Toyota Tundra is All Business

OVERVIEW
Now that Toyota is fully involved in NASCAR and the Tundra is entering its second year since a major redesign in 2007, you could say that the Asian automaker is "pot committed" in this segment. Of course, a marginal economy and escalating gas prices haven't exactly helped matters for the Japanese juggernaut. This was most clearly demonstrated by recently released July sales figures that revealed a 29.5 percent drop in truck sales, compared to last year. Of course, this is all relative when you look at GM's 36.4 percent drop in its truck sales. Be that as it may, Toyota is serious about trucks and the Tundra is all the evidence you need.
PERFORMANCE
Among the many positive attributes the Tundra presents, the most obvious upon first drive has to be its beefy 5.7-liter V8. Not only does this monster offer plenty of horsepower and torque, but the available TRD exhaust sounds so aggressive, it makes you want to either run over the person in front of you, or start a fight. Of course, having spent a portion of my formative years in Oklahoma, also known as the official home of the glass-pack, or cherry bomb, I may be a bit biased. During my week with the Tundra, I found myself needing to haul several loads of landscaping dirt. Filled completely to the top of the bed, it still pulled like a Budweiser Clydesdale on steroids.
HANDLING
My tester came outfitted in the SR5 trim and some of the aforementioned TRD goodies, which meant it included the works in terms of off-road equipment. All of this comes at some price in terms of ride quality. Even with its firm ride, though, the Tundra remains acceptably comfortable in town or out in the pasture.
STYLING
The exterior styling of the Tundra is typically Toyota. While it is attractive and modern, its lines are understated to be sure. Climb inside the Tundra for the first time, and you may be fooled into thinking you’ve inadvertently stumbled into someone’s office. Toyota’s engineers clearly designed the interior with dual purposes in mind. While you’ll find knobs big enough to operate wearing gloves, there is also room to store a laptop and hanging files.
JUDGEMENT
If you are in the market for a full size pickup truck, the Tundra has to be on your list. Not only does it feature superb power and off-road prowess, it offers the kind of fit and finish inside to keep an executive happy.

Audi's R8 Provides Unique Experience

“What is the first thing that comes to mind when you think about the Audi brand name?” Asked the confident driving instructor. Immediately, almost as if scripted, one overly caffeinated and supremely enthusiastic student blurted out, “Oo, oo, Quattro!,” This was the first of what would be many challenges posed by the instructors at the Audi Driving Experience, which I participated in recently. I attended this event for two reasons. First, and perhaps most importantly, this half day driving school was hosted at Summit Point Motorsports Park, which along with being a challenging and beautiful race track, also is a place with truly magical childhood memories for me. Having spent several childhood summers watching and helping my father with his Club Ford racecar, Summit Point holds a particularly special place in my heart. Additionally, I was enticed by the prospect of getting behind the wheel of the Audi R8. For the unfamiliar, the R8, which is based on the Lamborghini Gallardo, but with a 4.2-liter V8, is the German automaker’s six-figure supercar. So, you can imagine how much fun driving this caliber car on a real racetrack might be.
If you think that signing a release waiver is enough to get someone to hand you the keys to 420 horsepower supercar, you are sorely mistaken. Fortunately for all involved, students work up to this privilege. So, before we got anywhere near the R8, our instructors put us through our paces in a variety of driving exercises in the Audi A4, A5, and S5 models. We began with a challenging auto cross course that featured left and right hand turns, a short slalom course, and hard braking. We were given our times after each lap. While we got feedback after each lap, instructors were not in the car during the exercise. This provided a stress free environment for us to get a baseline idea of our driving skill. We would later run the same course and be timed again for comparison against one another.
After putting down some less-than-blistering laps at the autocross, our group of four students headed to a braking exercise. This challenged each student to test Audi’s ABS system at its limits as well as our own reflexes. I’d be lying to you if I said that I aced this part. In fact, I struggled mightily to keep the brake pedal fully to the floor. I learned a valuable lesson from this exercise. Drivers generally don’t do the right thing in an emergency situation. You have to be trained to do the right thing. So, when an emergency occurs, your training becomes instinct rather than panic and overcompensation.
From the braking exercise, we headed to an evasive lane change test. This exercise is designed to simulate an evasive lane change at speed without much room for error. This time, I was poised and ready to improve upon my performance. Being an extremely competitive person, I made it my goal to be the best student I could be. This meant not only being the fastest in my group, but immediately implementing the feedback Laughlin, my instructor, gave me. This time, Laughlin gave me all positive feedback. I miraculously managed to get through the cone course a number of times without disturbing a single cone. Eureka!
Now for the good stuff! After proving that we were at least marginally safe behind the wheel of a sports car, Laughlin guided us to the holy grail of our driving school, the Audi R8. As I mentioned earlier, the R8 is designed to run with some of the crème` de la crème` of sports cars. This mid-engine rocket ship has gobs of power, race-oriented suspension and brakes, and a six-figure price tag. While it doesn’t have quite as much grunt as the Lambo Gallardo, a Ferrari F430, or an Aston Martin DB9, there is more than enough power on tap to get a novice in trouble in a hurry. Further, the Audi’s price tag is quite a bit smaller than any of those cars, so it represents a comparative value.
During our first few laps around Summit Point’s Shenandoah course, I could immediately tell that this was going to be one of the highlights of my career. Laughlin, our instructor led the group of four students around the track. Even before we got up to speed, the responsiveness, both in terms of throttle and steering, was immediately noticeable. The difference between this kind of car and the average sedan is like the difference between a Cessna and a F16. After four or five slower laps to get acclimated, we began to pick up the speed. We tried to mirror the line and braking our instructor showed us. Some had an easier time than others, which prevented us from going as fast as we could have since we were running together in a line. I’m pleased to report that neither I nor my partner was to blame. Each lap I could tell that I was able to discern more about the car’s handling than the previous one. Additionally, the more comfortable I became in the car, the smoother I became behind the wheel. As we picked up speed as a group, things began to slow down for me inside the car.
Unfortunately, like all good things, our time in the Audi R8 had to come to an end. After what seemed like a few minutes, we pulled back off track, we were told by the instructors to use the knowledge we gained that day for good, not evil. And with that, my Audi Driving Experience came to a close. Not did this course prove to be an extremely enjoyable time, the fundamental taught in this performance driving course can make anyone a safer and more confident driver. And as for the car…Well, if you happen to have about a hundred grand lying around, there far worse ways to spend it.

New Sonata is Good, But Not Great

OVERVIEW

Considering how much I enjoyed the Hyundai Santa Fe and Veracruz models, I was fairly excited to get the chance to evaluate the revised 2009 Sonata. Additionally, given the current cost of gasoline and our marginal economy, brands like Kia, Suzuki, and Hyundai, that offer less expensive alternatives, are becoming increasingly marketable. However, if you aren’t familiar with the Hyundai Sonata, don’t feel bad. This mid-size sedan has been around for quite some time, but was most recently redesigned in 2006. Aimed at would-be Accord or Camry buyers, Hyundai’s Sonata claims to offer many of the features of its more expensive competition, but at a lower price.

PERFORMANCE

While my tester came in the Limited trim, it still featured the lesser of the two engines, a 2.4-liter DOHC inline four banger. To be blunt, this engine is not only rough and loud, but it is also underpowered. However, I’m not picking on the Hyundai. Compared to other four-cylinders in its class, its power is better than many, and it gets better gas mileage as well. So comparatively speaking, the Sonata really is pretty good in this respect. I just don’t think I could spend my time with under 200 horsepower. I know, I know, it’s this line of thinking that is responsible for $4-per-gallon gas. What can I say, I’ll be dead and buried when we finally run out of oil.

HANDLING

So, I wasn’t picking on the Sonata before, but now I am. Having spent time in virtually every major competitor to the Sonata, its cornering ability and ride puts it near the bottom of the heap. Not only is its steering rather numb and vague, but when turning into a corner or making an evasive maneuver, there is abundant body roll. This is especially apparent in transition between corners, where body roll is so dramatic that it makes it difficult to keep the Sonata going in the right direction.

STYLING

In terms of fit and finish and available options, the Sonata measures up well against its competition. Since my tester came in the Limited trim, it featured many upscale features like leather, sunroof, iPod/ MP3 input, chrome trimmed body moldings and door handles, and dual climate control. When you consider my tester’s sub-twenty five grand sticker, such content is even more impressive.

JUDGEMENT

While Hyundai’s Sonata has some redeeming qualities, it isn’t the superb alternative to mainstream choices that the Santa Fe and Veracruz are.

Volvo S80 Gets Turbo 3.0-Liter

OVERVIEW

Last year's Volvo S80 - the Swedish auto manufacturer's flagship - received a substantial redesign. Included in this redesign was a vastly more sleek and sporty exterior and an all-new V8 was added. Not surprisingly, a list of new safety technology longer than 50 Cent's rap sheet was also added. Each of these changes were very positive, and, considering this Volvo's stiff competition, none more so than the V-8. A third trim package has been added to the mix for 2008, an AWD turbo-charged inline six cylinder. Other than this, the 2008 remains unchanged.

PERFORMANCE

Last year, my tester came equipped with the 4.4-liter V8. I am never one to complain about a V8, but frankly its 311 horsepower seemed pretty anemic compared to much of the S80’s competition. This year, I got the new turbo 3.0-liter inline six. I must admit, I’m perplexed at this offering from Volvo. There is exactly 30 more horsepower in the V8, which is really not that big a difference in terms of what the average driver is going to feel in the seat of the pants. So, the smaller displacement turbo must get better gas mileage, right? No, it’s exactly the same as the V8.

HANDLING

The S80 is capable of slicing through corners with relative ease. I’m guessing it did it with ease. I'm not certain, though, as there is something of a disconnect between driver, car, and road. When pushed too hard, the heavy S80 tends to lose front grip first. Although, its all-wheel-drive system makes for a relatively neutral ride. The Volvo’s real strength is its supple ride quality. Among the competitors I’ve driven, the S80 is the champ on rough city streets, hands down. If you are the type that views a few fleeting moments on a curvy country by-way as your opportunity to play Juan Fangio, the S80 is not going to be nearly as rewarding as the BMWs, Mercedes-Benz’, Lexus’ competing in this class. However, if comfort is more your cup of tea, the S80 won’t disappoint.

Styling/ Other

On one hand, the redesigned S80 is far more attractive than its predecessor. However, while it is vastly improved, the styling department seems to be an area where Volvo and I don’t see eye to eye. Believe me, I understand that Volvo doesn’t market to the same buyers that BMW targets. I get that. And this is an area where that difference is most noticeable. Not only will the S80 tell you if there is somebody in your blind spot with its Blind Spot Indicator System (BLIS), it will also tell you if there is a serial killer lurking in or around your car by way of its available Safe Approach and Home Safe Perimeter Lighting System. I don’t make this stuff up. Still wonder where Volvo’s priorities lie?

Judgment

The S80, while more mainstream now than ever before, is more about it catering to its niche than conquering the mainstream luxury sedan market.

Base Fusion Begs New Take

OVERVIEW

Now in its third year of production, the 2008 Ford Fusion continues along its difficult road to dethrone the current kings of the midsize sedan kingdom. This is, of course, an arduous task. While my impression of my tester last year was pretty good, I couldn't help but feel that there is still more work ahead if the Ford folks really plan to lead the market in the way they did during the Taurus years. Last year's tester was the loaded V6 featuring AWD. This time, it was a different story. My tester came with leather seats, premium aluminum wheels, and heated seats and … the standard four-cylinder engine.

PERFORMANCE

For all you gearheads, who undoubtedly breathed a collective moan of disgust, I'm afraid I don't have exciting news about a new nitrous kit for the four cylinder models. That's just not how it works. The 160 horsepower that this little 2.3-liter powerplant can muster is just about as exciting as you might expect. It's not going to wow you in a stoplight brawl. But, hey, considering our ever-escalating-gas prices, 29 mpg on the highway could be enough to convince you to give this thing a chance.

HANDLING

Okay, here's the part where I rave about the Fusion. I was not sure if it was because last year's V6-powered tester didn't have low profile tires, or what, but it wasn't a standout in this department. But, this year's four-banger Fusion came with big wheels and low profile performance tires, which not only looked very cool, but also aided getting around the twisties. The Fusion features a nice sporty suspension and firm ride, but it's not too firm. My pregnant wife actually had to remind me several times during our week with the Fusion that we were carrying precious cargo more than once when cornering opportunities presented themselves.

STYLING

I guess I've always been stubborn, but the exterior look of the Fusion has finally won me over. It probably didn't hurt that my tester was black. I'm such a sucker for a black car. Its' 18' wheels were also really attractive pieces that not only looked sporty, but their gun-metal gray hue looked superb against the black paint. Inside, my Fusion came with black leather seats with fire-engine red inserts that are new for 2008. I'm pretty sure a car has to have at least 300 horsepower to get away with that. Otherwise, this Fusion had a surprisingly upscale feel for a car under twenty-five grand.

JUDGEMENT

To my surprise, it was easy to find things to like about this Fusion despite the powerplant under the hood. Further, with $4.00 per gallon gas on the horizon, this Fusion's better gas mileage could be its most attractive selling point.

OVERVIEW

For all of you who haven't seen the movie "The Fast and The Furious", or any of its sequels, let me sum it up for you. These movies are hormone-soaked Hollywood depictions of the underground world of import street racing and the culture associated with it. Surely, at this point you are asking yourself why I'm sharing this with you. Well, out of this Tinsletown drivel sprang a top-of-mind awareness about a whole car culture of which many of us were not aware. The Mitsubishi Lancer Evolution is among the cars depicted in this movie, as well as one of the top dogs in the import tuner world. While it has been in production overseas for quite some time, this rally inspired Japanese hotrod was first introduced this side of the pond in 2003. This year's model is the first Evo offered since the Lancer was redesigned last year.

PERFORMANCE

Nobody has ever accused the Evo of being slow, perhaps harsh, boy racer-ish, and unrefined, but never slow. This year’s model sticks to the tried-and-true formula of a small displacement four-cylinder engine mated to a Costco-sized turbocharger. This combo will propel the little sedan to 60 mph in just under five seconds. That’s right Mustang and Camaro fans, if you aren’t careful, you could get an eyeful of import taillights at the drag strip. However, the 2008 Evo feels a hair slower than the last generation; courtesy of a few extra lbs. it’s carrying.

HANDLING

Let me share a formula with you. Combine one part AWD with one part Brembo brakes and one part kamikaze suspension and you get one heckuva fast corner-carver. While the Evolution will flat boogie anywhere you ask it to go, what’s far more impressive about the new generation is that it maintains its impressive track credentials but has learned to be far more tolerable on city streets. My last tester nearly rattled my fillings loose.

STYLING

Call me old and out of touch, but the biggest improvement in this year’s new Evo is that its interior is far more livable than the outgoing generation. While the side-bolstering in the Recaro seats is the same and the steering is just as precise, it looks like it came from an auto manufacturer instead of tuner company assembly. I’m sure many 16-year-olds would call me a fuddy duddy. But you know what?! I’m of the opinion that a $36,000 car shouldn’t look like a hodgepodge out of a catalog. Good job Mitsubishi!

JUDGEMENT

Boy racer is all grown up!

OVERVIEW

Lexus’ IS sedan is the Japanese luxury automaker’s entry-level luxury sport-sedan. It received a total redesign in 2006 that included changing the sedan to include two distinct models, the IS 250 and the IS 350. Similar to many other luxury brands, the moniker indicates displacement. For example, the IS 250 is equipped with a 2.5-liter four-cylinder, and the IS 350 has a 3.5-liter V6. In addition to minor upgrades to the IS 250 and IS 350, the IS is also now available as a V8 powered hotrod called the IS F, which I recently reviewed as well.

PERFORMANCE

Of the three available models, my tester was the IS 350. Since the 2006 redesign, the 350 has been powered by a far sportier V6 than the last generation. This beefy 3.5-liter makes 306 horsepower, which is more potent than the Cadillac CTS, BMW 3-Series, Mercedes- Benz C-Class, and many others. While certainly not nearly as quick as the uber fast IS F, the 350 is no slouch either. Its V6 is able to catapult the sedan to 60 mph in just 5.3 seconds

HANDLING

It seems that Lexus' philosophy about handling characteristics is certainly a reasonable one, but not terribly exciting. Since the average driver isn't ever likely to drive most luxury sedans to their full potential, their philosophy is that the driver doesn't get as much communication from the car, nor does he or she have the total control that other cars, namely the 3-series BMW provides. So, while the IS 350 is an enjoyable drive with a sophisticated ride, it is less responsive and communicative than the BMW.

STYLING

Since the switch to a sportier look in 2006, I’ve been big fan of the IS. Taking a stroll around the IS, you should immediately notice an aggressive stance, and sporty 18” wheels. Its lines are clean, and it looks like it’s going 100 mph standing still. Some say that the IS interior feels cramped. While it doesn’t feel as spacious as some of its competitors, I wouldn’t call it cramped. In fact, the IS offers more legroom than most. However, it offers less head and shoulder room than several of its competitors. Other than that, the interior is absolutely up to Lexus’ high standards of fit and finish and available luxury items.

JUDGEMENT

This segment offers so much these days, that there is a car for nearly every taste. The IS isn’t the corner-carver that the 3-Series BMW is. It doesn’t get the fuel economy of the Audi A4. It’s also more expensive than more than a few of its competitors. But, generally speaking, it is better than most within the segment.