard up, as E350 cabriolet pricing starts at $57,725.  The E550′s $65,675 starting price may seem a bit dear, but when you consider that this is exactly what the 2009 CLK550 (the E550′s predecessor) stickered for, it’s clear that Mercedes has actually managed to make the MSRP more attractive.

All specs are for the 2011 Mercedes E550 convertible.
Length:  185 in.
Width:  70.3 in.
Height:      55.2 in.
Wheelbase:  108.7 in.
Curb weight:   4048 lb.
Cargo space:   11.5 cu.ft. (top up)
Base price:  $65,675
Engine:   5.5 liter DOHC 32-valve V8
Drivetrain:  seven-speed automatic transmission, rear-wheel drive
Horsepower:  382 @ 6000
Torque:  391 @ 2800-4800
Fuel capacity:  17.4 gal.
Est. mileage:   15/22

And why would you want to?  The Italian manufacturer, making a return to the U.S. market after almost three decades, is hitting the streets of North America with a subcompact that combines the style of a classic Euro-commuter with modern fuel efficiency and safety, one of the quietest rides in its class, and a funky-cool canvas soft-top.

Is this a true convertible, or just an unusually large canvas sunroof?  Whatever it is, it’s faithful to the original Fiat 500, first introduced in 1957.  That car’s large sliding canvas roof helped to make it it the darling of Italy, allowing buyers to enjoy the sun on a budget.  That’s the new 500C’s mission in life as well.  The styling is so acutely derivative of the original car (though the new 500 is much larger) that even the most car-illiterate observer will be able to tell at a glance that one begat the other.  The 500C shares the 500 hatchback’s bubble-bodied design, round headlights and cute “whiskers” grille, as well as its dimensions.  Seriously, this car isn’t that much bigger than a smart fortwo.  The 500C’s interior features hints of chrome, a large panel painted to match the body, and elegant upholstery.  If you like the sensibly-fashionable style of a Vespa, the 500C will be right up your alley.  The optional leather seats are fantastically comfortable.

The two-stage top can be closed in approximately fifteen seconds in case of a downpour.  Unlike many soft-tops, it can be raised or lowered while the car is in motion, at speeds up to 50 miles per hour.  Top-down, the 500C allows the sun to shine in without the side buffeting common to many convertibles, and the car takes on a decidedly cheerful aspect.  Visibility to the rear is somewhat compromised by the top stack and rear headrests, however.  Top-up, the 500C is quiet, for a convertible.  The 500C’s smallish trunk will hold 5.4 cubic feet of cargo, and the rear seats fold down to expand that out to 23.4 cubic feet.

Fiat offers the 500C in two trim levels:  entry-level “Pop” and better-equipped “Lounge.”  In Lounge trim, the 500C rates as a premium compact, with a leather interior, upgraded sound system and available navigation.

If you’re expecting the go-kart handling of a MINI Cooper, you’ll want to downgrade those expectations just a bit. That’s not a bad thing though–the 500C’s plusher ride is still entertaining and nimble, while being less punishing on non-enthusiast drivers who want to get to and from the store without a kidney belt.  Okay, the MINI’s not that bad, but the 500C is definitely more comfortable when the road is less than smooth.  MacPherson struts are used up front, with a twist-beam axle at the rear.  On the freeway it’s a different story; the ultra-short wheelbase results in a lot of chop and head toss at higher speeds.  Intimidated by traffic?  The 500C feels small.  It’s spunky, to be sure, but definitely not a giant on the road.  It feels much smaller than a Ford Fiesta or three-door Toyota Yaris, and larger than a smart fortwo, but only just.

Power is modest, in keeping with the 500C’s frugal mission in life.  A 1.4 liter engine with 101 horsepower offers enough grunt to keep up with traffic, and it sounds happy while doing it.  If you’re planning to race, though, you’ll want to carry a lot of speed through the turns because acceleration is leisurely at best.  Contrary to what the comparisons to the sporty MINI Cooper would have you believe, the 500C is more about frugality than lap times.  Fiat uses a solenoid-powered hydraulic system to actuate the intake valves instead of a traditional camshaft.  This allows for extraordinarily rapid variable valve timing.  Hypermilers will enjoy the fun eco:Drive application, which allows the driver to download vehicle performance information onto a memory stick and then analyzes it to offer tips on driving more efficiently.  When driven properly, the 500C is good for up to 38mpg on the freeway.  The six-speed automatic transmission is better suited to the 500C’s mission in life than the five-speed manual, but fuel economy drops slightly.

Though Fiat is pitching the 500C (and its hardtop companion, the 500) as competitors to the MINI Cooper, that’s really only a valid comparison because of both cars’ retro European heritage.  This is sporty, but it’s not as serious about it as the MINI is.  The 500 is much more similar to the Volkswagen New Beetle and the much less sexy Toyota Yaris.  Combine those two vehicles and you’ve basically got the 500C–a frugal, ultra-compact car with a powerful sense of personal style.  500C pricing starts at $19,500 for the Pop and $23,500 for the Lounge.  Standard equipment on the Lounge includes an automatic transmission, additional chrome trim, satellite radio and automatic climate control.

All specs are for the 2012 Fiat 500C.
Length:  139.6 in.
Width:  64.1 in.
Height:      59.8 in.
Wheelbase:  90.6 in.
Curb weight:  2486 lb.
Cargo space:   5.4 cu.ft.
Base price:  $19,500
Engine:   1.4 liter SOHC inline four-cylinder
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower: 101 @ 6500
Torque:  98 @ 4000
Fuel capacity:  10.5 gal.
Est. mileage:   27/32

Without hesitating or breaking into a run, I approach the SLS AMG, whose driver’s door stands invitingly open.  Nobody challenges me, or jumps into the driver’s seat before I can.  I take the chance.  I slip inside and pull the gullwing door shut behind me, blocking out the sounds from the track.  I find myself wrapped instantly in taut red leather.   I’ve sat in the Italian hypercars–Lamborghini Murcielago and Gallardo, Ferrari 599 GTB and Scaglietti—and they’ve never done all that much for me.   The Mercedes SLS AMG feels different.  It feels like a place that I want to be in.  Where the Ferrari and Lamborghini seem to be trying to intimidate their passengers into leaving, the SLS AMG is a chamber of awesome secrets and adventures, just waiting to be activated.  I feel instantly at home, in a car-guy-connecting-to-a-car way that doesn’t happen every day.  This feels like the first time I sat in a Miata.  This is fated.  This car WANTS me to drive it, and if anybody tries to keep it from happening, they’re going to have a fight on their hands.
The Mercedes switchgear is familiar, but the view out the long hood and narrow windshield is entirely new.  When closed, the gullwing doors seem ordinary, and it’s not the least bit claustrophobic inside in spite of the heavily bolstered seats.   The SLS AMG is actually comfortable, unlike the average Lamborghini.  The dash and console are a slightly simplified version of Mercedes’ familiar layout, and the COMAND infotainment system is standard.  The headliner is Alcantara faux-suede leather, and Mercedes’ “designo” hand-stitched leather is used on most of the interior panels.   If I so chose, the available eleven-speaker Bang & OIufson sound system could wrap me in digitally-processed sound just as completely as the cabin does with leather.

Still, nobody has rushed up to tell me I can’t drive the SLS AMG.  A touch of the starter button and a woofling snarl of V8 mayhem potential later, I have no interest in anything Lamborghini has to offer.   With exotics, it’s all about the presentation, and what the Murcielago has to offer I’ve seen a hundred times before, played over and over since the Countach.  As the first Mercedes designed from the ground up by in-house hot-rod department AMG, the SLS AMG is something else entirely, a throwback even farther than that, to the days when the only mid-engined cars were a bunch of weird Audis that looked like belly tank lakesters.   This car is all nose and no tail, a coffin-like hood with a gaping maw and giant Mercedes logo leading the way.  The roof is low, defined by the classic-inspired gullwing doors.  The SLS AMG doesn’t follow the modern exotic template, but still manages to make it clear that it’s something extremely special.

I can feel everyone looking at me as I pull out of the paddock to make a drive loop, but nobody’s running after me.  I drive casually, and suddenly I’m out on the road.  I’m out on the road in a Mercedes SLS.  This is what it would’ve felt like if I had shown up at my high school reunion with Halle Berry on my arm.  I seriously contemplate not going back, just for a moment.  I could just swing by the hotel and pick up my luggage, and take off.  By the time anyone realized the SLS AMG hadn’t been seen for an hour, I’d be out of the state; I could put it in a trailer and take it to Montana, where only my closest automotive confidants and I would know where it was, and then we could drive it up and down Big Mountain at night.

Such larcenous thoughts are quickly dispelled by a touch of the gas pedal and an intoxicating, woofling roar from the AMG exhaust.  The SLS blats when you lift off the gas, and has a boundless potential to go, go, go, go if you keep your foot in it.  This is power–563 horses worth, to be specific.  The 6.3 liter V8 under the hood is no ordinary engine–it features a race-bred dry-sump layout that ensures good lubrication during hard cornering.  The dry-sump engine’s oil pan-less design also allows the engine to be mounted lower and farther back in the chassis to improve the front-rear weight balance.   Ultra lightweight forged aluminum pistons reduce weight, and a velocity-stack intake ensures deep breathing.  The SLS AMG is light for its size, at 3571 pounds, thanks to an all-aluminum body.  I can’t help but cackle madly as the big Mercedes races eagerly to ludicrously dangerous speeds.  Mercedes has recorded a 3.7-second 0-60 run with this car, and that may be a conservative estimate.  Helping to keep the weight balanced is a rear-mounted seven-speed dual-clutch automatic transaxle and a carbon-fiber driveshaft.  Steering wheel paddles control manual up- and downshifts, and the transaxle includes rev-matching capability.  The exhaust barks and crackles as I let the gullwing coast down to mortal speeds.  Yes.  I want this.

It’s decently composed at low speeds as well. The roads around Elkhart Lake aren’t the smoothest by a long stretch, but the SLS doesn’t offer a punishing ride; it seems to have been designed for the real world, where there are sometimes frost heaves and uneven pavement, and it doesn’t shudder or skip about when confronted with bad roads.   An all-aluminum four-wheel double-wishbone suspension with track rods at each wheel is borrowed from Mercedes’ Formula One experience.  Unsprung weight is kept down by lightweight staggered wheels–nineteen inches up front and twenty in the rear.  The brakes are also borrowed from the racing department; exotic two-piece floating discs are grooved and drilled, and ceramic discs are available.  At real-world speeds, the SLS AMG is composed and calm, without the twitchy, nervous behavior of some hyper-performance cars.

The SLS AMG is, not surprisingly, Mercedes’ performance flagship–both on the road and on the track, as it’s been homologated for GT3 racing.  By challenging the doorstop-shaped supercar status quo, the SLS AMG is a head-turner in a market segment that’s already known for head-turning products.   This is, first and foremost, a lust object, but if you’re lucky enough to have the $185,750 to make the dream a reality it’s also a dream you can live with.

All specifications are for the Mercedes SLS AMG.
Length:  182.6 in.
Width:  76.3 in.
Height:     49.3 in.
Wheelbase:  105.5 in.
Curb weight:   3571 lb.
Cargo space:   6.2 cu.ft.
Base price:  $185,750
Engine:   6.3 liter DOHC V8
Drivetrain:  seven-speed dual-clutch automatic transaxle, rear-wheel drive
Horsepower:  563 @ 6800
Torque:  479 @ 4750
Fuel capacity:  22.5 gal.
Est. mileage:   14/20

The round lights, forward-thrust grille, blocky fender flares and three-element taillights are instantly recognizable.  Ford’s designers took plenty of inspiration from the Mustang’s muscle-car heyday, and the new car has hints of just about every generation of Mustangs past.  Even though the silhouette is a blast from the past, though, the Mustang’s smooth, powerful flanks are unmistakably a product of the modern era.  It’s retro without being contrived.  The Mustang wears its sheet metal with a chiseled flair (and bulging fender flares, too) that’s got one foot in the present and one firmly rooted in the Mustang’s illustrious past.  This car drips attitude.  Out back, the three-element taillights even flank a round chrome badge that’s reminiscent of the gas cap from a ’67 Mustang.  Fastback coupe and convertible body styles are available; we like the looks of the coupe best, but ragtop aficionados will be glad to hear that the convertible is just as rigid as the hardtop.

The interior continues the nostalgia, with two round dash dials right in front of the driver and a double-hooded instrument panel.  Satin-finish silver trim is used on the upper surfaces, with darker colors down below.  Even the numbers on the speedometer are an  old-school tall’n'skinny typeface.  In spite of the classic-looking bodywork, the Mustang’s still young at heart, and offers options like a color-configurable instrument cluster a la Scion.  Interiors can be color-matched to some exterior colors, for an even more striking effect.  Ford also offers two Audiophile sound systems, complete with subwoofers; one in 500-watt size and the other with a ground-pounding 1000 watts.  Prefer to have the radio off and listen to the V8 music from under the hood?  The new Mustang has improved sound quality in the cabin as well.  This pony car is finally comfortable on the inside, too; we could spend all day in the comfortable bucket seats.  Rear-seat passengers aren’t so lucky.  Visibility is slightly better than in past Mustangs, but the view out is still constricted by high sills and that long, tall hood.  It’s all part of the setting, though; the interior of the Mustang always has an element of the starting line of the Big Race, waiting for the flag to drop.

A 210-horsepower V6 and a 300-horse V8 are the underhood choices.  The V8 may sound like a typical muscle car piece, but the Mustang’s 4.6 liter powerplant is as modern as they come.  Three-valve heads with variable cam timing and changeable intake runners are state of the art from the Blue Oval.  The old pushrod V6 is also gone, replaced by a smoother-running 4.0 liter SOHC unit.  We drove the V8, of course, and what it lacks in restraint at the gas pump it more than makes up with flat-out power.  The 4.6 V8 is a deep-breathing, eager engine that’s willing to rev much higher than you’d expect.  Power delivery is smooth.  Five-speed manual transmissions are standard equipment, of course.  The Mustang is still a car you have to wrestle with a bit; the shifter wants to be manhandled, wants to make you work.  There’s also a five-speed automatic transmission that’s shared with the Thunderbird and Lincoln LS.  The autobox changes the Mustang’s demeanor completely, and it’s a burbling pussycat around town.

The Mustang gets its first new chassis in almost twenty years.  Underneath, the live-axle, rear-wheel drive setup is the same, but things have been drastically updated.  A three-link rear suspension with a Panhard rod is used to improve responsiveness and stability.  Up front, MacPherson struts are used.  The coil springs have been lightened, reducing suspension weight.  It finally handles!  We threw the Mustang into a corner with some trepidation, and were surprised to find that it’s lost the vague, tail-happy feeling of its predecessors.  Handling is much more precise and predictable; enthusiasts will find the new Mustang much easier to trust.  Four-wheel disc brakes are standard, with anti-lock brakes (ABS) available.  Traction control is also installed when the ABS option box is checked.

The competition has changed drastically, but the first all-new Mustang in two decades looks like a winner from all angles.  The dramatic new styling, updated engines, and revised chassis conclusively address all of the previous car’s major shortcomings, and that’s always a good thing.  The update has also done an excellent job of keeping intact the qualities that made the Mustang good in the first place. Best of all, pricing starts at $19.410 for the coupe and $24,495 for the convertible.  V8-powered Mustangs start at $24,995 and $29,995.  Our test car was a V8-powered GT coupe with the big sound system, side airbags and a color-matched interior, and it stickered for $29,120.

Specifications:
All specs are for the 2005 Ford Mustang GT.
Length:     187.6 in.
Width:        73.9 in.
Height:        54.5 in.
Wheelbase:    107.1 in.
Curb weight:    3450 lb.
Cargo space:    12.3 cu.ft.
Base price:    $25,705
Price as tested: $29,120
Engine:     4.0 liter SOHC V6 or 4.6 liter SOHC V8
Drivetrain:     five-speed manual transmission, rear-wheel drive
Horsepower:     300 @ 5750
Torque:     320 @ 4500
Fuel capacity:    16 gal.
Fuel economy:    17/25

Ranger STX pictured.

For 2005, another round of evolutionary changes includes skid plates for 4×4 models and new 15″ and 16″ wheels.  That’s it?  Yup.  The compact pickup market has softened in recent years, eaten up by SUVs and increasingly people-friendly full-size trucks, and the Ranger still manages to outsell its competitors.  It’s been the best-selling compact pickup for seventeen years, so clearly Ford’s done something right.

The body is tall and narrow, so the cabin is cozy, cramped even.  A Ranger is comfortable for two, but if you carry more than that you’d be advised to move up to the four-door Explorer Sport Trac.  The materials are a combination of durable and appealing, with the canvas-like cloth interior being our favorite.  The dash is workmanlike plastic, and the spacious center console and fat steering wheel will stand up to years of abuse.  A leather interior is available.  The Ranger makes a bid for appeal among young active types with the Edge model, which includes white-faced gauges, an MP3-capable sound system and vinyl floors for ease of cleaning after a day of aquatic or rural adventure.  You might not know that the Ranger also carries one of the most powerful OEM sound systems out there; the Tremor option package replaces the back seat with a 10″ subwoofer and pumps 510 watts through it.

The design has been buffed up over the years, though the Ranger remains very solidly a compact pickup.  The squared-off face and blacked-out honeycomb grille share cues with the larger trucks in Ford’s lineup.  Rangers can be had with a regular or extended SuperCab (no true four-door is available) and a choice of six- or seven-foot beds.  The most useful cab is the SuperCab, whose auxiliary rear doors facilitate loading.  A pair of jumpseats ride in the back, but full-sized adults will rightfully protest at being loaded in there for long.

The ride is more truck-like than what you’ll find in the newer competition from Nissan and Toyota.  The Ranger is narrow, and tall, and the long-wheelbased SuperCab model has a tendency to porpoise on uneven freeway surfaces.  The suspension is plain, with short-long arm independent construction up front and a solid leaf-sprung axle out back.  It’s not crude, just simple.  On the plus side, if your hometown suffers from poor road conditions, the Ranger will eat up the biggest potholes and washboards without flinching.  When local road construction left several local intersections with three-inch gaps and ridges in the pavement, we were glad to have the Ranger as a commuter.

Engine choices range from a 2.3 liter four-cylinder and 3.0 liter V6, each offering 148 horsepower, to a 4.0 liter V6 with 207 horses.  Probably not surprisingly, the 4.0 is the most refined.  It’s torquey and responsive, and a touch noisy on the freeway.  The available five-speed automatic transmission doesn’t like steep hills, where it’s often too stubborn to drop out of overdrive.  We prefer the standard five-speed manual transmission.  Towing capacity is higher than you might expect, with properly-equipped trucks able to tow up to 5740 pounds.  Four-wheel drive is available, of course, and controlled with a dial on the dash.  In two-wheel drive, four-cylinder format, the lightweight Ranger actually makes a decent commuting vehicle, returning surprising fuel economy and utility at a low price.

The Ranger may be geriatric by automotive standards, but that’s fine, because this is a truck, not a car.  Yes, Ford still builds it and no, it hasn’t changed much, because they got it right the first time.  Pricing starts at $23,365 for a V6-powered Supercab 4×4 like our test truck.  With an automatic transmission, cruise control, a bedliner and other options, our nice little tester stickered for $27,945.

Specifications:
All specs are for the 2005 Ford Ranger Edge Tremor, which we tested.
Length:     202.7 in
Width:        69.4 in.
Height:        66.3 in.
Wheelbase:    125.7 in.
Curb weight:    3179 lb.
Payload:    1260 lb.
Base price:    $23,365
Price as tested:    $27,495
Engine:     4.0 liter SOHC V6
Drivetrain:     five-speed automatic, four-wheel drive
Horsepower:     207 @ 5250
Torque:     238 @ 3000
Fuel capacity:    19.5 gal.
Est. mileage:    16/20

That changed for 2009, with the introduction of the Audi TTS.  The addition of Audi’s “S” badge means performance, and the TTS is no exception.  A comprehensive suite of engine upgrades serves to transform the TT from a sexy fashion accessory into a serious performer.  With more power under the hood, the TTS manages to neatly split the difference between serious sports car and comfortable daily driver.  Does it increase the TT’s street cred?  Well, if it’s any indicator, the organizers of the Tourist Trophy race chose the TTS as their official cars shortly after its introduction.

The TT’s inverted-bathtub silhouette has been basically the same since its introduction a decade ago, so it’s easy to forget that this is actually a rather striking car.  While driving it out in the wild, I noticed many heads turning as the TTS burbled past.  A compact, rounded body with radically short overhangs and an extremely low greenhouse make it clear that the TTS is a sports car, but its rounded edges and fender flares keep it from blending in with the long-hood, short-deck crowd.  The dramatically sloped rear end is a hatchback that actually provides a moderate amount of luggage space, and the head- and taillamps are blended smoothly into the curvy body.  The TTS gets redesigned bi-xenon headlamps with cool LED accents, unique eighteen-inch wheels, dual exhaust and a lower stance to subtly distinguish it from the rest of the line.  A retractable spoiler is standard and automatically deploys at about 75mph.

Entry into the snug cabin isn’t as difficult as the compact body would make it seem; Audi has done much to pack a lot of elbow room into the TT.  The seating position is a bit more upright than that of the average sports car, too, making the TTS comfortable enough for longish road trips.  The instrument panel and center stack could have been taken from an A4, and the satin-silver-on-black interior treatment is both luxurious and businesslike.  A feature unique to the TTS is the lap timer integrated into the driver information system.  The flat-bottomed steering wheel is a racing car influenced piece.  There is a choice of four interior themes, including silky Nappa leather.  The satin aluminum console has a tendency to reflect sunlight into the driver’s eyes at certain times of day, but that was my only quibble.  Visibility is better than you’d think, and the tiny rear seats will hold tiny people for short distances, though headroom is laughable.    Optional equipment includes a navigation system, LED interior lighting and of course an upgraded Bose sound system.

The 2.0 liter direct injection turbocharged four-cylinder engine offers both horsepower and torque in generous amounts, and the TTS moves with authority.  The TTS produces 265 horsepower, though Audi’s signature easy-on power and standard quattro all-wheel drive mean that it’s not neck-snapping off the line.  A drag racer it may not be, but the TTS runs quickly and eagerly to triple-digit speeds when urged.   The engine’s internals have been beefed up for more reliable high-performance driving.  The standard gearbox is Audi’s six-speed S tronic twin-clutch automated manual, and its hydraulic multi-plate clutch has been recalibrated for even faster shifting.  With all of this, the TTS shaves a full second off of the base TT’s 0-60 time, down to 4.9 seconds.

The TTS uses an aluminum-intensive spaceframe whose rigidity and light weight contribute mightily to entertaining handling.  The front suspension is also aluminum, and consists of MacPherson struts with lower wishbones.  At the rear the suspension is steel, and uses four-link construction.  The stable and solid road manners that have already made the TT popular translate to calm performance on the track.  The TTS can be so calm that you’ll get in a bit over your head before you realize it, in fact.  The TTS is also equipped with a magnetic adaptive shock damping system using magnetic fluid to change shock absorber response.  “Standard” and “Sport” settings allow the driver to choose more aggressive, taut suspension reflexes.    In Sport mode, the TTS cuts body roll to an absolute minimum and increases wheel bracing for absolutely flat cornering.  This makes freeway expansion joints a lot harsher as well, which is why Standard is much more useful for freeway cruising.

The TT has always seemed like a sort of junior partner to the bigger sports cars.  The TTS proves that the TT can be a serious high-powered sports car in its own right, however.    With rapid yet good-mannered acceleration and confident handling, the TTS can be taken seriously in the company of vehicles like the Porsche Boxster and BMW Z4.  Pricing for the high-octane TTS starts at $45,900.  My tester was equipped with an optional set of nineteen-inch wheels that pushed the sticker to $47,525.

Specifications: All specs are for the 2010 Audi TTS

Length:  165.3 in.

Width:  76.9 in.

Height:   53.0 in.

Wheelbase:  97.2 in.

Curb weight:   3075 lb.

Cargo space:  10.2 cu.ft. (seats up); 24.7 cu.ft. (seats folded)

Base price:  $45,900

Price as tested:  $47,525

Engine:   2.0 liter turbocharged inline four-cylinder

Drivetrain:  six-speed automatic transmission, all-wheel drive

Horsepower: 265 @ 6000

Torque:  258 @ 2500-5000

Est. mileage:  21/29

No one is going to mistake an SSR for anything else.  As if the retro bodywork wasn’t enough, this is also the only retractable hardtop pickup truck on the market.  The extravagant curves of the front fenders and grille sweep into a compact, arch-topped cab.  Chevy says the design was inspired by the Advanced Design pickups of 1947-54.  The bed has a rigid tonneau cover, and the rounded-off tail has circular taillights in the fenders, just like the old trucks that inspired it.  Chevrolet’s signature horizontal chrome bar bisects the line of the headlights up front.  The SSR’s fender lines are echoed on other Chevrolet products as well, but nothing else has curves like this.  The massive wheels, measuring 19″ in the front and 20″ in the rear, are the most overtly modern aspect of the SSR.

A cozy, “twin cockpit” interior echoes the exterior design with an aluminum-finish horizontal trim panel running from left to right and across the doors.  It’s matched by the steering wheel’s crossbar, too, and a cool auxiliary gauge pod rides low in the footwell.  The retractable hardtop is a marvel of packaging.  Instead of folding clamshell-style, like the hardtops in Mercedes and Lexus roadsters, the SSR’s top stacks vertically behind the passenger compartment.  This unique mechanism allows the SSR’s cargo capacity to remain unchanged whether the top’s up or down.  It also impresses the heck out of anyone nearby.  The tall seats are comfortable, too, and the high seating position makes the SSR surprisingly easy to drive.  There’s not much space for anything larger than a cell phone in the cabin, actually.  Arguments will rage as to if the bed is really a pickup bed or not–it’s carpeted, but plastic runners make it possible to load slightly dirty or awkward cargo without destroying it.  The tonneau cover isn’t removable though, so capacity is limited.  We used the SSR to haul carpet, groceries, and several large boxes, and it was happy to act like a small truck.

No American-style hot rod would be complete without a V8 under the hood, and the SSR delivers.  After complaints that it was sluggish during its first year on the market, Chevy crammed an LS2 6.0 liter V8 (borrowed from the Corvette) into the engine bay for 2005.  With 390 horsepower on tap and rear-wheel drive, the SSR isn’t a disappointment on the road.  Unlike other boutique cars like the Plymouth Prowler, the SSR can back up its street-rod looks with serious acceleration and a most satisfying roar.  A choice of four-speed automatic or six-speed manual transmissions is available.

But is it really a truck?  Underneath the skin it is.  The SSR rides on a hydroformed separate frame.  With the SSR’s top down we noticed a fair amount of body jiggle on uneven roads.  The double A-arm from suspension and live-axle rear are also there to ensure that this little hot rod can do a bit of work if needed.  We’d just as soon use a Corvette to tow a trailer, but Chevy says the SSR will pull up to 2500 pounds.  Traction control is included, as well as a limited-slip differential, to help keep the SSR pointed straight in slippery conditions.  On the road and during a sudden snowstorm, the SSR proved to be remarkably easy to drive, with excellent balance and predictable handling.  The power steering is on the heavy side, but it’s also direct and responsive.  It’s a confident enough driver that we found ourselves cruising at freeway speeds even in the snow.

Thanks to Michigan’s crazy winter weather, we had a warm day to drop the SSR’s top and cruise around Detroit, too.  The SSR gets attention wherever it goes, and we got the thumbs-up from Mazda RX-8, Chevy pickup and Harley-Davidson drivers.  The SSR may be a toy, but it’s a comfortable, easy-to-drive toy that’s not completely useless when it comes to the real world.  Pricing starts at $42,430.  Our test SSR featured heated seats, a premium sound system and neato-keen color shifting paint, and stickered for $46,685.

Specifications:
All specs are for the 2005 Chevrolet SSR, which we tested.
Length:         191.4 in.
Width:            78.6 in.
Height:            64.2 in.
Wheelbase:        116.0 in.
Curb weight:        4760 lb.
Cargo space:        23.7 cu.ft.
Base price:        $42,430
Price as tested:        46,685
Engine:         6.0 liter OHV V8
Drivetrain:         four-speed automatic, rear-wheel drive
Horsepower:         390 @ 5400
Torque:         405 @ 4400
Fuel capacity:        25.0 gal.
Est. mileage:        15/19

Though the pony-car styling may be familiar, there are key differences that set the Shelby GT500 apart.  The GT500 features a unique mesh grille and larger, hungrier air intakes, but the styling is smoother than the stock Mustang. The hood bulge is a heat extractor that helps to keep the engine cool.  A new front air splitter helps to increase downforce.  Racing stripes and coiled cobra badges provide attitude.  Projector-style high-intensity discharge headlamps are standard, and give the car a slightly cross-eyed appearance.  Big nineteen-inch wheels are standard.

The interior matches the luxury level of the GT500’s competition (as well as its $48,000 price tag), with real leather, aluminum and Alcantara trim and a classic white shifter knob with racing stripes that forms the centerpiece of the driver’s cabin.  Satin chrome instrument panel trim and a flowing console with Shelby badges are unique to the GT500.  Ford’s SYNC infotainment system with 911 Assist and MyColor ambient interior lighting are shared with the rest of the Mustang lineup.  Voice-activated navigation is also available.  The GT500′s interior is a cool place to be–speaking figuratively if you order the optional glass roof–thanks to a cueball shifter, striped seats, faux-suede steering wheel trim and special aluminum dash trim.  Options shared with the Mustang include folding rear headrests and Ford’s MyKey keyless entry system.

The supercharged 5.4 liter dual overhead cam V8 under the hood cranks out 550 horsepower.  An open-element air filter and cold-air intake feed the engine’s appetite for oxygen, and the exhaust has been tuned for a dramatic note.  To improve handling, the engine’s block is now cast in aluminum instead of cast iron, for a 102-pound weight savings.  Fuel economy is improved, too; no more gas guzzler tax for the GT500.  The six-speed manual transmission gains an upgraded twin-disc clutch for improved drivability.  One twist of the key and any illusion of civility flies right out the window.  The GT500 is a street brawler–an extremely tough one.  The standard six-speed manual transmission is equipped to handle the power well, but this is still a Mustang and prefers a heavy hand on the shifter to keep it in line.

Handling has also been improved.  Electronic power steering is a new addition, and the Shelby GT500 coupe now wears nineteen-inch wheels with Goodyear F1 Supercar tires, while the convertible rides on eighteen-inch wheels. Shock and spring tuning has been revised to reduce roll, and the standard AdvanceTrac stability control has been calibrated specifically to this car.  The suspension’s been lowered by 11mm in the front and 8mm in the rear, bringing the center of gravity closer to the track.  The system can be turned off for track days.  Track proven Brembo four-piston brake calipers for the front wheels are also standard equipment. The updated suspension has improved the car’s communication skills, but at over 3800 pounds the GT500 is still a big, heavy beast on the track, and the transmission insists on being manhandled.  It’s very hard to trust it.  Which is a shame, because that happy rear-end squirm that comes in during a full-throttle launch is giggle-worthy.  The GT500 and Cadillac CTS-V have elevated this to an art form.  For a full-on track attack, an SVT Performance Package adds lighter wheels coupled with stiffer springs, and a higher rear axle ratio.

Ford announces that it’s created the meanest Mustang yet with such regularity that it’s almost a cliché, but the 2010 Shelby GT500 is deserving of the hyperbole.  With race-car horsepower and the blessing of racing legend Carroll Shelby himself, the Shelby GT500 is a worthy heir to the Mustang’s long heritage.  GT500 pricing starts at $48,645; with the optional glass roof, SVT Performance Package and other options, the cost of the current Ultimate Mustang soars to $57,325.

All specs are for the 2011 Ford Mustang Shelby GT500.

Length:  188.2 in.
Width:  73.9 in.
Height:      54.5 in.
Wheelbase:  107.1 in.
Curb weight:  3820 lb.
Cargo space:  13.4 cu.ft.
Base price:  $48,645
Price as tested: $57,325
Engine:  5.4 liter DOHC supercharged V8
Drivetrain:  550 @ 6200
Horsepower: six-speed manual transmission, rear-wheel drive
Torque:  510 @ 4250
Fuel capacity:  16.0 gal.
Est. mileage:  15/23

It didn’t matter that most of the drive was spent following a big, slow SUV with a local TV cameraman hanging out the back to get running footage.  The opportunity to pilot a 550-horsepower, mid-engined race car for the street does not come along frequently, and we’re happy to report that the Ford GT is not only a superfluous performer, but it’s easy to live with as well.

The design looks identical to that of the original GT40, but it’s not.  The GT is almost four inches taller and over eighteen longer than the car that inspired it, and the GT’s lines have been subtly massaged to compensate for this fact.  The design has also been tweaked for aerodynamic reasons; the classic GT40 actually had a tendency to become unstable at high speeds, and the modern version benefits from invisible improvements to counteract this dangerous quirk.  The broad-shouldered, long-nosed design is still familiar to enthusiasts and purposeful.  Functional scoops in the flanks and hood feed the mid-mounted engine, and the doors cut into the roof for easier ingress.  The classic glassed-in headlamps are actually modern high-intensity discharge units.  At the rear, distinctive round taillamps and a dual center-exit exhaust provide a purposeful look.  The engine is visible through the rear window, lest you forget it’s there.

It’s a long way down into this forty-four inch tall car; once inside, you’re looking up at Miatas.  The recumbent driving position, which places you on ventilated race-style seats, is more comfortable than it looks, and visibility much better than expected.  The GT’s purposeful dash stretches halfway across the car with seven analog gauges, “toggle” switches harken to the Sixties, and the stubby shifter is topped by a ball of aluminum.  A firm grip is required to get the shifter into gear.  On hot days, the hardest-working air conditioner in show business does what it can to keep your front side warm, but the backside is never allowed to forget that there’s a V8 engine churning away a few inches behind it.  It’s clear from the driver’s seat that the GT is about driving, not about cruising.

Performance is serious indeed.  A 5.4 liter supercharged V8 sings to the tune of 550 horses and won’t disappoint the legend that spawned this car.  It’s a modern design, with four valves per cylinder and all-aluminum construction.  Remember that this race-bred powerplant is motivating a vehicle that only weighs 3485 pounds (that’s just a whisker less than a Mustang GT), and it’s no surprise that explosive acceleration is available at the flex of a hamstring.  A six speed manual transmission is the only gearbox offered.  The GT doesn’t let you forget that you’re dealing with a serious piece of equipment.  The gears are very closely spaced and difficult to find; getting into first and reverse takes a great deal of practice.  Thankfully, there’s enough power that we didn’t stall the GT when inadvertently launching it in third gear.

The suspension is the stuff that racing cars are made of.  An aluminum spaceframe forms the backbone of this car, and unequal-length control arms at all four corners comprise the suspension.  It’s not harsh, but taut enough to handle the power it’s dealing with.  The wheels measure eighteen inches up front and nineteen in the rear.  We were absolutely stunned at how docile the GT was on the road.  It’s calmer and easier to drive than the more conventional Chevy Corvette, which is something considering that it would almost certainly trounce a standard ‘Vette in a street race.  Massive four-piston Brembo brakes are easily modulated and come into play frequently, as a bright red race car is a bit of a cop magnet.

Once the camera crew was done, we opened the GT up, just a little bit.  There is, of course, far more power than is necessary or even advisable for use on public roads.  Although we didn’t tempt the GT’s limits much, our brief sojourn to triple digits revealed eerily composed handling without a hint of nervousness.

The GT’s available equipment was unheard of in a supercar in the Sixties.  Standard equipment on the GT includes power mirror and windows, air conditioning and a rear window defroster, and anyone who points out that all of that stuff can be had on a Hyundai is just jealous.  The GT starts at $139,995, making it the most expensive vehicle in Ford’s stable.  Guess what?  If you have a serious need for speed, it’s worth every penny.

Specifications:
All specs are for the 2005 Ford GT.
Length:    182.8 in.
Width:        76.9 in.
Height:        44.3 in.
Wheelbase:    106.7 in.
Curb weight:    3485 lb.
Cargo space:    1.6 cu.ft.
Base price:    $139,995
Engine:     5.4 liter 32-valve DOHC V8
Drivetrain:     six-speed manual, rear-wheel drive
Horsepower:     550 @ 6500
Torque:     500 @ 3750
Fuel capacity:    17.5 gal.

The new car looks superficially like the old one, but it’s all new from the ground up and built with high performance in mind.  The biggest news is a much more powerful engine, a first-ever power-operated top, and of course those controversial exposed headlights.

The most obvious design change, the glassed-in headlamps mark the first departure from flip-up lights since 1962.  Some critics have complained that the fixed headlights make the car look too much like a Ferrari; traditionalists just don’t like the conventionality of it.  We think it’s an interesting departure from the Corvette norm, and think it looks fine.  Folks on the sidewalk clearly think it looks good, because our test car got more looks and craned necks than the last Porsche or Mercedes we tested.  The new Corvette is five inches shorter and an inch narrower than the previous car, but it’s still a large, ground-hugging vehicle.  The wheels are bigger, too; 18″ up front and 19″ at the rear.  Out back, the signature four-circle taillights have become ovals, but the car’s identity is obvious.  On convertible models, a power top is available.

The traditional key-and-lock entry has been replaced by a keyless access system similar to that found on the Cadillac XLR.  Instead of a door handle, there’s a small rubber pad hidden inside a niche on the door.  If you’ve got a properly coded key, you need only squeeze it lightly and a solenoid pops the door open.  Once inside, lucky occupants will find themselves in a dual-cockpit interior with classic cues.  It’s more spacious before, both for passengers and cargo.  Not that the Corvette is about hauling stuff, but it’s nice to be less cramped.  Run-flat tires enable the Corvette to get around without lugging a heavy spare tire.  The head-up display that projects speed and other information onto the windshield is still available, as are OnStar, a navigation system and XM satellite radio.  The new interior is comfortable enough for all-day drives, and the materials have been much improved over the plastic-fantastic of years past.

There are a lot of great sports cars out there these days, so there’s no sense in coming to the party if you’re not properly dressed, so to speak.  The new Corvette is equipped to maintain its performance superiority with a massive 6.0 liter V8 producing 400 horsepower and 400 foot-pounds of torque.  Reminiscent of the muscle car days?  Sure–right down to the tail-happy antics when you mash the throttle.  But the Vette’s’ V8 is thoroughly modern, with electronic throttle control, and smart drivers will have no problem achieving supercar performance (though, hopefully not on public roads).  A four-speed automatic is available, but the Corvette is far more fun with the Tremec six-speed manual installed.  A choice of gear ratios is offered; the Z51 Performance Package has higher-acceleration cogs and a fifth gear that’s designed for max-speed runs.  Chevrolet reports twelve-second quarter-mile times and a top speed of 186 miles per hour.  We report a lot of squirreliness in the rear end as the traction control struggles to keep the ‘Vette pointed straight if the pavement is less than smooth.  Rolling acceleration is giggle-inducing, and the throttle is pleasantly easy to modulate even with all that power on tap.  A dedicated driver could comfortably commute in a ‘Vette if he or she wanted to, and that hasn’t always been true of Chevy’s performance coupe.  A Corvette will also get almost thirty mpg on the freeway, if driven nicely.

The Corvette’s body and underpinnings have received significant stiffening, the better to tackle road courses and new challengers from Japan with.  Chevy says the new car is more competition-influenced than past models.  Double-wishbone architecture is used at all four corners, with cast aluminum components for lightness.  A choice of three suspension systems, including a semi-active Magnetic Ride Control suspension and the Z51 Performance Package which is inspired by the all-conquering Corvette Z06, enables a Vette buyer to tailor the car’s behavior to suit his or her taste.  The Corvette’s big, wide body seems like it would be ponderous in turns, but it’s fighter-plane precise.  Anti-lock brakes are standard.  To bring the car to a stop from the massive speeds it’s capable of, the Corvette is equipped with 12.8-inch brake rotors in the front.  Opt for the Z51 Performance Package and that goes up to 13.4 inches–bigger than some cars’ wheels.  Handling is also augmented with traction control and Chevrolet’s Active Handling stability control system on all three suspension options.

The new Corvette is prepared to beat the competition so badly that they’ll just go home.  Pricing starts at $43,710 for the coupe and $52,245 for the convertible.  Our test ‘Vette was equipped with the head-up display, heated seats, satellite radio and the Z51 performance package.  It stickered for $52,180.  For a car that will run with exotics twice its cost, that’s a serious bargain.

Specifications:
All specs are for the 2005 Chevrolet Corvette, which we tested.
Length:     175.0 in.
Width:        73.0 in.
Height:        49.0 in.
Wheelbase:    106.0 in.
Curb weight:    3179 lb.
Cargo space:    22.0 cu.ft.
Base price:    $43.710
Price as tested:    $52,180
Engine:     6.0 liter OHV V8
Drivetrain:     four-speed automatic or six-speed manual, rear-wheel drive
Horsepower:     400 @ 6000
Torque:     400 @ 4400
Fuel capacity:    18.0 gal.
Est. mileage:    18/28