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

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

It’s not, though.  Don’t forget that Honda is “not about chasing market share,” as they put it.  This company has a strong corporate vision of sustainable performance, in marketing-speak.  In plain English that means that Honda has a good idea of the sort of cars it wants to build, and it’s not driven solely by focus groups or public opinion.  
Nowhere is this more evident than in the new CR-Z.  The sports car folks are underwhelmed, which could be the kiss of death to any other vehicle with sporting pretensions.  Not Honda.  The idea behind this car is that it’s a combination of café racer and hybrid.  And, indeed, it’s the smallest and least expensive hybrid currently for sale in the US.

The design is substantial, masking the car’s small size at first glance.  Many have cried blasphemy at the CR-Z’s obvious styling and nomenclature links to the Honda CR-X.  The hood and front end are similar to that of the Civic, but a low, narrow grille opening and strong hood lines are more similar to that of the S2000.  Extravagant “speed” lines mark the body sides and flow back to an abrupt, almost vertical tail.  It’s an extremely aerodynamic design, but it’s intensely sporty as well.

Inside, there’s a three-dimensional instrument panel , a soft-touch dash pad, high-gloss metal-foiled “chrome” trim.   The driver sits extremely low, because the CR-Z’s a very low car.  This is a two-seater, like the original CRX.  There’s no back seat, but a divider can be raised to put smaller objects within easy reach of the driver.  A three-mode rear cargo cover extends to cover the whole cargo area, but also has a “privacy” setting that keeps small items out of sight and holds them in place.   From the driver’s seat, the CR-Z is snug enough to feel sporty, but spacious and above-all, high-tech.  The “ambient meter” dash has a ring that changes color depending on the efficiency of your driving.  Improving economy is getting kind of like a video game, isn’t it?  Standard equipment includes keyless entry and automatic climate control.   Satellite radio, Bluetooth connectivity, a navigation system, and a 310-watt sound system are available on uplevel models.
The CR-Z makes a good errand-runner.   The large hatch with Honda’s signature auxiliary rear windshield is light, and opens onto a cargo hold that will hold over 25 cubic feet of stuff.

The 1.5 liter engine under the hood is one of the things that the CR-X fans don’t like.  Performance is the idea, according to Honda, but 113 horsepower doesn’t sound impressive on paper, especially considering the car’s 2600-pound curb weight.  The Integrated Motor Assist (IMA) hybrid system adds a bit of power, bringing the total output to 122 horses, but performance is definitely on the tepid side of average.   0-60 comes up in about ten seconds, as compared to just under eight for a MINI Cooper and about eight an a half for a Scion tC.  A “one-valve” VTEC variable valve timing system improves combustion efficiency.  This system has actually been around since 1994, when it was used in the Accord.  Though the IMA is essentially borrowed from the Insight, the CR-Z’s engine is larger and has four valves per cylinder rather than three.    Nevertheless, it’s not that impressive on the road, from a sporting standpoint.  As a ’round-towner, it’s pleasant and capable.  The CR-Z’s three-mode hybrid system is switchable, with Normal, Eco and Sport modes that change throttle response, power steering response and the amount of assist from the electric motor.  There’s a noticeable difference between the Sport, Normal and Eco modes, as well.  Eco is really, really slow, perhaps not surprisingly.  The Sport mode does a good job of making the CR-Z more responsive and fun to drive, if not honestly fast.  Additional fuel savings is provided by the idle-stop system which shuts the gasoline engine off at traffic lights.

A choice of six-speed manual or continuously variable automatic transmissions is offered.  Opting for the confident-feeling, short-throw manual makes it easier to take advantage of the low-end torque, but ultimately the CR-Z is not a performance car as most people know it.

On the road, the CR-Z has a stiff ride, reminiscent of the first-generation Insight.  It’s sporty-firm, rather than unrefined.  MacPherson struts are used in the front, with a torsion beam at the rear.  Underbody aerodynamics plus low height plus a stiff body mean that stability and responsiveness are sports-car swift.  The CR-Z has a wide track with cast-aluminum lower arms for weight savings, and a center of gravity that’s practically on the ground.  The electronic power steering is fast, with up to 30% more input than in other Honda vehicles, and stability control and anti-lock brakes are standard.

In the end, this is really a more refined, more mainstream version of the first Insight.  The CR-Z is more interesting than the average hybrid, almost-sporty without being a full-blown sports car.  Whether that’s a good thing or a bad one is up to you to decide.  Is it fun?  Sure, it is.  It’s not Miata-fun, it’s more of a tossable-subcompact kind of fun.  This is not an S2000 replacement by any stretch.  The light weight and wide track contribute to an engaging drive, however.  If you’re looking for the intersection of compact performance car and hybrid, it’s either this or the Ford Fusion.  CR-Z pricing starts at $19,200, making this one of the most affordable hybrids on the market.  Loaded up with a navigation system, the CR-Z tops out at just under $23,000.

All specs are for the 2011 Honda CR-Z.
Length:  160.6 in.
Width:  54.9 in.
Height:     68.5 in.
Wheelbase:  95.9 in.
Curb weight:   2637 lb.
Cargo space:   25.1 cu.ft.
Base price:  $19,200
Engine:   1.5 liter four-cylinder with electric motor/generator
Drivetrain:  six-speed manual transmission, front-wheel drive
Horsepower:  122 @ 6000 (gas); 13 @ 1500 (electric)
Torque:  128 @ 1000-1750 (gas); 58 @ 1000 (electric)
Fuel capacity:  10.6 gal.
Est. mileage:   31/37

Thankfully, the company wasn’t waiting for my approval to hit the road. Tesla has delivered about 1000 Roadsters as of spring 2010, is making big plans for an all-electric family sedan to follow, has taken over Toyota’s NUMMI plant in California and now has seven dealers across the U.S.  As for my opinion on the company’s veracity, I stand firmly corrected, and jumped eagerly at the chance to meet one.

Tesla’s Roadster looks the part of a serious sports car.  The car itself is tiny and dart-like.  The chassis and design began life shared with the Lotus Elise, but the two cars are barely kissing cousins at this point.  The Tesla shares only its dash panel and some suspension components with the Elise.  A mid-year styling upgrade for 2010 gives the Tesla an even stronger identity.  The carbon-fiber body panels are smoother, and it’s angular where the Elise is organic.  Projector-style headlamps are matched by a similar motif at the rear.  The wheelbase has been stretched two inches in the interest of making the Roadster more livable, and the deep “hood” vents lead to cooling fans for the battery pack and motor.

Lift the rear cover, and where the engine of a mid-engined car would be, there’s a big black box that contains the power electronics module and batteries.  The battery packs are cooled by flowing antifreeze, to keep them efficient.  The watermelon-sized motor produces 288 horsepower and spins up to 14,000 rpm.  Translated through the single-gear transmission–like a fixed-gear bicycle, the Roadster’s road speed is determined entirely by engine speed–that’s about 126mph.  Tesla claims an optimum range of about 245 miles, but this will vary depending on how the car’s driven.   There’s no reverse gear; the motor itself just runs backwards, up to 15 mph.  A 70-amp home charging system is the fastest way to re-juice the batteries, requiring about three hours to reach a full charge.  50-amp and 110-volt adapters are also included.

The cozy cabin requires a bit of contortion to climb into over the wide sill, and once inside you’re knee-high to a Miata.  This car’s a two-seater, of course, like any “proper” sports car.  The driver and passenger sit dead-center in the wheelbase.  The Tesla feels sparse, but not unfinished; a narrow console includes pushbuttons for transmission control, an emergency brake and the standard seat-heater buttons.   There’s a vehicle-information touch-screen low on the console, and an in-dash navigation system and backup camera are available.  The toylike steering wheel brings go-karts and race cars to mind, as does the negligible cargo space.

Any doubts about the Tesla’s status as a true sports car are dispelled the moment you nail the accelerator.  Holy–!  The Tesla just GOES, in an eyeball-flattening rush of electronic whirring.  There’s no engine noise, of course, but the motor churning away right behind the passenger cabin hints at a great deal of power.  Watching the Tesla Roadster launch is fascinating.  There’s no revving engine to alert onlookers to what’s about to happen.  Zing!  The Roadster is just gone, with nary a chirp of the tires.  Zero to sixty comes up in about four seconds.  An aggressive traction control system modulates the motor’s torque when the tires are about to break loose, preventing slip without an uncomfortable decrease in power.

On the road, there’s not much in the way of sound deadening, but the electric motor makes a lot less noise than the average V8.  Tire noise and that powerful whir from the motor comprise the soundtrack.  Double wishbones and coil springs comprise the suspension at both ends, and the Roadster Sport features an adjustable sport suspension as standard equipment.  The Tesla Roadster porpoises on uneven pavement, but the ride is somewhat less punishing than that of the average sports car.  The motor and battery are mounted where the engine would be on a mid-engined car, so the Tesla is very balanced.  It’s as comfortable as any extreme sports car, and around town is similarly usable.

An aggressive regenerative function allows the engine to charge the batteries during deceleration, and has the added advantage of providing nearly all of the necessary braking power. The Tesla practically stops itself when you lift off of the accelerator.  Should more positive braking be needed, anti-lock brakes are standard.

The Tesla Roadster is available in two models.  The Roadster Sport adds an adjustable suspension, special seventeen-inch wheels and a hand-wound motor.  Pricing starts at $109,000 for the standard Roadster, and the Roadster Sport comes in at $128,500.  Both models are eligible for a $7500 federal tax credit, which softens the blow slightly.  Of course, since the Tesla is currently the only game in town when it comes to realistic two-seat electric powered convertibles with stunning performance, price comparisons are somewhat meaningless.

All specs are for the 2010 Tesla Roadster Sport
Length:  155.1 in.
Width:  72.9 in.
Height:      44.5 in.
Wheelbase:   92.6 in.
Curb weight:   2723 lb.
Base price:  $128,500
Motor:   375-volt AC induction air-cooled electric motor
Drivetrain:  single-speed fixed-gear transmission, rear-wheel drive
Horsepower:  288 @ 4400-6000
Torque:  295 @ 0-5100

The Corvette Grand Sport, new for 2010, aims to garner even more respect for the venerable ‘Vette.  With suspension modifications and styling tweaks, the Corvette Grand Sport borrows some of the better performance attributes of the high-dollar models and blends them into a unique midrange package.

If there’s one thing Chevy’s big-dog sports car doesn’t lack for, it’s performance.  Even in base form, the svelte Corvette features a healthy 6.2 liter V8 that produces 430 horsepower.  An optional dual-mode exhaust boosts power to 436 horses.  A choice of six-speed manual or six-speed paddle-shifted automatic transmissions is available, and of course the Corvette is rear-wheel drive.  Better still, the transmission’s gearing is freeway-friendly and returns up to 26 mpg on the freeway.  Give the Vette a hard boot and you’ll get a roar that sounds like it’s tearing apart the fabric of reality and a shove from behind that suggests it’s surfing on the shreds.  Top-speed 0-60 runs come up in a scant four seconds.  Launch Control is standard on manual transmission-equipped Corvettes; this system allows the driver to floorboard the pedal and dump the clutch while keeping the engine to a set rev limit and limits wheelspin for maximum acceleration.

The Corvette is a large, low-slung car, and the chassis is radically different from the average road car.  It’s built around a hydroformed steel rail backbone with a rear-mounted transmission, and the cockpit is formed from aluminum.  The Corvette Grand Sport gets revised spring, shock and stabilizer bar rates for track-ready handling, and the track has been widened.  As a result, the Grand Sport is ridiculously planted when the road gets twisty.  That said, it’s also somewhat twitchy thanks to an ultra-fast steering rack, and this particular convertible has a lot of cowl shake (that’s when the dash and upper section of the windshield seem to shimmy at different rates when the car hits a bump).  It remains planted, however, and for 2011 Chevrolet will offer Magnetic Ride Control, an active suspension system that will ensure the Corvette Grand Sport remains planted.  The brake cooling ducts are functional, and the Grand Sport also gets the Z06′ larger six-piston brake calipers.

The exterior styling’s distinctive wedge shape is a result of the body panels being wrapped tightly around the unique frame.  Chevrolet’s trademark quad round taillights mark the rear, and the Corvette is available as a coupe or convertible.  The sergeant’s stripes on the front fenders denote the Grand Sport model.  Not so obvious are the widened front and rear fenders and fatter wheels and tires that set the Grand Sport apart.

The cockpit is pleasantly predictable and will be familiar to anyone who’s ever spent time with a Corvette, with a purposeful six-gauge instrument panel and carbon-fiber trim.  The Corvette’s interior reflects the twin-cockpit layout that has characterized this vehicle since the start, with a large console and space for two people, their bags, and not much more.  The doors open with solenoid pushbuttons, and the interior is snug for two yet comfortable enough for an all-day drive.  It’s equipped for grand touring, with OnStar, XM satellite radio and an available navigation system.

When a car is well-executed enough that even the skeptics respect it, you know it’s an impressive product.  The Chevrolet Corvette has earned the (sometimes grudging) respect of the automotive community.   Pricing for the Corvette Grand Sport starts somewhat north of the standard ‘Vette’s $48,930; the additional performance goodies raise the bottom line to $58,580.  Even at that price point, the Corvette is less expensive than the Porsches and Vipers it will be running with.  Go easy on the options, however; my test car added navigation, an automatic transmission and other toys which drove the bottom line up to $75,740.  For that money, buyers might consider opting for the more powerful Corvette Z06.

Specifications:  All specs are for the 2010 Chevrolet Corvette Grand Sport.
Length:  190.4 in.
Width:  75.5 in.
Height:     54.2 in.
Wheelbase:  112.3 in.
Curb weight:  3289 lb.
Cargo space:  11.3 cu.ft.
Base price:  $58,580
Price as tested:  $75,740
Engine:   6.2 liter V8
Drivetrain:  six-speed manual transmission, rear-wheel drive
Horsepower: 430 @ 5900
Torque: 424 @ 4600
Fuel capacity:  19.0 gal.
Est. mileage:  15/25

Of course, it doesn’t hurt if that emotional connection comes wrapped in a package that can go fast, corner hard and looks like a million bucks.  Nissan’s new Z® Roadster stands out as an example of a car that combines both of these assets into a single package.   The 370Z has been with us for a couple of years, and given that car’s sexy lines and general lust for performance it’s no surprise that it’s gone topless.  Combining the 370Z’s retro-futuristic looks and fun-to-drive road manners with a bit of extra sun is practically a no-brainer.

More than anything else, the Z® Roadster is a car that knows how to make you like it; it wants to be friends.  The styling borrows in equal measure from classic Nissan Z-cars and the most recent 350Z, resulting in a slick envelope body with muscular curves.   The boomerang-shaped headlamp units seem to point the way down the long hood and arched front fenders to a compact passenger cabin.  With the soft-top in place, the Z® Roadster is distinguished from the coupe by its notchback tail and trunk.  The wide rear fenders give this car a big posterior, but the look is powerful, not zaftig.

Drop the top, and the roof disappears beneath a hard tonneau cover that gives the Z® Roadster a twin-cockpit look.  The power roof is slow, and clunks into place with a roughness that’s somewhat disproportionate to this car’s cost, but once inside the cabin with the sun shining in, that seems like a distant concern.    The mesh-backed seats are comfortable and resist heating up in direct sunlight, while the businesslike dash with its three gauge pods and matte metal trim is a constant reminder of the Z® Roadster’s mission in life.  This is a two-seater, with decent interior room and even a few cubbies for essentials.  A pushbutton start is standard; XM satellite radio and a navigation system are optional.

Of course, it wants to go and play as well, and it’s more than ready to do that.  The 3.7 liter V6 under the hood is a powerful and refined engine that’s well-suited to hard driving.  With 332 horsepower on tap, the 370Z is a bona fide sports car, ripping off effortlessly giggle-inducing zero-to-sixty runs and capable of providing significant thrust throughout the rev range.  It sounds good while doing it, too.  The six-speed  manual transmission includes Nissan’s SynchroRev Match, which automatically matches engine revs to wheel speed when you downshift–in effect, the car hits a perfect heel-toe downshift for you, every time.  It’s a neat trick, and the burp through the dual exhaust sounds cool, too.  A seven-speed automatic is also available.  Of course, the power gets to the ground through the rear wheels, and Nissan’s Vehicle Dynamic Control is standard, so it’ll behave in bad weather.

Not that this car needs much encouragement to behave.  The 370Z is an excellently-balanced car, just like the coupe.  The suspension consists of double wishbones up front and a multilink rear, but the engineering terms don’t tell half of the story.  The Z® Roadster must be experienced.  Take it down your favorite twisty road and it’s stable, with no hint of cowl shake even on rough roads.   Lightening and stiffening measures, including an aluminum hood and structural reinforcements to the A-pillar and side sills, are to thank for the convertible’s taut response.  The tight suspension and stiff body make the Z® Roadster a communicative and fun-to-drive car.  This is the sort of car that seems to read your mind when driving at speed, heightening that “just-right” emotional connection to the right driver.

The best sports cars are more than the sum of a lot of performance parts.  Nissan has hit on an outstanding combination of ability and performance with the latest 370Z, and the soft-top version doesn’t disappoint either.  Z®  Roadster pricing starts at $37,320.  Well-equipped, a model like my Touring test vehicle stickers for a still-very-reasonable $44,365.

All specs are for the 2010 Nissan Z Roadster Touring
Length:  167.2 in.
Width:  72.8 in.
Height:      52.2 in.
Wheelbase:  100.4 in.
Curb weight:   3426 lb.
Cargo space:   4.2 cu.ft.
Base price:  $40,520
Price as tested:  $44,365
Engine:   3.7 liter V6
Drivetrain:  six-speed manual transmission, rear-wheel drive
Horsepower:  332 @ 7000
Torque:  270 @ 5200
Fuel capacity:  19.0 gal.
Est. mileage:   18/25

Some cars have an undefined, undefinable X-factor, and some don’t.  Take the Nissan 350Z and Mazda RX-7, for instance.  Both sports cars are image leaders and new on the scene, and stand out on the road.  Horsepower and performance are equivalent.  When we drove the 350Z, most onlookers agreed that it was cool and wanted to sit in it for a quick ride.  By contrast, the RX-7 made Subaru, pickup truck and Ford Escort owners shout, “I want this,” before the key was even turned.  We can’t say for sure what defines the X-factor, but the Mazda RX-7 has it.

That’s not all it has going for it, either.  The RX nameplate has always meant that Mazda’s doing something a little bit differently.  Ever since the first R-100, the RX badge has meant there’s a rotary engine under the hood.  The latest RX-8 is no exception, but this time there’s more than just an engine to set it apart from the crowd.

The last RX-7 was a stripped-down sports car, beautiful and fast but useless for pretty much anything but going fast.  Understandably, this limited the RX-7′s appeal, and Mazda has addressed this shortcoming with the RX-8.  The stripped-for-combat aspect is still there, but this time there’s a back seat and a handy set of access doors of the sort only seen on Saturns and pickup trucks until now.

The RX-8 would be distinctive even without its 2+2 roofline.  A strongly vee’d face and hugely blistered fenders bring to mind the silhouette of a Formula One racer.  The grille is thrust dramatically forward, and projector-style headlights.  The RX-8′s greenhouse is unique, with a slight reverse cut to the C-pillar and “freestyle” rear access doors.  Yes, you can get four full-size adults into an RX-8, a trick most sports cars can’t even contemplate.  From the back, the RX-8 is just as distinctive as from the front, with clear-lens taillights covering chromed pods with round lamps.  The sloped tail makes the RX-8 look like a hatchback, but storage space is limited to a weekend-getaway-sized trunk.  At the extreme lower edges of the front and rear airdams there’s a chrome triangular badge, representing the rotary engine’s distinctive primary internal component.

The interior is as unique as the exterior.  The RX-8 is snug inside, like a sports car should be, but there’s actually room for four, with a console that flows from front to rear separating the seats.  Still more triangular “rotary” motif trim pieces on the shifter and headrests serves as a constant reminder of what’s under the hood.  The deeply hooded, three-gauge instrument panel is pretty standard sports car fare, but the circular trim ringing the air conditioning and radio controls is unique, and looks striking.  A navigation system, and CD changer are optional; the front and side airbags are standard equipment.  The seats are comfortable enough for an all-day drive, and the view out the windshield is mesmerizing.

Mazda’s got a long history of racing success with rotary engines, and it’s been a while since there was a rotary in the lineup.  For the non-gearheads out there, a rotary engine is different from the internal combustion engines used in other cars because it hasn’t got pistons.  Instead of the usual piston-crankshaft layout, a rotary has a triangular rotor spinning inside an oval housing with intake and exhaust valves located on the sides.  The basic principle of fuel compression and ignition is the same, but a rotary has fewer moving parts and is more compact than a piston engine.  The RX-8 is powered by a two-rotor engine that produces 238 horsepower when hooked to a six-speed manual transmission.  It doesn’t produce the usual roar of a V8 or the growl of a V6, but an urgent whine that builds as engine speed increases.  The RX-8 has enough power to accelerate hard without downshifting in all six gears.  It’s a delight on the freeway, giving the impression that it’s wrapped around the occupants like a second skin.

It’s a delight to drive anywhere, in fact.  Double wishbones up front and a multi-link rear help keep the tires on the road, and Mazda has cleverly positioned the RX-8′s heaviest parts as close to the center of the car as possible for enhanced reflexes.  The nose looks deceptively long from the driver’s seat, but it’s easy to put the RX-8 wherever it needs to go.  On the twisties, the car responds immediately and without protest; it’s one of those rare cars that adapts easily to becoming an extension of the driver.  Four-wheel anti-lock disc brakes are standard equipment.  Traction-enhancing Dynamic Stability Control (DSC) is optional.

Pricing starts at $25,180 for the automatic-equipped RX-8 and $26,680 for the stick.  Mazda offers four trim levels:  Base, Sport, Touring and Grand Touring.  Options include Xenon headlights, stability control, and heated seats; a fully loaded RX-8 will hit the wallet to the tune of about $35,000.

Specifications:
All specs are for the 2004 Mazda RX-8.

Length:         174.3 in.
Width:            69.7 in.
Height:            52.8 in.
Wheelbase:        106.4 in.
Curb weight:        3029 lb.
Cargo space:        7.6 cu.ft.
Base price:        $26,680
Engine:         1.3 liter twin-rotor RENESIS rotary
Drivetrain:         six-speed manual, rear-wheel drive
Horsepower:         238 @ 8500
Torque:         159 @ 5500
Fuel capacity:        15.9 gal

The new 350Z is an all-out, front-engine, rear-drive sports coupe, intended to take on Corvettes and BMWs, both on and off the track.  In fact, Nissan offers a “track” version of the 350Z, with all of the performance goodies in one package.   In short, the new Z picks up where the old one left off, adding a healthy dose of return-to-roots flair to entice buyers who fell in love with the original Datsun 240Z back in 1970.  It’s also obvious from the shape and performance that the new Z is more closely related to the 300ZX of the late 1990s than it is to Datsun’s long-nosed coupe.

The 350Z combines the taut, pulled-back family look of modern Nissans with the proportions of past Z cars.  It’s low and wide, of course, with projector-style headlamps and unusual vertical door handles.  The upper body leans in sharply toward the greenhouse along both sides to heighten the impression of speed.  Massive 18″ wheels are optional equipment, and they’re pushed out to the corners of the car to lengthen the wheelbase and give the new Z a tenacious grip on the road.  Neat triangular taillamps and twin exhaust pipes complete the look.  Sharp eyes will note the rear strut tower brace, a suspension component that runs through the luggage compartment.  Nissan has decorated it to match, “Z” logo and all.

Inside there are more nods to the 350Z’s forebears.  The instrument panel is a simple, no-nonsense unit with three large gauge pods.  There are also three ancillary pods in the center of the dash, hooded like those of the original Z.  The 350Z is light on non-functional, non-essential equipment (not counting the navigation system’s video display, of course).  No 2+2 model, the 350Z is a two-seater only.  The rib-hugging seats are comfortable enough for all-day trips, and for weekend getaways there’s space behind the seats for a moderate amount of luggage or even golf bags.  There’s next to no storage space in the cockpit, however.  Even the 12v outlet for a cell phone is located somewhat awkwardly behind the seats.  Got a CD case?  An extra bottle of water?  A tool kit?  Forget it.  Items larger than change or a wallet have to be placed in the cargo area, where there’s nothing to stop them from sliding all the way to the back when you stomp on the gas.

Nissan has traditionally powered its Z cars with six-cylinder engines, and the 350Z is no exception.  A 3.5 liter DOHC V6 knocks out 287 horsepower, and that’s without the help of a turbocharger or supercharger.  The all-aluminum, 24-valve engine uses a continuously variable valve timing system similar to those seen on some smaller-bore sports cars.  By changing the engine timing, the 350Z can make the most of the available power under acceleration from a stop, at constant cruising speeds, and in stop-and-go traffic.  On the road, it’s a bit twitchy, but our 350Z Touring model was equipped with a five-speed automatic transmission.  The six-speed manual would be the better choice; we grew to quickly hate the autobox, whose slow (but smooth) shifts seem to dull the 350Z’s catlike reflexes.

A fully independent multi-link suspension ensures glued-to-the-pavement handling.  It’s taut and responsive, just like a track car should be.  The downside is that even our “Touring” model, with a more on-road oriented setup, was downright vicious on rutted and potholed roads.  The 350Z tracks nicely, without as much of a tendency to follow the crown of the road as some big-tired sportsters, but a long highway trip will still be a bit of an endurance contest for sensitive backsides.  For what it’s worth, we found the 350Z to be lacking in the soul department as well.  It’s more of a track tool than a back-road buddy.

The 350Z may have the DNA of classic sports cars, but it’s got modern appointments as well.  Front, side and curtain airbags are available, as well as traction control and Nissan’s Vehicle Dynamic Control (VDC) traction control system.

The 350Z’s pricing is refreshing, at least.  Available in base, Enthusiast, Performance, Touring and Track models, the base price of $26,269 isn’t too far from what a new 300ZX cost six or seven years ago.  Our test car was a Touring model, and added a limited-slip differential, CD changer, leather seats, traction control and xenon headlamps to the base equipment list and about $5000 to the bottom line.  With the addition of a navigation system it stickered for $34,454.

Specifications:
All specs are for the 2003 Nissan 350Z, which we tested.

Length:    169.7 in.
Width:        71.5 in.
Height:        51.8 in.
Wheelbase:    104.3 in.
Curb weight:     3210 lb.
Base price:     $31,589
Price as tested:    $34,454
Engine:    3.5 liter DOHC V6
Drivetrain:    five-speed automatic, rear-wheel drive
Horsepower:    287 @ 6200
Torque:    284 @ 4800
Fuel economy: 19/26