Top 10 Summertime Toys

One of these sexy drop-tops could be the perfect reward for your hard labor. There are plenty of options, from affordable to extravagant, so you don't have to blow your retirement savings.

Buying a car purely as a personal indulgence may be more within reach than you think. The article list of Top 10 Summertime Toys includes racy convertibles that start at about $20,000 and go up to more than 10 times that.

But exactly how much wealth do you have to amass before you can safely justify purchasing even a moderately priced convertible purely for the sake of enjoyment?

First, have enough money invested to fund your retirement until at least age 95, possibly even longer, says John Wasik, personal finance columnist and author of The Merchant of Power. “If a dream car purchase puts you into debt, then it's unwise,” he says. “Financing a depreciating asset is always a bad idea, but if a sports car makes you feel alive and you aren't financing the thrill with money you'll need later, then by all means you should put the pedal to the metal.”

We’ve concocted a list of entertaining convertibles in a wide range of prices that serve as rolling rewards for a life well lived. Far from being rational choices, ragtops convey a sense of freedom and emotion that no other vehicle can offer, which makes them popular choices as personal extravagances.

If price is a primary concern, there are affordable convertibles like the Mazda MX-5 Miata and Pontiac Solstice, both of which made our top 10 list of summer reward cars. Mid-range drop-tops like the BMW Z4 and Mercedes-Benz SLK-Class step up the luxury and performance without busting a decent-sized budget. Then there are special roadsters like the Dodge Viper SRT10, Ferrari F430 Spider and extremely rare Spyker C12 LaTurbie, an automotive testament to one’s net worth and, perhaps, need for attention.

An Emotional Choice

A car can speak volumes about its driver, says Dr. Charles Kenny, a psychologist who has conducted research for the likes of General Motors, Nissan and Toyota. He says that most car purchases fill an emotional need, whether the buyer cares to admit it or not.

“Single women do not usually want to drive four-door sedans, no matter how nice or how luxurious,” says Kenny, who is president of psychology firm The Right Brain People. “They feel that driving a four-door car says to others that they are committed, taken, settled down and are older and stodgy.”

On the other hand, those who buy ultra-luxury models might expose a need for status and uniqueness, while sports car owners may seek to impart youthful exuberance and rejuvenation. “Buying, owning, being seen in and driving fast, exciting sports cars is a way for people to reassure themselves and tell others that they can in fact be in control of their impulses — like driving too fast and doing almost anything else you can imagine to excess — while still having fun, escaping and expressing themselves,” Dr. Kenny says.

Though research shows that some drop-tops, like Volkswagen’s New Beetle Convertible, tend to have a higher percentage of female buyers, the quickest and costliest convertibles attract more of a testosterone-fueled following. See our feature on the Top 10 Luxury Vehicles Driven by Men for more on this topic.

“Men are drawn to higher-priced, ‘performance’ cars, with 41 percent citing looks and design as a key consideration,” says Doug Scott, Senior VP at the market research firm GfK Automotive. Women, on the other hand, want more conservative, value-oriented models that are fun yet affordable and practical, he says.

Chicago attorney Kathleen Zellner bucks the trend. As an avid car buff, her personal fleet currently includes a 2003 Mercedes-Benz SL55 AMG and a 2006 Porsche 911 Turbo. In a reluctant nod to practicality, as well as to her husband’s bird-hunting hobby, she also drives a Lexus LX 470 SUV.

“Driving sports cars is one of the things I’ve done to reward myself — it’s where I’ve allowed myself to be extravagant in an otherwise extremely disciplined and structured life,” Zellner says. “Plus, it’s a way to stand out in what is a male-dominated business — I like to show the guys I’m every bit as skilled a driver as they are, and probably more so.”

Renting Versus Owning

Fortunately for those who can’t afford (or can’t justify buying) a costly sports car, a growing rental market for upscale rides can help even those with more moderate salaries scratch the itch to feel affluent for a day.

For example, Altitude Dream Cars in Denver, Colo., will rent you a Lotus Elise for as little as $299 a day, or a Porsche Boxster for $349. If you want to make the ultimate impression, a Lamborghini Gallardo will set you back a staggering $1,395 for a 24-hour period. Still, that’s around $179,000 less than actually buying one to impress the former homecoming queen at your high school reunion. Click here to read more about exotic car rentals.

Regardless of how much you spend on a flashy, fun roadster, owning or even just renting one is a great reward. “Driving a good car is one of the few things in my life that I don’t overanalyze and worry about,” Zellner says. “It’s just something I enjoy.”

To make this list, cars had to be convertibles with only two seats. We left out four-seaters because of their bias toward practicality under the premise that two-seat roadsters make no such pretenses — they’re the embodiment of automotive style and encourage driving purely for the sake of enjoyment. The list reflects ForbesAutos editors’ subjective opinions based on collective reporting and test-drives.

10. Most Underrated Roadster

2007 BMW Z4
MSRP: $36,400 - $52,100

The Z4 carries all the visceral appeal of classic European roadsters, yet it tends to get lost in a crowded market. It's extremely satisfying to drive, practical enough for daily use and surprisingly calm with the top down.

Everything about the Z4 warrants a closer look, whether in the quick 215-hp 3.0i, quicker 255-hp 3.0si or quickest 333-hp M Roadster version, each of which delivers progressively sharper handling.

9. Best Budget Ragtop

2007 Mazda MX-5 Miata
MSRP: $20,500 - $26,520

A modern version of the classic roadsters from the 1960s and '70s, the MX-5 Miata remains one of the most entertaining rides at any price. An optional power retractable hardtop keeps the fun rolling when the temperature dips.

The MX-5 Miata packs a lively, 170-hp 2.0-liter four-cylinder engine with a short-throw six-speed manual gearbox among its three transmission choices. It also hugs corners like few others, making it a real value in terms of driving enjoyment per dollar.

8. Best Flash for the Cash

2007 Pontiac Solstice
MSRP: $21,500 - $27,115

Though not quite as polished as the Mazda MX-5 Miata, the two-seat Pontiac Solstice delivers exotic-car curb appeal thanks to curvaceous, low-slung styling. But don't expect a lot of storage space.

The base Solstice backs up its good looks with decent performance from a peppy 177-hp four-cylinder engine. The turbocharged 260-hp GXP version is more satisfying.

7. Most 'Affordable' Luxury Roadster

2007 Mercedes-Benz SLK-Class
MSRP: $43,350 - $62,500

Combining elegant styling and deft German engineering, the SLK doesn't force you to compromise comfort and luxury — even in cooler months. A retractable power-operated roof makes it a true four-season convertible.

Buyers can choose from 228-hp and 268-hp V6-equipped models, as well as the hot-blooded SLK55 AMG that features a burly 355-hp 5.4-liter V8 engine shoehorned under the tiny hood.

6. Best Car for Weekend Racers

2007 Lotus Elise
MSRP: $46,270

The diminutive Elise looks and acts like it belongs on a racetrack more than a roadway. Lightweight aluminum construction allows this two-seater to wring maximum velocity out of its 190-hp 1.8-liter Toyota-sourced engine and hit 60 mph in just under 5 seconds.

Serious racers should opt for the $2,495 Track Pack, which includes Bilstein dampers, an adjustable front sway bar, a rear control-arm brace and provisions for a bolt-in harness bar, all designed for hardcore track driving.

5. Best Modern Classic

2007 Chevrolet Corvette Convertible
MSRP: $52,590

The Chevrolet Corvette is the quintessential American sports car; anyone who grew up during the '50s, '60s or '70s probably lusted after a 'Vette. Now is a great time to get one — the current version is arguably the best ever, yet it stays true to the original.

A 400-hp 6.0-liter V8 engine catapults the Corvette to 60 mph in 4.5 seconds. Besides grinning on the straights, you'll smile when the roads turn twisty thanks to its tight suspension. A burly exhaust sound and coarse nature keep that classic muscle-car persona alive.

4. Best Brute

2008 Dodge Viper SRT10
MSRP: $85,000 (estimated)

With its 600-hp V10, firm suspension, massive wheels and minimalist cockpit, the aggressively styled Viper SRT10 is all about visceral appeal and raw performance. It makes no apologies for its brutish nature, which can definitely be intimidating.

Its 8.4-liter V10 engine generates enough muscle to catapult the Viper to 60 mph in less than four seconds, while bulked-up brakes will bring it back to a standstill from that speed in just 100 feet.

3. Best Attention Getter

2007 Ferrari F430 Spider
MSRP: $192,484

Few cars scream excess and sex appeal more loudly than a red Ferrari. The F430 Spider is currently the only Ferrari with a drop-top. Though engineered for speed, it's actually comfortable for casual cruising, too.

Like a work of art, the F430's mid-mounted 4.3-liter V8 engine sits beneath a glass cover. It's not just for show, though, and generates 490 hp for a 0-60 mph time of around 4 seconds.

2. Best Display of Wealth

2007 Spyker C12 LaTurbie
MSRP: $345,625

We're hard pressed to find a car as rare and impressive as the Spyker C12 LaTurbie, which hails from Holland and could make a Porsche seem mundane. The workmanship of its interior is stunning, with aeronautical details that evoke the company's history of building planes.

Hand-built in limited numbers, this dramatically sculpted Dutch treat exploits a mid-mounted, Audi-sourced 500-hp W12 engine to register a 3.9-second 0-60 mph time and a wildly illegal top speed of 196 mph.

1. Best All-Around Performer

2007 Porsche Boxster
MSRP: $45,600

With classic, uncluttered styling, a comfortable interior, commodious cargo space and stellar performance, the Porsche Boxster excels in every aspect. Thoughtful design — like not one, but two trunks and an easy-to-use top — make it practical enough for daily use.

The base model is more than fast enough, with its 245-hp 2.7-liter six-cylinder engine behind the seats. The S version takes performance to a higher level with a 3.4-liter 295-hp six-cylinder. Also key to the Boxster's appeal is long-standing reliability.
(C)Forbes

2007 Mercedes-Benz GL-Class Test Drive

Mercedes-Benz takes a crack at the full-size SUV market with a vehicle that marries expected luxury with surprising off-road prowess.
MSRP: $52,400 - $54,900

The Mercedes-Benz GL450 competes directly with the Audi Q7 and is among a new breed of big SUVs that takes advantage of a more sophisticated unibody construction (meaning a superstructure, body panels and underbody platform welded together as a unit, which is how most cars are made), rather than the traditional and less refined body-on-frame arrangement (a cabin box bolted to an old-fashioned, ladder-like chassis, which is how most pickups and traditional SUVs are built).

General Motors now has similar offerings in this more car-like configuration, including the Buick Enclave, GMC Acadia and Saturn Outlook.

Go to the SUV Buyer's Guide to find out more about the difference between unibody construction and ladder frames, and why it matters.

The GL450 was designed for U.S. and European markets, meaning that it has to be big enough for America’s oversized needs but still be maneuverable enough to navigate Europe’s smaller roads.

Mercedes compromised by making the GL450 six inches narrower than some of its competition, limiting rear seat width. Furthermore, its seven-seat setup can’t be turned into a nine-seat configuration, as is optionally available in some other full-size SUVs, like the Suburban. But the GL450 does carry one distinct advantage: the three-pointed star. And although the logo has been tarnished by recent, broadly publicized quality-control problems, it’s still iconic enough to mean, “I’m Special.”

Don’t confuse this vehicle with the Mercedes-Benz G-Class SUV, an ancient, juice-box-square, civilianized military vehicle that is still being sold to sheikhs, gentleman ranchers and people who find Range Rovers just a little too technologically advanced for their tastes. Compared to the G-Class, the GL-Class is an honest, thoroughly modern, three-row SUV.

The GL is not built in Germany, but at a Mercedes plant in Tuscaloosa, Ala., where the midsize M-Class SUVs have been assembled for nearly a decade. On one hand, vehicle-assembling robots in Alabama are probably just as competent as the robots in Germany. But on the other hand, it’s still hard for some to accept that a company that has made German craftsmanship a part of its brand mystique for more than a century is now building vehicles in the Deep South. Draw your own conclusions.

Exterior

The GL450 looks like a beefed-up M-Class. It seems to tower over other cars, thanks to its ample size and jacked-up stance.

Another Mercedes model, the R-Class, could possibly be cross-shopped against the GL-Class. Looks-wise, the R-Class skews more toward a wagon or minivan, though Mercedes is particular about not calling it either one.

The R-Class comes with a V6 instead of a V8 and doesn’t offer the ultimate towing and off-road abilities of the burlier GL450. But for most drivers simply looking for a stylish, safe vehicle with room for up to seven plus cargo, it certainly fits the bill. And it’s less expensive, too.

Despite TV commercials from multiple manufacturers showing SUVs summiting mesas and plowing through alpine snowdrifts, many of these vehicles no longer make any pretense at being genuinely off-roadable. They typically don’t have the requisite ground clearance, low-range gearing or appropriate four-wheel drive capabilities to do anything more adventuresome than driving on well graded dirt roads. (Read more about these features in our SUV Buyer’s Guide.)

The GL450, however, can be equipped with an optional off-road package that tacks on another 1.5 inches of ground clearance to its already-best-in-class 11 inches. The package also fits a transfer case with low-range gearing and adds lockable center and rear differentials for true four-wheel drive, as opposed to the standard GL’s totally transparent, automatic, full-time all-wheel drive. Mercedes estimates that only 2 percent of GL-Class buyers will opt for the package, which they feel is probably an accurate representation of how many SUV owners in general have any interest in real off-roading.

Interior

While the GL450’s ample ground clearance may be perfect for off-road situations, it’s less than optimal for more mundane pursuits, like getting in and out of the vehicle. It’s a long step up to any of the seats; getting back down is likewise a leap of faith. To further facilitate off-road prowess, the GL450 doesn’t have running boards or assist steps, so if you’re short, this could be a deal-breaker. This is where the lower-to-the-ground R-Class is at an advantage.

The third row is accessed by manually folding the middle-row seats forward, and no contortions are needed to crawl all the way aft, which usually isn’t the case for these setups. Once back there, you’ll be amazed by the relative comfort and ample headroom of the two backseats. Deep footwells and nicely designed foot space under the middle-row seats eliminate the knees-in-your-face experience common to many third-row arrangements. Plus, the seats are actually sculpted, not just slab-like cushions designed more for stowing than seating. For reference, I’m 5 feet, 11 inches and the rear seats fit fine. There’s also a fixed glass panel in the roof over the rear seats to lighten the atmosphere back there.

The third-row seats also quickly power-fold flat into the floor at the touch of a button, creating a cargo area that betrays the GL’s narrowness: with a volume of 83 cubic feet, it’s smaller than that of most other full-size SUVs, and roughly the size of a typical midsize ute’s hold.

As far as middle-row space is concerned, I sat there comfortably behind a gorilla of a guy during the test-drive, and suffered no ill effects. And not only did Mercedes get the spacing between the seats right, the backs of the front seats are also concave, for additional knee room.

Performance

Besides making the whole vehicle lighter and stiffer, the unibody construction lowers the GL450’s center of gravity and gives it a surprisingly refined, car-like ride, without a hint of excessive leaning through turns. Its extremely long wheelbase also works to eliminate any truck-like hobby-horse movements, the back-and-forth pitching sometimes found in smaller SUVs.

A sophisticated air suspension system helps keep the car level — in place of coiled steel springs, high-pressure air bladders cushion all four corners, and electronics instantly pump up the ones that need more support to counteract body movement while cornering or hard braking. The air suspension can also be used to raise the entire vehicle three inches above its normal ride height — 4.5 inches more if you opt for the off-road package — for increased ground clearance.

Speed-sensitive, power-assisted rack-and-pinion steering is nicely weighted and precise. It completely eliminates the on-center imprecision that was characteristic of generations of earlier Benzes with recirculating-ball steering — a mechanism the Germans have since consigned to the company museum.

The GL450 has a smooth-shifting, complex, seven-speed automatic transmission controlled by a stubby, extremely simple column shifter. The only options are forward and reverse, with an electronic park-engage button on the end of the stalk. If you want to select an individual gear, there are two switches located on the back of the steering wheel which allow manual up- and downshifting.

Mercedes demonstrated the GL450’s respectable off-road capabilities to journalists on a hilly, muddy vineyard track in the Napa Valley of California. The GL450 being tested had special deep-lugged off-road tires that aren’t part of the optional off-road package, but none of us were allowed to drive ourselves. The organizers admitted that part of the course was simply “too muddy to use” after a substantial rainstorm, although I suspect a Jeep demo would have relished the challenge.

One last interesting feature that’s also part of the standard GL450: pushing the DSR (Downhill Speed Regulation) button on the dash lets you set a speed anywhere from 4 to 12 mph so that the GL450 will hold a set speed and crawl down steep descents. Certainly the GL450 showed that it has the chops to perform serious off-road work, but let’s hope there’s always a Jeep — or one of Mercedes’ own G-Class — around to pull it out if it gets stuck.
(C)Forbes

2007 Chevrolet Avalanche Test Drive

Despite a more civilized demeanor, the new Chevy Avalanche maintains its unique versatility and raucous persona.
MSRP: $32,460 - $36,165

Trading a little of its maverick character for a dash of distinguished poise, the redesigned 2007 Chevrolet Avalanche has become a stronger player in a growing market of luxury-appointed four-door pickups. Its added refinement won’t shock the system of the Mountain Dew-chugging target customer, as the Avalanche remains rugged and highly useful for unwieldy recreational and utilitarian demands.

Its individuality hinges on an innovative "Midgate," a fold-down wall behind the rear seats that extends the pick-up bed by several feet and offers numerous passenger/cargo configurations. And now that the Avalanche occupies a place on GM’s growing roster of FlexFuel vehicles, which can operate on E85, the corn-based fuel composed of 85 percent ethanol, the Avalanche seems to court “green” shoppers as well.

Following sales of about 400,000 units in five years, the Avalanche enjoys one of the industry’s highest customer-retention ratings. This loyalty could be due to the fact that, for drivers with such particular requirements in a vehicle, there aren’t too many other options. The Honda Ridgeline looks somewhat similar, and is competitively priced, but it doesn’t offer the Midgate functionality. And the Cadillac Escalade EXT does allow its pick-up bed to extend into the cabin, but at a far higher price.

Built in Silao, Mexico, the new Avalanche is available in LS, LT and LTZ trim levels with two- or four-wheel drive. The base LS is well equipped with disc brakes at all corners, a 320-hp 5.3-liter V8, GM’s OnStar communications and diagnostics system, stability control, a tow hitch, CD player and cloth-upholstered front/rear bench seats. All of these features are available at the starting manufactuer’s suggested retail price (MSRP) of $31,615 for two-wheel drive; four-wheel drive tacks on $3,000 for all trims.

The LT models give buyers the opportunity to pile on luxury amenities. LT1 upgrades to cloth bucket seats, 17-inch alloy wheels and power mirrors. LT2 adds leather, automatic climate control and a six-disc CD changer. LT3 adds side-curtain airbags, heated seats, Bose seven-speaker premium audio, power adjustable pedals, XM satellite radio and ultrasonic rear parking assist.

The fully-optioned LTZ sports all of the LT3 features plus an Autoride suspension, a real-time damping system that also levels the vehicle’s ride height when towing or carrying heavy loads. Chevrolet expects most customers (75 percent) to opt for the mid-level LT setup with the remaining split evenly between the base LS and decked-out LTZ. A new, all-aluminum 6.0-liter V8 rated at 366 hp is available in the popular Z71 off-road package.

Our test model was an LT3, packing four-wheel drive and such options as a navigation system, 20-inch wheels, rear-seat DVD player, sunroof, locking rear differential, rearview camera, luggage rack and rain-sensing wipers for a total MSRP of $45,600. It’s not Cadillac Escalade territory, but ten grand more will put you into an Escalade EXT, if that matters to you. And the Escalade EXT is basically a dressed-up Chevy Avalanche.

Exterior

When compared to the outgoing model, sleeker styling and all-around tighter tolerances improve the Avalanche’s appearance. The formerly hard edges have been replaced with rounded corners that contribute to a less tense design overall. The original trapezoidal headlights later found on so many other Chevy trucks are now less angular and better complement the horizontal front grille and bulging hood.

The sides of the pick-up bed are still tall and deep, requiring a tip-toeing 58-inch lift-over effort to place cargo inside. Long arms are also handy for reaching inside the bed’s lockable side storage bins. The massive tailgate is easy to operate, thanks to a torsion spring in the hinge, and it thoughtfully locks and unlocks along with the doors remotely. The entire bed can be secured with a rigid, removable three-piece cargo cover.

The cargo bed is the Avalanche’s crowning achievement. The 5’3” hold stretches almost three feet, to 8’2”, when the midgate is lowered. Operation is simple: First, flip and fold the 60/40 split, rear bench seat. Then turn a knob in the middle of the Midgate crossbar and gently lower the panel that divides the cabin from the pick-up bed. That’s it.

The same stout composite material that lines the cargo bed continues into the cab and features the identical tractor-tire tread pattern for skid resistance. With the rear window and cargo cover in place, unwieldy objects like surfboards, dining room tables, large fluorescent light bulbs and 4x8 sheets of plywood can be swallowed whole and securely locked.

The cabin’s rear window can be removed and stored to accommodate bulkier cargo, or to provide an open-air ride. The Avalanche doesn’t offer a power rear window like the competing Hummer H2 SUT, but Chevy says owners keep the window in place 90 percent of the time and, when necessary, leave the midgate down and cargo-bed cover in place to maintain security while carrying larger items.

Interior

Compared to the previous model, the 2007 Avalanche’s interior styling is more contemporary and materials have been upgraded, although neutral-colored plastic remains the norm. While it offers a commanding driver’s position, the Avalanche’s rear visibility is compromised by the tall side panels and bed. Thankfully, the optional rear-view camera gives a clear view when the transmission is shifted into reverse. It also makes aligning the tow hitch with a trailer much easier.

The Avalanche is roomy, easy to drive and very much in its element on long road trips. There’s considerably less wind and road noise than in the old Avalanche cabin, and easy-to-use controls and a compliant suspension make cruising quite comfortable. The navigation and Bose audio systems likewise help in this regard. A new rack-and-pinion steering provides ample feedback from the road, and the brakes — which have long been a sore point in GM trucks — finally inspire confidence with a solid, linear pedal feel. In crowded urban driving or parking garages, however, the Avalanche’s 18.5-foot length, muscular bulk and 43-foot turning circle can be frustrating.

Performance

As with the previous model, it can also be a little frustrating to pull away from the gas station in the Avalanche as you watch the fuel needle plummet towards “E.” My 753-mile trip over California coastal highways used 47.5 gallons of regular gas, equating to a rather dismal 15.9 mpg.

After finding California’s only E85 pump (at the time), I logged another 219 miles on the highway and spent 19.2 gallons, achieving an underwhelming 11.4 mpg. There is no loss of power when using E85, as the Avalanche’s engine is designed to take advantage of the fuel’s higher octane level.

Despite the current positive publicity generated by automakers and corn farmers around the renewable nature and reduced emissions of E85, if this fuel isn’t at least 28 percent cheaper than regular gas, there are no financial benefits to using it.

E85 cost $3.15 a gallon at the Regional Transportation Center in San Diego at the time of the fill-up, compared to $3.39 for regular gasoline. The week before, E85 was 50 cents cheaper; the week after I visited, 22 cents higher. The owner of the fueling station said that in order to promote E85, he never sells it for more than regular unleaded.

Full-size trucks that have the ability to tow 8,000 pounds or haul a 1,400-pound payload probably aren’t going to offer 30 mpg or better anytime soon. It’s a reality that truck owners accept, in exchange for a vehicle that serves serious recreation and utility needs, or the needs of their ego.

But the changing customer base has demanded a quieter, more refined ride, plus more comfort and amenities. And the Chevrolet Avalanche proves to be more than capable of delivering on these requests.
(C)Forbes

2007 Pontiac Solstice GXP Test Drive

The Pontiac Solstice is a much more convincing roadster in GXP trim, but there's still room for improvement.
MSRP: $21,515 - $26,515

Even though it baked for more than three years, GM pulled the Pontiac Solstice from the oven too soon. It looked done, but the inside wasn’t quite cooked through. As a result, the two-seat roadster cloaked in gorgeous skin was undermined by several flaws — excess weight, a rattly driveline, a barely hospitable interior and a folding top that consumed virtually all trunk space.

The 2007 Solstice GXP rectifies several of those issues. “GXP” is the name that Pontiac gives to its high-performance models, and the designation is fitting here: Packing 260 hp thanks to a new turbocharged 2.0-liter four-cylinder engine, the GXP has the legs to run with entry-level roadsters offered by European bluebloods BMW, Mercedes-Benz and Porsche. A revised powertrain mounting system eliminates most of the rattling and whining. The standard sport suspension with Bilstein shock absorbers raises the already surefooted handling an additional notch. Those who patiently avoided the scramble for the base Solstice were wise to wait for the GXP’s arrival.

Exterior

With the soft top stowed, the Solstice is one of the most fetching new two-seaters to appear in decades. Its blend of pert proportions, voluptuous curves and retro fairings on the trunk lid lifts spirits at every sighting.

Pontiac was smart to avoid the temptation to dress up the GXP edition with unnecessary ornamentation. There are a few visual distinctions between the standard Solstice and the new turbo model, all of which have a functional purpose: dual exhaust outlets, a lower opening in the front bumper that sends air to the turbo system’s intercooler and large front brake ducts to help keep the stoppers cool.

The polished aluminum wheels that are offered as optional equipment on the base Solstice are standard on the GXP. A new rear spoiler is also optional, a pleasant change in an industry where higher horsepower numbers are sometimes communicated through higher rear wings.

Interior

The interior of the regular Solstice was rather unimpressive, and the GXP doesn’t really display any improvement. Unlike its subtle massaging of the exterior, Pontiac responded to serious ergonomic flaws inside by tacking on window dressing that does nothing to improve the cabin’s habitability. There are minor changes to the gauge cluster, with a new digital boost gauge and a tachometer redline lowered from 7,000 to 6,300 rpm. The seats get some new red accent stitching, and pedals can now be decorated with slippery metal trim, an option that should definitely be skipped.

Unfortunately, there is still nowhere in the cabin to stash a cell phone, the cup holders are awkward to use and elbows frequently run afoul of one thing or another — the emergency brake lever rubs the passenger, and arm rests are hard and abrasive. There is no button to centrally operate the power door locks, and the driver has to use his or her right hand to reach the power window controls because the switch is placed so far back on the door. It’s as if the entire interior was designed by blind apprentices grabbing mismatched components from wherever they could find them. The truth is that GM gathered parts from all over the world to save costs and keep the Solstice’s price attractive — a worthy goal, even if the execution is a muddled.

Storage outside the cabin is likewise abysmal. When the Solstice was launched, Pontiac announced that custom-fitted luggage and an external carrying rack would eventually be available through GM’s Service Parts Organization to offset the paltry trunk space. But those plans have yet to bear fruit. So aside from cramming small bags and items in the oddly shaped trunk like puzzle pieces, or vacationing with the top up the whole time, which would allow a little more cargo space, you’re stuck with a two-seater that doesn’t let you head out of town for more than a day or so in terms of packing provisions.

Performance

In terms of displacement, the GXP engine is actually smaller than the one in the regular Solstice, but adding a turbocharger, intercooler, direct fuel injection system and more advanced variable valve timing transforms the car from a modest Mazda MX-5 competitor to a mad sprinter capable of embarrassing European roadsters costing tens of thousands more.


With 260 hp and ample torque available the instant the throttle is opened, the GXP feels like it’s energized by a small eight-cylinder engine, making for a Solstice that is smoother, quieter and better behaved than its less potent twin brother. Due to the reduced engine displacement, gas mileage is actually improved over the non-turbo model, if only by one or two miles per gallon.

Tire size remains the same, but a more aggressive tread pattern and stickier compound allow even moderately skilled drivers to make the most of the new-found power. The extra solidity of the spaceframe helps here as well, plus it inspires confidence on the rough roads that bounce Mazda’s MX-5 Miata, the most direct competitor to the Solstice.

The Pontiac Solstice GXP packs a secret weapon that you may not expect: the optional ($850) five-speed automatic transmission. It isn’t without flaw — for instance, there are no steering-wheel-mounted shift controls (as provided in the MX-5 Miata and many other performance-oriented models), no manual shift mode and incomprehensible markings adjacent to the shift lever reading "PRNDIL." But when you engage the mysterious L position and depress the throttle, all is forgiven; the Solstice goes like a shooting star. The transmission delays upshifts to 5,800 rpm in first and second gears, and to 6,000 rpm in third gear, and it automatically downshifts as you brake hard when entering a turn so that you can get through it speedily. Couple this eagerness with no loss of boost during full-throttle upshifts and you’ve got an engine-transmission marriage made in heaven.

According to Pontiac, the Solstice GXP can go from 0-60 mph in 5.5 seconds and clear the quarter-mile sprint in 13.9 seconds at 100 mph. That’s quicker than the base BMW Z4 and Porsche Boxster, and only a hair slower than a V8-powered Ford Mustang GT.

But the acceleration isn’t the only remarkable thing. What’s marvelous is that Pontiac harnesses the turbo engine in the name of refinement, when they could have just as easily created an equally fast ride that feels unpredictable and raw.

It’s a pity Pontiac’s efforts stopped at the engine and suspension, and that the interior and top designs leave so much to be desired.
(C)Forbes

Tesla Roadster to Make First Road Trip

The Tesla Roadster hits the highway later this month for the electric sports car's first public road trip, a 200-mile journey from San Francisco through the Sierras to Lake Tahoe.

Sure, it's a publicity stunt but one designed to demolish the perception that electric cars are short-range put-put mobiles more suited to suburban cul-de-sacs than the open road. As the Silicon Valley startup gears up for production of the zero-to-60-in-four super car this fall, it will use the final prototype of the Roadster for the August 29 road trip. The Global Hyatt hotel chain is sponsoring the event and the Roadster will stop at Hyatts in Sacramento and Incline Village, Nevada, on Lake Tahoe. Hyatt is considering installing charging stations at some properties - Tesla in May won a $561,000 grant from the state of California to develop charging stations that can be deployed at hotels. While this is the first public road trip for the Roadster, Tesla has put the $98,000 car through its paces during long-distance testing, says Tesla public relations director David Vespremi.

The test car is a "fusion red" prototype that screams sex and speed. Vespremi - like other Tesla employees, he's a gearhead - backs the Roadster out of the garage at Tesla's Silicon Valley headquarters and turns onto a busy thoroughfare. We cruise at about 40 mph for a bit and then he punches the accelerator and the car shoots forward into the traffic. I’m pushed back into my leather seat, subconsciously bracing for impact as we silently rocket straight toward a tractor trailer ahead. David flicks the steering wheel and the car effortlessly swings around the truck and heads toward the entrance ramp to the 101. It’s rush hour and the metering lights are on. He hits the accelerator and we rocket up the ramp at 90 miles an hour, gliding around the traffic as we merge onto the freeway. The drive back to San Francisco in the Zipcar Prius is anti-climatic, to say the least.
(C)GW

Most Expensive Cars to Insure

High-priced cars aren't just expensive to buy — they can cost a lot to protect, as well.

The more expensive the car, the more it costs to insure. But just how expensive may come as a shock. For modest coverage ($500 deductibles on collision and comprehensive coverage, $100,000 each for personal and property coverage, and $25,000 each for medical and uninsured coverage) on this year's $135,400 Mercedes SL, owners will pay about $22,536 a year.

For pricey cars like this, yearly insurance costing 20 percent of the base price is typical. But for those with low monthly payments on high-end cars, that could mean spending more on insurance than on the car itself.

"The cost of the vehicle is primary when setting the price of a policy," says David Wurster, president of Vincentric, a Detroit-based automotive data firm that studies car insurance costs. Vincentric gets its data from state agencies and averages these figures in compiling its list of most expensive yearly rates. "But there's also the type of vehicle it is. Sports car owners tend to drive them a little more aggressively."

This, in turn, leads to higher-priced policies. With this in mind, it's no surprise that racy offerings from Mercedes-Benz, BMW and Porsche make for some of the most expensive cars to insure.

How It Works
"We start with the manufacturer's suggested retail price," says Kip Diggs, a spokesman for State Farm, the largest insurer of autos in the U.S. Diggs says State Farm then considers how expensive it is to repair each model. The more costly the parts, the higher the policy. For foreign brands with parts from afar, expect to pay more. "From there," Diggs says, "we look at safety features to see if a vehicle qualifies for a safety discount."

Allstate, the second-largest U.S. car insurer, also considers the price, but places more weight on a policyholder's driving record.

"Pricing has more to do with the driver than the car," says spokesman Raleigh Floyd. "If there are two drivers with the same car, the driver with accident histories will have a higher rate. He's shown himself to be a higher risk." Those with a penchant for wrecking Ferrari Enzos on California's Highway 1, for example, can expect to pay more.

Age is also a factor. "A 17-year-old driver is going to be more expensive to insure than a 40-year-old with a family," says Floyd. "Experience counts. It counts a lot."

There are some anomalies in the ranking.
"You would think a Corvette Convertible would be hideously expensive to insure," says State Farm's Diggs. "But that car is involved in very few accidents, so it's fairly low." This is because research shows Corvettes typically aren't driven every day.

More utilitarian models like the Toyota Camry can be more expensive to insure because, with more road time, they are more likely to be involved in an accident. Vincentric doesn't collect data on exotics like Ferraris and Lamborghinis because, says Wurster, there are too few owners to make the data useful.

Policy pricing also has to do with where a car is garaged, with urban areas considered higher-risk. "In a more concentrated area, your chances of bumping into something are higher," says Floyd. "Jersey's going to be on one end of the spectrum, and a less populous state is going to be on the exact opposite."

But if you have a hundred grand to spend on a car, you're probably not worrying about insurance.

"For people of that caliber," says a salesman at Mercedes-Benz Manhattan, "the cost of insurance really isn't an issue."

1. Mercedes SL Class and S Class
SL Class (pictured)
MSRP: $135,400
Insurance: $22,536

S Class
MSRP: $123,888
Insurance: $21,161

The convertible SL is Mercedes' most expensive production offering. A two-door roadster built for speed, the SL features a 5.5 liter V8 engine. The retractable hardtop roof is classier than its canvas counterparts, and the trunk is surprisingly spacious. The S Class sedans, while no less luxurious (and only slightly less expensive), aren't quite as sporty. But with the Benz logo front and center, they're not cheap to insure.

2. Mercedes CL Class
MSRP: $122,050
Insurance: $20,942

Who said coupes were small? Mercedes' CL is based on the stately S Class sedans, but sports only two doors for a sleeker profile. Zero to 60 in 5.4 seconds will get you to the office in time, but it comes at a price. With a monster V8 engine, the federal gas-guzzler tax applies. And then there's the insurance.

3. BMW Alpina B7
MSRP: $115,000
Insurance: $20,100

Good luck getting your hands on an Alpina B7. BMW is only selling 200 in the U.S. A souped-up version of the 7-series full-size sedan, the Alpina features bigger wheels, better suspension and an advanced stabilization system. All of this makes going fast a bit safer. But speed comes at a price.



4.BMW M5 and M6
M6 (pictured)
MSRP: $102,000
Insurance: $18,548

M5
MSRP: $82,500
Insurance: $16,220

The M Series cars are meant to go fast, and for insurers, speed is dangerous. The flagship M6 hardtop coupe is arguably the fiercest-looking BMW to roll off the production line, and inarguably one of the priciest. Both the M6 and the more practical M5 sedan have roaring V10 engines.

5. Mercedes G Class
MSRP: $95,600
Insurance: $17,784

The G Class is a boxy, military style SUV from Mercedes. Indeed, it was originally designed for the battlefield. But don't let the lack of finesse fool you--today the G Class is all luxe. The door handles are wrapped in leather, and a DVD-based navigation system keeps drivers on target.



6. Audi S8 and A8
S8 (pictured)
MSRP: $92,200
Insurance: $17,353

A8
MSRP: $92,000
Insurance: $17,353

The A8 and its fancier cousin, the S8, are the best Audi has to offer, and they're not half bad. The V10 in the S8 make this sedan faster than the Porsche 911 Carrera in a zero-to-60 sprint. And with enormous cast-aluminum tires concealing oversize brake discs, even speed demons can stop on a dime.

7. Cadillac XLR
MSRP: $87,898
Insurance: $16,973

The only American entry on the list, Cadillac's XLR is a serious roadster meant to rival its European competitors. The V8 is plenty strong to pull the light aluminum chassis, and the interior is posh--trimmed with eucalyptus. A retractable hardtop makes the XLR a speedy option in any weather, and there's also an exclusivity factor: GM is planning to sell only 1,000 a year.

8. Porsche 911
MSRP: $91,208
Insurance: $16,955

The fundamentals of Porsche's 911 have hardly changed over the years, and with good reason: Its teardrop shape keeps it aerodynamic and recognizable, and its hardware keeps it among the fastest cars in the game. Today's iteration comes equipped with Porsche's Active Suspension Management system, which adapts the suspension to match road conditions and driving styles.

9. Jaguar XK
MSRP: $83,335
Insurance: $16,154

The XK, in coupe or convertible, is a brand-new offering from the storied Jaguar brand. Designed to recall the XKE of the 1960s, today's XK appears perhaps a bit too similar to its countryman, the Aston Martin. That doesn't stop it from performing. The V8 propels a relatively light frame with ease, and this two-seater is the most teched-out Jag ever built, with a computer adjusting it to Comfort or Sport modes.

10. Land Rover Range Rover
MSRP: $84,285
Insurance: $16,042

One of only two SUVs on the list, the Range Rover is capable of climbing mountains, but more at home in the city. Four-wheel drive and a supercharged V8 make this among the most powerful production vehicles on the market, while options like Sirius satellite radio and a rear-seat DVD system ensure creature comforts are never far off.
(C)Forbes

Do Car Dealers Favor Drop-Ins?

Customers without appointments are more pleased with their dealership service experience than those who plan ahead. The good news is, car quality is increasing industry-wide.

Customers who simply drop into a dealer for servicing a vehicle are generally more satisfied with their experience than those who make an appointment ahead of time, according to J.D. Power and Associates’ 2007 Customer Service Index (CSI). The annual study also found that owners are reporting fewer repairs, which means car quality on the whole is improving.

J.D. Power’s CSI gauges the satisfaction of customers who have brought their car into service departments during the first three years of ownership. Overall satisfaction is based on six factors: service initiation, service adviser, in-dealership experience, service delivery, service quality and user-friendly service.

Of the more than 84,000 respondents to the survey, over three-quarters report making an appointment with their dealership for repair or maintenance on their vehicle. But they’re not the ones who seem to be the happiest. Owners who drop in for vehicle service had satisfaction scores averaging 882 out of a possible 1,000 points, while those with scheduled appointments averaged 874 points.

“It may be a case where somebody who just dropped in — and for some of those people it may be an emergency situation where suddenly their car broke down — the dealer was able to take care of them and they are overjoyed,” said Tom Gauer, senior director of automotive retail research at J.D. Power.

But there’s a flip side to this. If the owners who come in off the street are getting the same treatment as those who made appointments in advance, the customers with appointments are going to report a less satisfying experience, hence skewing the numbers even further.

“When you go into the service drive of many dealers in the morning, which is when they’re busiest, often there’s no difference in the way people are handled in terms of whether they made an appointment or not,” Gauer said. “And so those that made an appointment that are stuck waiting in a line for 10 or 15 minutes to drop their car off wonder, ‘What was the point of making an appointment?’ It’s a frustration for those who do make an appointment that causes a little bit lower satisfaction on their part,” he said.

Some dealers do show higher levels of service to customers with appointments. Gauer cites a personal anecdote of a dealer he used to go to that would put an orange cone on the roof of cars whose owners made appointments and a white cone on top of cars whose owners didn’t make appointments. The cars with orange cones had three or four service advisers working on them, while those with white cones got only one adviser. “It’s something that varies at individual dealers,” Gauer said.

Maintenance Versus Repairs
More customers visit dealerships for maintenance than repairs, which J.D. Power interprets as a sign of the automotive industry’s continuing improvements in product quality. The percentage of maintenance visits increased by four points to 62 percent from last year; 38 percent of visits were for repairs, according to J.D. Power data.

“Overall in the industry, the quality of vehicles continues to get better and better,” said Gauer. “The incidence of product problems continues to drop, and the incidence of people bringing vehicles in for just maintenance is on the increase.”

J.D. Power’s CSI also ranks specific brands by customer service satisfaction, and Jaguar came in at No. 1, with 925 points out of a possible 1,000. In 2006, Jaguar was 4th on the list, with a score of 908. It also topped J.D. Power’s 2006 Sales Satisfaction Index rankings, which looks at the ability of a brand’s dealerships to manage the sales process, from product presentation to negotiation, financing and delivery.

“Jaguar has typically been a fairly strong performer,” Gauer said. “I think in 2003 they were ranked 11th in CSI in the industry. They moved up to 8th in 2004, up to 6th in 2005. So it’s not a matter of a sudden remarkable performance. They have the tendency of doing a very good job of being focused on the customer and taking care of the customer’s individual needs.”

It’s a good thing, because Jaguars need more repairs than the average luxury vehicle. J.D. Power reports Jaguar’s incidence of repair to be at 48 percent, versus the luxury-vehicle average of 41 percent. Basically what this means is that of the survey respondents, 48 percent of Jaguar owners reported needing a repair in their most recent visit, versus 41 percent in the overall luxury segment. But with regard to service, “they end up scoring a full 37 points higher than the premium average on the overall repair index,” Gauer said.

The J.D. Power and Associates CSI Study is based on responses gathered between January and April 2007 from 84,495 owners and lessees of 2004 to 2006 model year vehicles.
(C)Forbes

Top 20 Safety Features

The most significant and sought-after technology on modern vehicles makes the road safer for drivers, passengers, pedestrians and even animals.

We now have vehicles that can park themselves, car radios that can hold enough music for a cross-country trip and climate controls that can measure occupants' body temperature. But of all the great gadgets on cars these days, safety technology is by far the most vital—and the most in demand.
In a 2006 survey of 500 consumers conducted by Accenture, more than two-thirds of respondents ranked safety as the most important technology to have in their automobiles, and seven out of 10 were willing to pay extra for safety features. Accenture is the largest consulting firm in the world and is one of the largest computer sciences and software companies on the Fortune Global 500 list.

Safety technology has experienced a quantum leap in the last few years, with advances spurred by the government in an effort to lessen loss of life and injury, as well as automakers seeking a competitive edge. But it's equally driven by consumer awareness.

"Auto safety took a big step forward in the '90s, when there was a high awareness of ABS brakes and airbags," notes Charlie Vogelhiem, vice president, automotive development, with J.D. Power and Associates. "We saw that when people had a vehicle that didn't have airbags, for example, they were less inclined to keep it."

Below we highlight the top 20 auto-safety technologies currently available, ranging from the common to the cutting-edge. And if auto-safety tech follows the typical pattern, even innovative features currently found only on higher-end cars should trickle down to more affordable automobiles. "As consumers replace their existing vehicles and the technology price tag continues to decline," explains Accenture's Richard Spitzer, "[safety features] will be part of the deciding factor in the car purchase decision."

Pre-Collision Systems
This technology uses various methods to sense and prepare for a collision. When a sensor signals an impending crash, the system takes preemptive action such as pre-tensioning the seat belts, preloading the brakes and even aligning airbags to better protect occupants.

Electronic Stability Control
To help drivers maintain control, ESC compares steering and braking inputs with the car's lateral acceleration, rotation and individual wheel speeds. If a difference in the driver's intended path and that of the car is detected, brakes can be automatically applied and the throttle can be dialed back until the vehicle is back on track.

Brake Assist
This technology resulted from a study that determined that most drivers do not push the brake pedal hard enough in emergency situations. So when sensors detect "panic" braking, Brake Assist applies maximum brake boost and therefore decreases stopping distance.

Dynamic Head Restraints
Few people adjust their car's headrests properly to prevent whiplash, so some vehicles now come with active head restraints that move into more effective positions when a car is rear-ended. Volvo's Whiplash Protection System (WHIPS) and Saab's Active Head Restraint (SAHR) go a step further by getting the seats to help in mitigating whiplash injuries.

Dual-Stage Airbags
The National Highway Traffic Safety Administration (NHTSA) stipulated that all passenger cars and light trucks produced after September 2006 must include passenger-side front airbags that are automatically enabled or disabled depending on whether a front passenger is detected (typically by seat sensors), and some now deploy in stages depending on the severity of a crash or the weight of the front-seat passenger.

Side and Supplemental Airbags
Side airbags can greatly reduce injuries, since occupants are often more vulnerable than in front- or rear-end crashes, where there's more of a "crumple" zone to protect them. Side airbags are not mandated by the NHTSA, however, and auto manufacturers can decide where and how to deploy them, and whether they're a standard or optional feature. Some luxury cars also include supplemental airbags, such as with BMW's Active Knee Protection and Head Protection systems.

Blind Spot Warning Indication
The Volvo S80's Blind Spot Information System (BLIS) uses a camera on each side-view mirror to scan a driver's no-see zone and indicators in the corners of the front windows alert the driver to the presence of vehicles. The Side Assist in the Audi Q7 and Side Blind Zone Alert in the 2008 Buick Lucerne and Cadillac DTS and STS work in much the same fashion, except the indicators are located on the side-view mirrors, and GM's system use radar instead of cameras.

Lane Departure Warning System
Infiniti's Lane Departure Warning (LDW) System uses a camera in the rearview mirror to detect when the vehicle gets close to the lane marker and sounds an audible warning. GM will also offer the technology on the 2008 Cadillac DTS and STS, and Buick Lucerne.




Night-Vision Camera System
Hitting an animal or pedestrian while driving after dark is an accident night-vision cameras can help prevent. BMW's night-vision system senses thermal energy and Mercedes' projects infrared light in front of the vehicle, and both show night-vision images on a screen in the dash.

Adaptive Headlights
This technology directs light from the headlights in the direction that the steering wheel is turned, to help illuminate where the driver intends the car to go. A feature currently found only on higher-end cars, adaptive headlights will likely trickle down to more affordable vehicles.

Tire-Pressure Monitor
Starting in the 2008 model year, the Feds will require all new vehicles to include tire-pressure-monitoring systems, which use sensors to provide information on tire inflation to a display in the instrument panel. Vehicles ranging from sports cars to SUVs already allow drivers to check tire pressure on the fly, and some show pressure in individual tires.

Rollover Protection
Manufacturers first offered airbag systems that inflate from the headliner or ceiling in top-heavy SUVs to protect occupants in case of a rollover. Ford's Safety Canopy, for example, covers 65 percent of the window surface in the first two rows of seats in Ford, Mercury and Lincoln SUVs, and the system is also available on the Volvo and Land Rover SUVs, as well as on the Ford Freestyle, Five Hundred, Mercury Montego and the Volvo C70 convertible.

Head-Up Display
Looking away from the road for even a few seconds can be dangerous. By projecting vital information from the speedometer, tach or navigation system on the windshield, a head-up display (HUD) allows drivers to keep their eyes straight ahead.

Bluetooth Hands-Free Phone System
While head-up displays let you keep your eyes on the road, Bluetooth lets you keep your hands on the wheel when using a mobile phone. The technology establishes a wireless connection with a compatible phone so that calls can be made and received using buttons on the steering wheel and voice commands.

Voice Activation
Using voice activation, you can change a radio station or adjust the volume on the audio system, raise and lower the temperature of the climate control, even enter destinations into a nav system—all without lifting a hand off of the wheel.

Navigation Systems
GPS navigation systems take the guesswork out of getting where you're going—and are much safer than reading a map behind the wheel. They issue turn-by-turn guidance and will reroute you if you miss a turn.

Adaptive Cruise Control
Adaptive Cruise Control automatically keeps a safe distance between you and the car ahead so that the driver doesn't constantly have to adjust the speed. A radar sensor monitors the distance and speed of vehicles in front of you, and most systems allow selecting a gap with which you're most comfortable.

Rearview Camera
Rear-vision cameras first appeared on super-sized SUVs to help drivers see behind the vehicles. But they are now available on luxury and sports cars as well as minivans and crossovers. Some also include visual aids that allow aligning a vehicle with an intended parking spot.

Obstacle Sensors
As with rear-vision cameras, obstacle sensors can help make you aware of objects you wouldn't normally see. The systems detect objects in close proximity to the vehicle and issue audible and/or visual warnings.

Emergency Response
OnStar and similar telematics services are known for "concierge" features such as unlocking doors and providing directions. But in the case of an accident they can pinpoint your location and detect if an airbag has deployed so that emergency personnel can respond accordingly.

Heartbeat Monitor
The key fob remote for the 2007 Volvo S80 will not only tell you if someone has broken into the vehicle while you were away, but a heartbeat sensor will alert you if someone is hiding inside.

While safety technology can save lives, features such as electronic stability control can also give drivers a false sense of security. "People may not understand that if you don't maintain your brakes, for example, the stability control won't work properly," maintains Lauren Fit, a.k.a., The Car Coach. And while safety technology compensates for human error, it can't make up for lack of common sense. "Nothing takes the place of putting down the phone and paying attention to what you're doing," remarks J.D. Power's Charlie Vogelheim.
(C)MSN

Review: 2008 Ford Escape Hybrid

Ford's revamped small SUV hybrid combines cool technology with fuel-thrift economy.
MSN (Doug Newcomb's) Rating: 7.5 out of 10

Pros:
Great gas mileage for its class
Punchy performance
Vivid multifunction touch-screen display

Cons:
Noisier than most other hybrids
Lacks steering-wheel audio controls
No traction or stability control availableThe 2008 Ford Escape Hybrid goes further on less fuel and also treads a thin line between eco and macho.

The last time I drove an Escape was when Ford's cute ute first became available in 2001. A buddy and I took the XLT 4WD version down to Baja on a road trip, and by the time we crossed back into the U.S., we were impressed with the way the Explorer's baby brother handled Mexico's pot-holed blacktop and washboard dirt roads with equal aplomb.

The only bummer of the Baja trip was when the fuel tank ran dry on the drive back up the peninsula, after we ignored rule number one when driving in Mexico's Outback—always top off the tank when passing a gas station. With the 2008 Escape Hybrid's rated fuel economy—34/30 mpg highway/city, compared to 18/24 for the model we drove—we probably would have made it to the next gas station about 20 miles up the road.

Six Years Later
The year 2001 doesn't seem that long ago, but from a tech perspective the 2008 Escape Hybrid is light years ahead of the first-generation version we drove south of the border six years ago. This was pre-Prius, and even pre-iPod, and the new Escape's hybrid drivetrain and even its auxiliary input jack show how much technology has changed since then.

The Hybrid's 155-horsepower 2.3-liter Atkinson-cycle four-cylinder engine is mated to an electric motor driven by a 330-volt nickel-metal hydride battery that's recharged by regenerative braking. This fuel-sipping setup produces slightly more power than the equivalent-size 153-horsepower four banger in the original base model. And although it's more sluggish than the 200-hp V6 in the XLT version I first drove down in Baja, the Escape Hybrid didn't have any problems merging into freeway traffic or even overtaking slowpokes on a two-lane highway once I put my foot into it.

Handling was about what you'd expect for a near 3,600 pound small SUV: lots of body roll around sharper corners, and not quite as nimble as some of its sportier European and Japanese competitors. Braking was adequate if a bit stiff. The standard Escape uses hydraulic friction braking, but the Hybrid's regenerative braking system is combined with friction braking. Because of this, the Escape is the only Ford SUV without traction and stability control as standard features.

Engine Noise
Unlike other hybrids that initially run off the electric motor unless the battery is low or there's a significant load on the engine from, say, the climate control, the Escape's engine always fires up when the key is turned. Ford says this is based on comments from focus groups asking for more feedback and a feeling of control. Also, the Escape Hybrid's engine runs for longer periods than other hybrids I've driven, but Ford claims that it's more fuel-efficient to operate the engine at lower rpm when the throttle is closed rather than restarting it each time.

Subsequently, the Escape is not as quiet as other hybrids I've tested. However, most of my driving was done during a hot week in the summer and the engine doesn't shut down with the AC on since the compressor is driven off the engine. But the Escape Hybrid is quieter than any non-hybrid SUV in its class. The benefit of buying this vehicle is fuel economy, of course, which in my testing averaged around 30 mpg with equal amounts of city and highway driving.

Teched Out
The interior of the Hybrid Escape is far more teched-out than the first-generation version I took to Mexico. The test model came with the an optional DVD navigation system controlled by an exceptionally vivid 6.5-inch touch-screen monitor, which is bundled with an "Audiophile" sound system that includes a 6-disc CD changer and 320 watts powering seven speakers.

While it would be stretching it to describe the system as audiophile-quality, it does sound decent. But I didn't like that the position of the volume knob on the top left-hand corner of the head unit. Whenever I'd go to crank the volume, my hand inadvertently kept hitting the touch screen, and I'd invariably change the source. All the more reason for Ford to add steering-wheel-mounted audio controls, which would fit nicely on the right side of the wheel, opposite the cruise controls buttons.

With the nav system you also get an energy flow monitor that tracks power transfer between the engine, drive wheels and battery as well as overall fuel economy. This is augmented by an analog economy gauge in the instrument panel that shows whether power is flowing to or from the big battery in the back. The vehicle I tested also came with the Hybrid Premium Package, which adds a 110-volt power outlet in the center console.

Passive Aggressive
While the new Escape Hybrid treads softly on the planet, it has an aggressive presence, thanks in part to a recent redesign that brings its appearance in line with Ford's Super Duty trucks—and obviously to better match macho competitors like the Nissan Xterra. In fact, I wouldn't hesitate to take the 2008 Escape Hybrid back to Baja, where tough trucks rule. And I may even be tempted to pass Pemex stations without topping off the tank.
(C)MSN

Top 10 Passenger Cars

The most popular passenger cars on MSN Autos, based on visits to the site's vehicle research pages.

Passenger cars have traditionally come in small, midsize or full-size but a new entry-level class was introduced recently when automakers began making more fuel-efficient subcompact cars. However, small and midsize cars continue to be the bread and butter of the segment and it's evident on MSN Autos' most popular passenger cars list.

Japanese imports lead the way with the Honda Civic taking the number one spot for the fourth consecutive quarter. The next three spots are taken up by three of the best-selling cars in America in 2006: the Nissan Altima, Toyota Camry and Honda Accord.

The lone bright spot for domestics is the always popular Ford Mustang. It ranks fifth on the list followed by the most recognizable hybrid on the road today, the Toyota Prius. In fact, Toyota is the only automaker with four vehicles in the top ten.

The most popular list consists of nine imports with eight coming from Japan and one from Germany. The top ten is also comprised of five midsize cars, four small cars and one subcompact.

The list of the ten most popular passenger cars on MSN Autos is based on visits to the site's vehicle research pages between April and June of 2007. Here is the complete list:

1. Honda Civic
Over the years, Honda has shown the Civic can take on the shape of a sedan, coupe and hatchback. There is no hatchback version for the eighth generation but there is a sedan version of the Si for the first time ever. Sharing the same characteristics as the 197-horsepower Si Coupe, the Si Sedan comes in a 6-speed manual transmission with helical-type limited slip differential, 17-inch alloy wheels and a rear spoiler. For consumers who don't need all that power, opt for the more efficient DX, LE or EX which can get about 30/38 mpg on city/hwy.

2. Nissan Altima
Nissan introduced a redesigned version of the Altima for 2007 with distinctive styling. Built smaller than its predecessor, the midsize sedan has a smaller wheelbase and is shorter in overall length but is about a half-inch wider. For the first time a coupe version of the Altima is available and joins the lineup for 2008. Based on the sedan, the Altima coupe is smaller, shorter and lighter than the sedan but it shares similar interior design and features. The Altima also comes in a hybrid but it is only available in eight states so far.

3. Toyota Camry
The best-selling car in America continues its dominance in 2007 with more than 240,000 units sold in the first half of the year. Toyota redesigned the Camry to give it a richer look, roomier interior and the most powerful V6 ever. On top of that, the first-ever gasoline-electric Camry Hybrid also debuted for 2007 featuring an estimated fuel economy rating of 40 mpg in the city and 38 on the highway. The Camry is available in four trim levels—CE, LE, SE and XLE—and prices start at under $19,000 for the base CE with a 4-cylinder engine and manual transmission.

4. Honda Accord
Not long ago Honda held the top spot in U.S. car sales. Now the automaker is trying to regain that crown via the Accord, which was revamped in the 2006 model year. According to Automotive News, the Accord is third in passenger car sales in the first half of 2007. Available in a coupe or a sedan, the midsize car is fun to drive and comes with a laundry list of safety features. Although it's popular among families, Honda says the V6 sedan with a 6-speed manual is "designed to appeal to driving enthusiasts." The gasoline-electric hybrid is still available for 2007 but Honda has announced it will not produce it for 2008.

5. Ford Mustang
Ford's Mustang was given the retro look back in the 2005 model year. Its popularity has not waned and consumers have continued to give it a thumbs up by making it the most popular sports car on MSN Autos for six straight quarters. Available in a coupe or convertible, shoppers can also choose between a 210-horsepower V6 or a 300-horsepower V8. The convertible is more rigidly built than any pre-2005 Mustang convertibles with virtually no cowl shake. Affordability has kept the Mustang an attainable sports car with a starting price of under $20,000.

6. Toyota Prius
The most popular hybrid on MSN Autos also makes the top ten passenger cars list as well. Known for its great fuel economy, the Prius has become a mainstream vehicle since its introduction in 2000. One of Consumer Reports' Top Picks of 2007, the Prius is the most fuel-efficient vehicle in America with estimated 2008 EPA ratings at 48 mpg in the city and 45 mpg on the highway. Consumer Reports also gave the hybrid the best depreciating rating because of the ongoing demand and excellent reliability.

7. To