Automotive Reviews
Posts tagged sports car
2008 Audi TT
01279 days
If the 2008 Audi TT were an entertainer, it would have a very dry sense of humor. The small sports-car class is full of exciting and flashy rides, but the TT is more reserved than class clowns like the Pontiac Solstice and BMW Z4 M. This is a more mature sports coupe, that’s just as capable as any of its competitors without quite as much flash. At a glance it looks the same, but the TT went and grew up on us a little bit. It’s no longer the wild and crazy Audi–that role is amply fulfilled by the R8.
All-new for 2008, the TT still looks like the showcar-come-to-life that it’s been since its introduction in fall 1999, but the redesigned bathtub is a little bit mainstreamed. Oh, you won’t mistake it for anything else, but there are subtle refinements to the basic shape. The grille is deeper, in keeping with Audi’s current aesthetic, and the headlights slightly reshaped. The styling still resembles that of a Volkswagen Beetle squashed into some kind of combat mode, but some very gentle tweaks to the lines give it a more mature look. The new body is about five and a half inches longer, and three inches wider. The windows and greenhouse are slightly taller, for improved visibility. A retractable spoiler lives on the rearmost edge of the tail; it slides into place at speeds over 75 mph to improve stability.
The TT’s interior benefits from a dose of function over fashion, where previously it was the other way around. The new dash and console share a look with the rest of the Audi family. I kind of miss the machine gun-shaped ridges in the dash, but that’s just me. The new interior looks more like that of an A4, and less like that of a space fighter. The standard steering wheel is asymmetrical, with a flattened bottom section that theoretically eases ingress and egress but is in reality a tangible link to Audi’s racing cars. Audi’s MMI multi-media interface system is also available when the TT is equipped with a navigation system.
It may sound like an oxymoron, but the TT is a practical sports car. The hardtop version is distinguished from its competitors by offering surprising cargo space under the hatchback’s lid, especially with the useless rear seat folded down. With a 66-inch cargo floor and 24.7 cubic feet of space when the seat is flat, the TT will easily carry a dozen grocery bags or two golf bags.
The magnetic ride adjustable suspension allowed me to switch between “Standard” and “Sport” modes. “Standard” has the effect of making Detroit’s cratered streets driveable without risking spinal damage. Go back to “Sport” mode, and the TT’s fully independent suspension tightens up by means of magneto-rheological fluid in the shocks, bringing the performance up to track-ready levels. In either mode, the TT has quick reflexes and a firm ride thanks to its stiff, aluminum-intensive body structure and lightweight suspension components which ride on aluminum subframes. The TT is a confident and stable handler. .
A choice of turbocharged four-cylinder or V6 power is offered. The 200-horsepower 2.0 liter four-cylinder is shared with other Audi products, and delivers excellent power as well as decent fuel economy thanks to direct-injection fuel delivery. Quattro models step up to the 250-horse 3.2 liter V6. Audi’s fantastic S tronic dual-clutch transmission is also available, and I can’t sing its praises enough. Coming from a die-hard manual transmission driver, the praise for this selectable automatic tranny is significant indeed. The S tronic six-speed blips through the gears as quickly and smoothly as a video game, whether the foot on the accelerator is gentle or fierce. It’s actually faster in outright acceleration than the available six-speed manual gearbox, a reversal of conventional sports-car wisdom.
Maybe it’s the weight of the all-wheel drive system, or maybe it’s something else, but the TT goes about the business of driving with a decidedly joyless air. Even with 250 horsepower in a lightweight body, the car seems too serious to be as much fun as it ought to. The handling is excellent, the reflexes impressive, but the TT frequently feels as though it would rather be doing something else. Not that Audi owners expect happy go-lucky performance in the first place necessarily, but a small sports car should show at least a small predilection for giggling. TT pricing starts at $34,800. My well-equipped test car stickered for $45,550 thanks to the S line sport package, navigation system, Magnetic Ride suspension and other premium options on board.
Specifications:
All specs are for the 2008 Audi TT.
Length: 164.5 in.
Width: 72.5 in.
Height: 53.5 in.
Wheelbase: 97.2 in.
Curb weight: 2965 lb.
Cargo space: 13.1 cu.ft.(seats up); 24.7 cu.ft. (seats folded)
Base price: $34,800
Price as tested: $45,550
Engine: 3.2 liter DOHC V6
Drivetrain: six-speed dual-clutch automatic transmission, all-wheel drive
Horsepower: 250 @ 6300
Torque: 236 @ 2500-3000
Fuel capacity: 15.9 gal.
Est. mileage: 18/24
2007 Jaguar XK
01304 days
Rolling through Detroit in a Jaguar isn’t as big a deal as it might have been a decade ago. That’s because Ford’s world headquarters is right here in town, and because Jaguar’s a part of the Ford family, all of the executives and engineers can get Jags at employee-discount prices. Thus, there are perhaps more Jaguars roaming around the Motor City than you’d expect, and our silver-blue XK8 coupe created nary a stir as I prowled my hometown.
That’s kind of a shame, because the XK8 is one of those rare cars that deserves to make heads turn as it purrs past. If you’re looking for a comfortable grand tourer for two with enough performance to be entertaining, and enough luxury to comfortably carry you across the country, the XK8 is just about the best thing going for the price. Cadillac’s retractable hardtop XLR is close, but lacks rear seats, and the competition from Lexus, Mercedes and BMW just can’t match the XK8′s pure charisma. A Porsche 911 offers more brutal performance, but is as likely to make the folks on the curb sneer as smile. This British 2+2 rolls like it knows it’s something special, and that’s half the fun.
The XK8 pulls off the difficult task of being unanimously gorgeous. I didn’t find anybody who doesn’t like the way this car looks. The classic long-hood, short-deck arrangement is emphasized by taut, edgy sheet metal wrapping a low and lean aluminum spaceframe structure and a choice of 18″ or 19″ wheels. The unique, aircraft-like construction methods that are used on the XK8 also mean that the vehicle is almost completely free of traditional welds, and provides a sturdy and uncluttered appearance inside and out. Ignore the wags who say that the grille is shaped too much like a Taurus’–they’re just jealous. Jaguar’s signature front-fender “power vent” puts a handsome accent on the side profile. From the rear, the XK8 coupe is still stunning, with wide flanks and a steeply raked rear window that seems to go on forever. This is the look that the Chrysler Crossfire tried and (some say) failed to pull off. There’s a surprising amount of cargo space in the hatchback area, which is nicely finished with quality carpet all through and metal luggage runners.
The cabin is equally well-appointed; leather-wrapped in all the right places with a choice of dark burl walnut or light poplar wood. The cockpit is snug, and the rear seats are useless unless you’ve got a short friend willing to sit sideways across them. Is any of that important, though? Like other Jaguar products, the XK8 does its thing with a strong sense of atmosphere. The instrument panel is printed in elegant lettering, and centered between the classic gauges is a multi-color driver information screen. Bluetooth wireless device connectivity is standard. The J-gate shifter falls easily to hand. Even the navigation system’s seven-inch touch-screen controls are less fussy than they’ve been in previous Jags. Optional equipment includes adaptive cruise control, a heated steering wheel, and an eight-speaker Alpine sound system. The XK8 is more of a grand tourer than an outright sports car. One look out the narrow windshield at that long hood, and I was ready to chase the horizon.
Grand tourer or not, the XK8 is no poseur; it is more than willing to oblige your desire for rapid transit. Power is provided by a 4.2 liter V8 engine that exhibits all of the best things about Jaguar’s powerplants. With 300 horsepower on tap and double overhead-cam construction, the 4.2 liter V8 is responsive and powerful. Variable cam phasing offers lighting-quick throttle response, and a new, more efficient fuel injection system also improves power. Did I mention that the XK8 sounds good, too? Thanks to a carefully tuned exhaust system, the 4.2 V8 is a great singer, and it provides plenty of urge for this big coupe. Most noticeable is the six-speed automatic transmission, which is smooth yet aggressive, one of the best I’ve felt in a performance car. Paddle shifters allow immediate gear changes, without the clunky feel we’ve experienced in some German products which shall remain nameless. It’s an excellent blend of performance and luxury. The driving experience leaves little to be desired.
The fully independent suspension uses unequal-length double wishbones all around. No complicated air suspensions for this cat; Jaguar uses coil springs and standard shock absorbers to provide the XK8 with positive feedback. This car drives with the immediacy of a classic sports car. That doesn’t mean that there’s no modern refinement, of course. The XK8 is also equipped with Jaguar’s Computer Active Technology Suspension (CATS). CATS is a two-stage damping system that adjusts the shocks based on the car’s attitude over the road. With independent control of all four corners of the car, the XK8 can react to changing road conditions and driver inputs, providing a balance between comfort and control.
If you’ll pardon the somewhat tired expression, the Jaguar XK8 is one cool cat. This grand tourer provides style for days, impressive performance and enough refinement to more than justify the bottom line. If the ailing Jaguar brand can find a way to infuse the rest of its lineup with the same spirit as the XK8, it’ll go a long way toward re-establishing the brand as a significant luxury-sport player. Pricing on the XK8 starts at $75,500 for the coupe and $81,500 for the convertible. My test car featured the Luxury and Advanced Technology packages, which added a heated wood steering wheel, leather on the dashboard and other fun stuff, and the final price was $83,175.
Specifications:
All specs are for the 2007 Jaguar XK.
Length: 188.6 in.
Width: 81.5 in.
Height: 52.0 in.
Wheelbase: 108.3 in.
Curb weight: 3671 lb.
Base price: $75,500
Price as tested: $83,175
Engine: 4.2 liter DOHC V8
Drivetrain: six-speed sequential automatic transmission, rear-wheel drive
Horsepower: 300 @ 6000
Torque: 310 @ 4100
Fuel capacity: 18.8 gal.
Est. mileage: 18/27
2008 BMW Z4
01390 days
It’s not a very large car, but there’s something larger-than-life about the BMW Z4. The edgy design captures the light in a certain way that its competitors from Porsche, Mazda and Mercedes just can’t match. I can’t explain why, but the BMW Z4, whatever its performance chops might be, has a way of making you feel like a superhero.
Maybe it’s just because it bears a strong resemblance to BMW’s last exotic, the Z8, star of movies like The World Is Not Enough, Jackie Chan’s The Tuxedo and Fastlane, but the Z4 has a way of bringing out the action hero in everyone. That’s probably why, when I got a teary call at midnight from an old, dear friend who was very much in need, I took only the barest glance at the Z4′s keys and said, “I’ll be right there.” Never mind that she was 1500 miles away; there might as well have been a Bat-Signal shining on the clouds, and the Z4 was ready to hit the road. So strong was the Z4′s aura of confidence and power that I didn’t even stop to see how much a plane ticket would have cost. Sure, flying would have gotten me there sooner, but what’s the point of the cavalry arriving without a trusty steed?
The Z4 does a good job of looking the part of a superhero’s car, too. Love it or hate it, the Z4′s controversial shape definitely stands out on the road. It’s got a classic sports car profile–a hood that stretches to the horizon and a stubby tail–and it’s low and wide enough to look larger than it is. A highly streamlined version of BMW’s familiar twin-kidney grille rides between glassed-in quad headlamps. The front fenders are accented by sharp creases, which connect with the contours of the front bumper and hood shutlines to form a sculpted bodyside. Lighted BMW roundels serve as side marker lights. The rounded taillights form a distinctive mask at the rear, and the short decklid has a distinctive kick-up instead of a spoiler. A manual top is standard; my Z4 featured the optional power-operated roof, and the strong windshield frame and roll hoops provide rollover protection. It’s just a couple of hidden rocket boosters and laser cannons away from a kid’s drawing of a superhero’s ride.
Rocket boosters the Z4 may lack, but would-be do-gooders won’t find themselves wanting for high-tech motivational urge. The 3.0 liter inline six-cylinder engine is a state-of-the-art piece of equipment, producing 215 horsepower in the standard Z4 3.0i and 255 in the 3.0si. It’s no ordinary engine; magnesium and aluminum construction sets it apart from your average sports car’s powerplant. BMW’s Valvetronic variable intake valve lift system is also along for the ride. The Z4 has BMW’s familiar torquey confidence, and it’s relaxed on the freeway. A six-speed manual transmission is standard, and it’s got an active, connected-to-the-machinery feel that’s just right for an action-oriented car. For superheroes who’d rather focus on things other than rowing through the gears, a six-speed automatic is available. The automatic features racing-style paddle shifters for quick gear changes.
The cockpit is businesslike, and a good place from which to battle whatever evil the freeway may toss your direction. I set out under a darkening sky and drove all night, accompanied only by the red lighting from the two-pod dash. With the fat steering wheel between my hands, I might as well have been driving the Batmobile. The seats are heavily bolstered but comfortable, and the Z4′s cabin feels roomier than that of other roadsters. A wide swath of metallic or optional poplar wood trim defines the dash during the day, with switchgear located to minimize visual clutter. Don’t worry if you’ve got to drive quickly; strategically placed pads on the console and doors make sure that you won’t bang your knees and elbows while working the controls. Automatic climate control is available, as are a navigation system, heated seats and a trip computer. The Z4′s size and the folding top necessitate a smallish trunk, but the eight and a half cubic-foot cargo bin is still able to hold two or three bags.
The Z4′s front strut, multi-link rear suspension provides an unassuming sort of athleticism, and the relaxed powerplant belies this car’s strong cornering ability. The suspension technology is inherited partly from the race-bred M3 with ultra-light lower control arms and a wide track. The suspension is designed to keep the wheels perpendicular to the road, so it’s stiffer and much more stable than the comfortable straight-line ride would suggest. Yes, the Z4 can dance. The handling is enhanced by an exceptionally stiff chassis. Unlike some small roadsters, the Z4 is comfortable enough to drive all day, and entertaining enough to keep you alert without wearing you out. Run-flat tires on 17″ wheels are standard, and the sport package adds a size offset allowing wider tires at the rear. Electronic power steering is also used, to reduce weight and improve response time. Dynamic Stability Control is also part of the package. This system uses the brakes to minimize wheelspin and sliding, ensuring that you’ll drive a bit more like a proper hero in the Z4.
With the Z4 as part of my utility belt, I rolled into Dallas like the cavalry, a scant eighteen hours after leaving home and just in the nick of time. A grateful damsel in distress met me at the door, and we immediately adjourned to a safer environment, top down. Would the results have been the same in a rented Camry? Of course. But a car like the Z4 is all about adding the right amount of showmanship to your substance, and that makes it the perfect superhero’s steed. And you don’t have to be Bruce Wayne and have your custom-built, either. Starting price for the Z4 is $37,175 for the 3.0i, and $43,175 for the more powerful 3.0si.
Specifications:
All specs are for the 2008 BMW Z4 3/0i.
Length: 161.1 in.
Width: 70.1 in.
Height: 51.1 in.
Wheelbase: 98.2 in.
Curb weight: 3020 lb.
Cargo space: 8.5 cu.ft.
Base price: $37,175
Price as tested: $45,625
Engine: 3.0 liter DOHC 24 valve inline six-cylinder
Drivetrain: six-speed manual transmission, rear-wheel drive
Horsepower: 215 @ 6250
Torque: 185 @ 2750
Fuel capacity: 14.5 gal.
Est. mileage: 21/30