Ferrari 599 Review

2007 Ferrari 612 Scaglietti Coupe

Four-Seater Ferrari
This large and luxurious four-seat coupe is one of the fastest, most exclusive four-seaters around.

by Jim Gorzelany and Matthew de Paula



Larger and lighter than the 456M it replaced, the four-seat 612 Scaglietti is Ferrari’s most expensive model and the first to boast a chassis and body made entirely of aluminum. This is said to cut the vehicle’s weight by about 40 percent — versus a standard steel setup — and allow exceptional rigidity for a more refined ride and improved handling over the model it replaced.



The 612 Scaglietti carries over unchanged for 2006. Its engine and drivetrain are in the tradition of classic Ferraris: a large, twelve-cylinder up front driving the rear wheels. A version of the 5.7-liter V12 engine that is in the two-seat 575M Marinello puts out a landscape-blurring 540 hp and enables the 612 Scaglietti to reach 62 mph in 4.2 seconds with the standard six-speed manual transmission. The car can reach a top speed of 199 mph.

With a fuel-economy rating of just 10 mpg city/17 mpg highway, the car is subject to a federal gas-guzzler tax.

The understated styling is courtesy of famed Italian design house Pininfarina, which has a long history of designing Ferraris.

The engine is mounted entirely behind the front axle, and the transmission is in the rear of the car for optimum weight distribution (46/54 percent weight distribution front-to-rear with a driver onboard). This allows superior handling.

An optional sequential-manual “F1” six-speed transmission offers manual gear changes with paddles mounted behind the steering wheel — right paddle for upshifts, left paddle for downshifts — or can be left in automatic mode. A sport mode allows better acceleration by holding gears longer so that the engine can rev all the way to redline.

An adaptive suspension varies its calibration according to road conditions, firming up during spirited driving and softening over rough roads. A sport setting stiffens the suspension for the most spirited driving. Likewise, the car’s stability and traction control systems have a sport mode that allows more freedom to drive aggressively before intervening.

As befits its lightweight underpinnings, the 612 Scaglietti’s 2+2 interior is trimmed in aluminum, with impeccably handcrafted leather upholstery throughout. The contoured front sport seats are power-adjustable with a unique headrest design that can be raised and lowered electrically in conjunction with the seatbelt. The rear seat is large enough for two adults to be comfortable on short trips, and the trunk will fit several pieces of luggage.



The instrument panel features large, legible dials and a small screen to the left that displays ancillary information such as engine and oil temperature, or trip information like the number of miles driven. A head unit by Becker is clunky and slow and spoils an otherwise good sound system featuring Bose speakers. Even more odd, though, is the fact that the optional navigation system doesn't come with a color screen. Rudimentary line drawings of roads and intersections — no maps — are displayed on the small dot-matrix screen of the Becker head-unit. Fortunately, directions can be announced by a computerized voice.

Like most exotic cars, the 612 Scaglietti can be customized with any exterior color and interior trim of a client's choosing. Options include a full-size spare tire, special 19-inch wheels, run-flat tires, parking sensors and custom-fitted, six-piece leather luggage designed by Pininfarina. Pricing for these was not available.

Jaguar XK-Series Review

2008 Jaguar XK-Series XK Convertible

The Jaguar E-Type or XKE is widely regarded as one of the most beautiful, iconic cars of all time. Introduced in 1961, it has been lusted after ever since, appearing on teenage boys' bedroom walls, grown men's garages and in movies like the "Austin Powers" series, where it served as the international man of mystery's Shaguar. More than three decades since the XKE went to cat heaven, its spirit lives on in a new breed of sleek Jaguar coupes and convertibles. The latest Jaguar XK-Series maintains classic design cues like the oval grille, but adds a thoroughly modern all-aluminum body and high-tech features designed to better defend Britain against German competition.

After 22 years of the unloved Jaguar XJS, the XK name and spirit were revived in the late '90s with the stunning XK8 coupe and convertible. Powered by an all-new 290-horsepower V8, it was quick and capable of keeping up with the best of the sub-$100,000 luxury coupe rivals of the time. As its 10-year life wore on, however, the competition predictably began to surpass the XK8 and the high-performance XKR in terms of refinement and comfort.

For 2007, the Jaguar XK ditched the "8" in its name and dusted off several layers of old-school Jaguar heritage to reveal an all-new, more modern coupe and convertible. Sharing components with the XJ sedan's aluminum structure, the XK is lighter and more rigid -- actually 50 percent stiffer -- than the old XK8, Jag says. Its interior is a drastic departure from the typical Jaguar look, with a modern dashboard design featuring a more intuitive control layout. The biggest interior change is the availability of alloy trim in lieu of wood – although some may argue that a Jag without wood is like Tom Selleck without the mustache.

Current Jaguar XK-Series

The new Jaguar XK and supercharged XKR are available as a two-door coupe and convertible. The standard XK comes with a 4.2-liter V8 churning out 300 hp and 310 pound-feet of torque, while the XKR's supercharged version of the same engine pumps out 420 hp and 418 lb-ft of torque. Both models come standard with a six-speed automatic with steering-wheel-mounted paddle shifters for automanual control. Jaguar's old "J-gate" shifter has finally been replaced with a new design that could perhaps be called a Backwards L Gate or Upside-Down 7 Gate.

The XKR adds sportier interior trim, 19-inch wheels (versus 18s), a firmer suspension, retuned steering, larger front brakes and exterior modifications like an aluminum mesh grille. The XK's standard stability control program is reprogrammed for the XKR to allow the driver more leeway and the option of shutting it off completely.

In road tests and reviews, we've found the regular Jaguar XK to be a little disappointing in terms of acceleration; the coupe's 0-60-mph time of 6.4 seconds is about a second slower than some competitors' times. Both XKR models are expectedly much quicker, going from zero to 60 mph in 4.9 seconds. When driving calls for something other than a straight line, both XKs display impressive composure through high-speed sweeping turns. On tighter roads, though, they lack a nimble feel. One final aspect to consider before a purchase would be reliability. In the three XKs we drove, we discovered electrical gremlins involving the touchscreen interface that operates navigation, stereo and climate functions.

Past Jaguar XK models

They say cats have nine lives and quite appropriately, it takes a long time for Jaguar coupes and roadsters to die. The XKE survived from 1961-'74 before being replaced by the very different XJS, which languished in mediocrity for 22 years before being mercifully put out of its misery. By comparison, the 10-year-old XK8 was practically a kitten when it was replaced by today's XK.

The 1997 Jaguar XK8 debuted in coupe and convertible body styles, with the XKR arriving in 2000. The standard 290-hp 4.0-liter engine was Jaguar's first-ever V8 and only the fourth all-new engine in its history. We were impressed with its low-end torque and found that it accelerated from zero to 60 mph in 6.7 seconds. We also thought it was "a hoot to drive" with effortless acceleration, precise steering and a supple suspension.

Inside, the XK8 featured a classic Jaguar look with lots of Connolly leather and walnut trim. Although it began to look antiquated later in life with unintuitive controls and subpar materials, in the retro-crazed late '90s, it was certifiably chic. The car's cramped interior dimensions and small trunk were never in style, however.

In 2003, the Jaguar XK-Series engine was upgraded to 294 hp and 303 lb-ft of torque (from 284 lb-ft), sending the coupe from zero to 60 in 6.1 seconds – which is better than the current model. That year also saw a new six-speed automatic and more than 900 other mostly minor changes, none of which touched the still-attractive sheet metal. After that, the XK8 prowled about through 2006 without any significant updates.

The high-performance XKR featured a supercharged version of the 4.0-liter V8, making 370 hp and 387 lb-ft of torque. Zero to 60 mph in the coupe was accomplished in 5.1 seconds. The 2003 revisions also applied to the XKR, including a power boost to 390 hp and 399 lb-ft of torque.

Prior to the XK8, Jaguar offered the XJS coupe and convertible. The latter appeared in 1989, replacing the odd "Cabriolet" model, which featured a Jeep Wrangler-esque retractable roof that maintained the window frames. By 1990, a 262-hp 5.3-liter V12 was the standard engine. It was briefly replaced in 1993 by a 4.0-liter inline-6 making only 219 hp, but a new 278-hp, 6.0-liter V12 emerged in 1994 to complement the standard six-cylinder. A four-speed automatic replaced the ancient GM TH400 three-speed auto in 1993. In 1992, a new head- and taillight design debuted.

The XJS was actually heavier than today's XK, making it all the more slow, ponderous to drive and generally undesirable. Also, with its 1970s-era interior and Jaguar's notoriously poor reliability from this era, used-car shoppers should avoid the XJS as if it were a rabid cat in heat.

Jaguar XJ-Series Review

2008 Jaguar XJ-Series XJ8 Sedan Shown

The British have a penchant for revering (and some say clinging to) things past -- old buildings and dentistry from the 16th century, warm beer, 50-year-old double-decker Routemasters, the royal family and the Jaguar XJ. Introduced in 1968, the XJ's basic styling has strayed very little through three generations and several midlife redesigns. About the wildest thing to happen was the addition of square headlamps in 1990 -- and they were generally met with a smattering of jeers and "cor blimeys!"

The Jaguar XJ has never really been considered the cutting edge of full-size luxury sedans, but it has continuously been a niche model for those who consider luxury to be the quintessentially British look of abundant leather and veneered wood. Brushed aluminium, iDrive-like technologies and Japanese precision just won't cut it. Although features like digital gauges and navigation systems have been added over the years, the basic look has remained, even if it has occasionally clashed with such newfangled technology.

With the exception of its vintage duds, the present Jag XJ is a thoroughly modern luxury sedan. A lightweight aluminum frame, powerful V8 engines, active damping suspension, adaptive cruise control and high-tech features like navigation and Bluetooth keep this flagship sedan in step with competitors from Germany and Japan. Yet Jaguar's insistence on maintaining "timeless" styling has backfired, leading to disappointing sales at a time when it can ill afford any false starts (or whatever English rugby analogy would apply).

Current Jaguar XJ

Today's third-generation XJ was introduced for the 2004 model year, featuring an all-new aluminum chassis that is significantly stiffer and lighter than the previous steel structure. This added stiffness translates into better body control and more precise road feel, while the reduced heft makes for a quicker, more nimble-feeling car. The base engine is a naturally aspirated 4.2-liter V8 making 300 horsepower, while the XJR and Super V8 get a supercharged version of the same engine that churns out 400 hp. The only transmission offered is a six-speed automatic attached to Jaguar's classic and controversial J-gate shifter.

The Jaguar XJ is offered in two wheelbases and five trim levels. The XJ8 and supercharged XJR are short-wheelbase models, while the XJ8 L, Vanden Plas and supercharged Super V8 have long wheelbases. XJ8 and XJ8 L come with a respectable amount of equipment for a luxury sedan, while the Vanden Plas adds more luxurious trappings. The XJR is equipped for enhanced performance. The Super V8 is essentially a Vanden Plas with much of the XJR performance equipment, plus a few extra high-end features. Much of what is standard on the Vanden Plas and Super V8 is optional on the base XJ8 models.

The interior, much like the rest of the car, is a peculiar mix of current technology and heritage design. Burl walnut wood trim, chrome and supple leather are liberally strewn about, providing a coddling environment that would make the Fifth Duke of Wellington feel at home. Yet in reviews, we found this classic British style comes at the expense of ergonomics and general usability. Controls and switchgear are laid out illogically and set low in the dashboard, while their craftsmanship is not up to par. Whether considered "charming" or just "irritating," it would be nice if the XJ's cabin joined the 21st century.

Our road tests have shown the Jaguar XJ8 to deliver an isolated ride that filters out even the most punishing roads with little intrusion into the cabin. The soft suspension, though, tends to mask the car's stiffer body structure and good steering. On the other hand, the XJR (and to a lesser extent, the Super V8) makes the most of its advanced aluminum chassis. Its quicker steering, more aggressively tuned air suspension and 400-hp supercharged V8 prove that Jaguar can produce a luxury sedan that pleases enthusiasts and luxury-minded buyers alike.

Changes to this generation have been minimal. The long-wheelbase Vanden Plas and Super V8 didn't debut until 2005, while 2006 saw modest horsepower increases and the addition of technology like satellite radio and Bluetooth. A limited-edition Super V8 Portfolio model that added even more luxurious interior trappings was available that year. For 2008, the XJ was mildly restyled, adopting XK-style front fender vents and a more aggressive front fascia.

Past Jaguar XJ models

The first Jaguar XJ debuted in 1968 and lasted through 1987, while the second generation was on the prowl from 1987 (yes, both generations were offered that year) to 2003. The second generation started out with round headlights, but for 1990 adopted ungainly rectangular units that were met with disdain by Jaguar enthusiasts. On the whole, this era of the XJ (which ran to '94) was seen as one of the darkest, as it was plagued with various problems, many of which were electrical in nature.

For 1995's midcycle makeover, the round headlights returned, along with a sleeker, lower grille. The interior was also significantly revised to bring it into the 1990s, with improved materials and more up-to-date electronics. The traditional look remained, however, with radio and HVAC controls contained in a pod under a large swath of wood.

There were a number of different engines offered during the second generation's lifespan. The square-headlamp version came with a choice of either an inline-6 (3.6 liters and later 4.0) or a 6.0-liter V12. These models were referred to as the XJ6 and XJ12, respectively. The engines carried through the 1995 overhaul, with a supercharged, 310-hp version of the six-cylinder engine first appearing in the new XJR in 1995. The V12-powered XJ12 was dropped in 1997.

In 1998, Jaguar replaced the inline-6 engines with all-new V8s. A 4.0-liter V8 (290 hp) was found in the XJ8 (the "8" in the name signifying V8 power), while a supercharged version (370 hp) powered the XJR. A few years into this generation, the supercharged V8 became available in other XJs as well, namely the Vanden Plas Supercharged and Super V8 models.

Performance of the 1995-2003 XJs ranged from swift for the six-cylinder cars to thrilling for the supercharged V8 versions. Our road test of a 2000 Vanden Plas had that long-wheelbase luxury sedan sprinting to 60 mph in just 5.5 seconds. Ride and handling are composed but (except on the XJR) biased toward plush comfort, as one might expect of a vehicle whose cabin resembles an Edwardian parlor.

Jaguar S-Type Review

2008 Jaguar S-Type 4.2 Sedan Shown

The Jaguar S-Type is a bit of a throwback. Stately and posh, the S-Type's exterior design shows shades of the '60s Jaguar saloons, from which its designers cribbed generously. The distinct styling also distinguishes the S-Type from other luxury sport sedans on the market, which more typically feature sharp edges and angled surfaces.

At its debut for 2000, the Jaguar S-Type signified the first real fruit of the Ford-Jaguar partnership. Born as the classier-looking twin of the Lincoln LS, the S-Type was the brand's first true competing model in the modern midsize luxury segment.

Given the car's distinctive style and balanced approach to comfort and performance, the S-Type should prove to be a respectable purchase as a midsize luxury sedan. But new-car shoppers should be aware that Jaguar plans to discontinue the S-Type after the 2008 model year. As such, one of the car's more up-to-date competitors might be a better choice. Used-car shoppers will want to play close attention to the model's history, as Jaguar has been making continual improvements to rectify some early mistakes.

Current Jaguar S-Type

The Jaguar S-Type comes in one body style: a four-door sport sedan. Most people will instantly recognize the S-Type as a Jaguar, inside and out. The cabin is graced with burl walnut wood accents and lovely leather upholstery.

There are three trim levels available: base 3.0, V8-powered 4.2 and performance-themed R. The 3.0 trim comes equipped with a 235-horsepower 3.0-liter V6 while the 4.2 trim features a 300-hp 4.2-liter V8. The R performance trim has a supercharged version of the V8 that cranks out 400 hp. A six-speed automatic transmission sends power to the rear wheels on all trims.

Although each Jaguar S-Type is heavily equipped with premium features, the 4.2 trim is especially attractive. Not only does it come with the features found on the 3.0 trim (including dual-zone climate control and full power accessories), the 4.2 trim adds a 320-watt audio system with 10 speakers, a six-CD changer and a navigation system.

The supercharged S-Type R should appeal to performance-minded buyers. While it is capable of doing the 0-60 drill in just 5.3 seconds, there's more to the R than mere muscle. It is an all-around performer, equipped with larger disc brakes, an adjustable sport-tuned suspension system and 19-inch wheels. Adaptive radar-based cruise control is also available on the R.

In road and comparison tests, we found the Jaguar S-Type to be a refined drive. While the V6 feels smooth, its performance leans toward the sluggish side. The V8 engine, however, does the job. Despite the light steering and a soft suspension -- two deliberate traits of the brand -- the sedan nevertheless feels stable and confident through all manner of turns. For the S-Type R, its ultimate performance is no match for the best sport sedans from Germany. However, the car remains well-mannered and comfortable in all conditions.

Past Jaguar S-Type models

Although the S-Type has been around since 2000, it is still in its first generation. There have been some incremental changes over the years, mainly on the inside. Early S-Types suffered from a cheap-looking interior that borrowed too heavily from the Ford parts bin. But over the years, Jaguar has improved the cabin to the point where it looks and feels like a proper Jaguar.

Originally, Jaguar rated the S-Type's V6 at 240 hp and the V8 at 281 hp. A five-speed automatic was standard for both. The most important changes to the S-Type came in 2003, when the R trim was released. Jaguar also stiffened the body structure, upgraded the suspension and replaced the five-speed automatic with a new six-speed transmission. Jaguar also released a new five-speed manual transmission with the 3.0 trim that year. It was never popular with consumers, however, and Jaguar dropped it two years later.

Only minor equipment and styling changes have occurred since. In reviews of the S-Type, consumers typically praise the car's styling and features. They've commented unfavorably about its small trunk and the poor shift quality in earlier cars. The Jaguar's overall reputation for reliability is also not as good as those associated with other midsize luxury sedans from Japanese automakers.

Mitsubishi Lancer Evolution Review

2006 Mitsubishi Lancer Evolution IX 4dr Sedan Shown

While the process of modifying an otherwise average car for better performance is commonly associated with car owners and aftermarket parts, manufacturers occasionally dabble with their own such projects. One of the more popular cars of this ilk is the Mitsubishi Lancer Evolution.

The Evolution (or "Evo") is based on the Lancer compact sedan. The two cars don't have much in common, however. Whereas the regular Lancer is a perfectly adequate economy car that's easy to lose in a parking lot, the winged Evo is turbocharged, boisterous and ready to put down rubber on a racetrack.

The Mitsubishi Lancer Evolution was originally developed in the early 1990s to compete in the World Rally Championship (WRC) racing series and abide by homologation rules. Packing a powerful turbocharged engine and all-wheel drive, the Lancer Evolution quickly became a successful rally car. Early road-going versions of the Evo were originally just meant for the Japanese home market, but this didn't stop the car from developing a cult-like following around the world. Finally, for the 2003 model year, Mitsubishi started importing official, road-going Lancer Evolutions to the North American market.

The current Mitsubishi Lancer Evolution offers a level of performance typically found in European sports cars and sports sedans that cost considerably more. Only a few cars, in and outside of its class, can provide comparable engine power, precision handling and driving intensity.

But all of this performance comes with a sacrifice -- ride comfort. The Evo is an extreme car with extreme ride characteristics. Its tightly tuned suspension is unforgiving over the bumps and there is little cushion from the seats. The sedan also has a sparse, colorless interior with a center console that's straight from the 1990s.

The Mitsubishi Lancer Evolution comes only as a four-door sedan with three available trim levels: the base Evo "IX", the RS and the MR. All trims are powered by a dynamic 286-horsepower turbocharged 2.0-liter four-cylinder engine. They also come standard with an impressive all-wheel-drive system that's generally regarded as a technological marvel. A five-speed manual transmission is standard on the base and RS trims, while the MR gets a sportier six-speed manual. There is no automatic transmission option.

The Evolution is a pure driver's car and comes with few amenities. The top-of-the-line MR offers performance-driven upgrades, such as lightweight BBS wheels, sport-tuned Bilstein shocks and specially designed Yokohama tires for higher traction. An aluminum roof panel lowers the car's center of gravity and overall weight for improved handling.

A few select buyers will go for the Evolution RS, which is a stripped down, bare-bones, budget-priced trim. Mitsubishi removed the stereo, air-conditioning, power windows and even the Evolution's signature giant rear wing (among other things) from the standard Evo, reducing weight by close to 50 pounds. And with a gearbox that has been revised with tighter ratios for quicker acceleration, the RS clearly targets weekend racers and autocross enthusiasts who care more about lap times than ride comfort.

Through road and comparison tests, our editors found the Evolution to exhibit nearly perfect driving dynamics. With virtually no turbo lag, acceleration is seriously quick with a mid-5-second 0-60 time. Steering is pinpoint precise and predictable. An Active Center Differential, standard across all trims, manages power between the front and rear wheels for maximum traction in every situation. The tires grip extremely well, while the racing seats hold you tight in even the sharpest turns.

The one drawback to such inspiring performance is ride comfort. Even on the highway, the ride is unforgiving. The Evolution isn't your average four-door sedan. It's not built for road trips and you won't find the kind of standard or optional equipment you'd expect from your average family sedan.


There have been many versions of the Mitsubishi Lancer Evolution but only the latest have been officially imported to the U.S. market. Order is kept track via Roman numerals. Mitsubishi calls the current model Evolution IX, but it is very similar, both visually and mechanically, to the previous Evolution VIII. Mitsubishi has made a few improvements to the car over the years, such as small increases in horsepower and torque, improved aerodynamics and visual refreshes. In 2005, Mitsubishi began equipping all Evolutions with Active Center Differential, so consumers should generally try to look for the latest year possible.

Mitsubishi Eclipse Spyder Review

2008 Mitsubishi Eclipse Spyder GT Convertible Shown

The Mitsubishi Eclipse Spyder is a convertible version of the Eclipse coupe. In most regards, the Spyder provides a similar driving and ownership experience to the coupe, which means sleek styling, four-passenger seating, powerful engines and a reasonable amount of comfort.

In the affordable convertible segment, Mitsubishi has taken a balanced approach with the Spyder. With nimble and sporty two-seat roadsters on one end of the spectrum and four-seat family sedan-based convertibles on the other, the Eclipse sits comfortably in the middle. For most of its run, the Spyder's closest competitors have been convertible pony cars such as the Ford Mustang.

The Spyder has been available for all Eclipse generations except the first and has occasionally blipped out of existence as new generations of the Eclipse have debuted. Whether new or used, the Spyder should satisfy a shopper desiring a sporty two-door that provides plenty of wind-in-the-hair fun.

The latest Mitsubishi Eclipse Spyder is a new arrival for 2007. Like the coupe, it's built on the same platform used for Mitsubishi's Galant sedan and Endeavor SUV. There are two trim levels: GS and GT. The Eclipse Spyder GS is reasonably well equipped and comes with a 2.4-liter four-cylinder engine good for 162 horsepower. The main draw of the Eclipse Spyder GT is its 260-hp, 3.8-liter V6. Both models have a power-operated convertible soft top.

The GS can be equipped with either a five-speed manual or four-speed automatic transmission with a sequential-shift Sportronic mode. The GT comes with a six-speed manual, with a five-speed Sportronic automatic optional. All Eclipse Spyders are front-wheel drive.

In past Edmunds.com reviews, the Mitsubishi Eclipse Spyder has earned favorable commentary for its powerful V6 engine, comfortable front seating and well-suited nature for top-down cruising. Noted downsides include a hefty curb weight that dulls handling, sluggish acceleration on four-cylinder models, poor top-up outward visibility and a large turning radius.

There are two previous versions of the Eclipse Spyder. A Spyder was available for 2001-'05 model years of the third-generation Eclipse. Like the current model, it had underpinnings similar to the concurrent Galant and a power-operated top. This Eclipse is somewhat smaller than the current model, however, and less refined.

This generation's Spyder GS was powered by a 2.4-liter four-cylinder good for 147 hp. The GT had a 200-hp 3.0-liter V6. Both could be had with either a five-speed manual or four-speed automatic transmission. Though this Eclipse was fairly popular with consumers, it attracted little critical acclaim. In Edmunds.com tests, editors found that the car was not particularly fun to drive and had a noticeably low-quality interior.

The original Mitsubishi Eclipse Spyder was available from 1996-'99 and corresponded to the second-generation coupe. The GS model had a 141-hp four-cylinder engine, and the turbocharged GS-T was capable of 205 hp. A five-speed manual or a four-speed automatic were offered. The Spyder's top was a particularly nice one, with excellent insulation, one-touch power operation and a heated glass rear window. Rearward vision was compromised severely when the top was up, but the rear seat was retained and the car's structural integrity was impressive.

Mitsubishi Eclipse Review

2008 Mitsubishi Eclipse GS Hatchback

For more than a decade and a half, the Mitsubishi Eclipse has been one of America's more popular sport coupes. Its success can be attributed to several factors that have remained constant throughout its run, including sleek styling, powerful engines, a decent amount of comfort, and affordability.

Interestingly, these traits also describe the traditional domestic rear-drive sport coupe, and some have described the Mitsubishi Eclipse as the Japanese version of a pony car. They point out that the Eclipse has typically not been as nimble as other imported coupes, and has instead been best at straight-line performance. The Eclipse has also always been designed solely for the U.S. market and is a rarity in other parts of the world.

The original Eclipse was the result of a joint venture in the mid-'80s between Mitsubishi and Chrysler, known as Diamond Star Motors (DSM). For model-year 1990 at a plant in central Illinois, the partners started production of what was known as the Diamond Star triplets: similar versions of the same Mitsubishi-engineered car, including the Eclipse, the Eagle Talon and the Plymouth Laser. The DSM partnership no longer exists as it once did, and only the Eclipse remains in production.

In total, there have been four generations of the Eclipse. Measured in terms of all-around performance and design, the latest one can be considered the best yet. But earlier Eclipses, assuming they have been cared for properly, could become an affordable and enjoyable purchase for the budding sport coupe enthusiast.

The latest Mitsubishi Eclipse has been available since the 2006 model year. It has a hatchback body style and can seat up to four people. Mitsubishi builds it on the same platform used for its Galant sedan and Endeavor SUV. There are two trim levels: GS and GT. The Eclipse GS is reasonably well equipped and comes with a 2.4-liter four-cylinder engine good for 162 horsepower. The main draw of the Eclipse GT is its 263-hp, 3.8-liter V6.

Both versions are front-wheel drive. The GS can be equipped with either a five-speed manual or a four-speed automatic transmission with a sequential-shift Sportronic mode. The GT comes with a six-speed manual, with a five-speed Sportronic automatic optional. Popular options include a sunroof and a powerful Rockford Fosgate audio system.

In reviews, the Mitsubishi Eclipse has earned favorable commentary for its powerful V6 engine, comfortable front seating and stylish interior. Noted downsides include a hefty curb weight that dulls handling, sluggish acceleration on four-cylinder models and a large turning radius.

Most consumers shopping for a used Eclipse will encounter the third-generation model, which was sold from 2000-'05. Like the current model, it has a hatchback body style, front-wheel drive and four-cylinder or V6 power. It's smaller than the current model, however, and less refined. The RS and GS trims of this generation were powered by a 2.4-liter four-cylinder good for 154 hp. The GT had a 205-hp 3.0-liter V6. All could be had with either a five-speed manual transmission or four-speed automatic.

Although this Eclipse was fairly popular with consumers, it attracted little critical acclaim. In Edmunds.com tests, editors noted that the Eclipse was not as sporting as previous versions and had a low-quality interior. Nor did the car change much during its run, though in 2003 Mitsubishi added a GTS trim that had a slightly more powerful V6 (210 hp) and more standard equipment.

When new, the first- and second-generation Eclipses were considered some of the best affordable sport coupes available. The original debuted in 1990. This Eclipse was also a hatchback, and these early models can be identified by their pop-up style of headlights. There were four different trim levels, each offering its own mix of powertrains. The top-of-the line model was the Eclipse GSX, which boasted a 195-hp turbocharged four-cylinder engine and all-wheel drive. In 1992, minor updates were made, including the addition of fixed headlights.

Compared to the foreshortened, almost stubby first Mitsubishi Eclipse, the second version (1995-'99) seemed long, sleek and gorgeous. It was a bit bigger than the earlier car and in many ways very similar mechanically. Normally aspirated or turbocharged engines were again offered, as was front-wheel or all-wheel drive.

With any of these early models, poor resale values have sunk purchase prices to very attractive levels. But reliability has never been a strong point for the Eclipse, and finding a well-maintained one (especially a turbocharged model) will be key for the smart shopper.

Porsche GT3

Porsche’s new 2007 911 GT3 made its public debut at the Geneva Motor Show on February 28, 2006. The latest race-bred 911 sports coupe features a 415-horsepower naturally aspirated engine with an 8,400 rpm redline, an active suspension setup tuned for the track, and a mechanical limited-slip differential.

Serving as the homologation basis for Porsche’s 911 GT3 RSR racecar, the 911 GT3 provides enthusiasts with an uncompromising road car that can easily transition to weekend track-day outings. The 415-horsepower, 3.6-liter flat-Six engine produces a specific output of 115.3 horsepower-per-liter, among the highest of any naturally aspirated production car. The Boxer engine’s power peak is reached at 7,600 rpm, on the way to an 8,400 rpm redline -- 200 rpm beyond the previous GT3 model.

In addition to its high-revving characteristics, the Porsche GT3 engine’s performance has been fortified by careful attention to airflow rates. Changes to the variable intake system include a throttle valve enlarged from 76 to 82 millimeters, optimized cylinder heads, and a low-backpressure exhaust system.

To take advantage of the extended-rev characteristics of the engine, the 2007 911 GT3 features a revised six-speed manual transmission, with lower gear ratios for 2nd through 6th, as well as shortened shift-lever throws. A new change-up display, which illuminates the tachometer shortly before the relevant engine speed is reached, provides GT3 pilots with an additional signal to optimize shift timing.

The combination of a more powerful, higher-revving engine and shortened gear ratios produces impressive acceleration figures, allowing the 2007 911 GT3 to reach 60 mph from a standstill in 4.1 seconds, and 100 mph from a standing start in 8.7 seconds. The top test-track speed of the new 911 GT3 is 193 mph.

For the first time, the 911 GT3 boasts an active suspension. The standard Porsche Active Suspension Management (PASM) system offers two chassis in one: the basic configuration is similar to that of the previous model and is suitable for driving on alternating road surfaces. In Sport mode, the system provides even firmer damping, enabling more focused dynamics for the racetrack.

For the best possible transmission of engine power to the road, the GT3 is equipped with a comprehensive traction package, including new electronic Traction Control adapted from the Carrera GT, standard-equipment 19-inch sports tires, and a mechanical limited-slip differential. The new Traction Control setup features traction-slip and drag-torque control functions, allows the safe application of power under any driving conditions, and can be completely disabled if desired.

The 2007 Porsche 911 GT3 will be available in North America beginning in August 2006.

Porsche Cayman Review

2007 Porsche Cayman Coupe

Ever since Porsche introduced the midengine Boxster as a return to the "affordable" Porsche, enthusiasts have been clamoring for a hardtop version. The argument was that a version with a proper roof would be more rigid, less expensive, lighter and a better performer at the track than a convertible. Pleas were finally answered with the 2006 debut of the Porsche Cayman. Based on the second-generation Boxster, the Cayman coupe (whose name is said to reference an alligator indigenous to Central and South America) shares much of its mechanical midengine underpinnings with its drop-top sibling. However, it does wear unique and very attractive sheet metal.

The Porsche Cayman combines its drop-dead gorgeous looks with brakes that beg to be pushed hot into a corner, a chassis that gladly guides the driver around the apex and a choice of two engines that will enthusiastically sing as they slingshot you down the straightaway. Some of our editors who have driven the Cayman extensively report that its well-balanced chassis could actually handle considerably more power, and it's suspected that Porsche limited the Cayman's capabilities as not to overlap with its seminal 911.

If there's a complaint, it's that the Cayman is priced considerably more than its competitors, especially when a host of desirable options are selected. But when it comes to providing a combination of all-around performance, sublime driver interaction, day-to-day comfort and desirable prestige, we can't think of a better car in this segment than the Cayman.

Current Porsche Cayman

The midengine Porsche Cayman is offered in two models, the base Cayman and the Cayman S. The base Cayman is powered by a 2.7-liter six-cylinder boxer engine that produces 245 horsepower and 201 pound-feet of torque, backed by a five-speed manual transmission. Step up to the Cayman S and the engine expands to 3.4 liters and power grows to 295 hp and 250 lb-ft of torque. In addition, the number of cogs in the transmission increases to six. Optional on both models of the Cayman is a five-speed Tiptronic automatic transmission with a manual-shift mode.

When it comes to the suspension, the Porsche Cayman takes advantage of its stiffer-than-a-convertible structure by offering a level of handling and nimbleness that is a step above the capabilities of the Boxster. Safety aids include antilock brakes, traction control and stability control, all tuned to intervene only when absolutely necessary so as not to detract from the sporting nature of the Cayman. Optional is Porsche Active Suspension Management (PASM) which, via a variety of sensors, electronically and automatically adjusts the suspension to optimize either comfort or handling, depending on the setting and the driver's level of aggression. Larger wheels and tires round out the suspension options and help to improve braking. Braking performance is further enhanced on the Cayman S by optional carbon-ceramic brakes.

The interior accommodations take their cue from the Boxster and offer the typical Porsche combination of sport and luxury, with leather and metallic accents decorating the cabin. The leather-appointed seats possess the ability to both hold the driver in place during spirited maneuvers and to coddle driver and passenger during more serene outings. High-end audio and navigation are available on both Cayman models, though the base stereo offerings are disappointing for a car in this price range. Cargo room is generous for such a small and sporting vehicle, as the midengine layout allows for both fore and aft cargo areas that together equal the trunk space of a midsize family sedan.

Past Porsche Cayman Models

The Porsche Cayman made its debut in the 2006 model year. For the first year, only the Cayman S model was available. The base Cayman model launched for 2007.

Porsche Boxster Review

2007 Porsche Boxster Convertible

When it debuted in the late '90s, the Porsche Boxster ushered in an era of the more affordable Porsche convertible. Featuring a finely balanced midengine layout, sublime handling and steering, and the performance of a proven, sophisticated flat-6 engine, the Boxster quickly became part of the Porsche legend and one of the best-selling cars in the luxury roadster class.

There are several big-name competitors with equivalent cachet, but one drive in a Boxster is often all it takes to end a sports car shopping trip. Several evolutionary updates and detail changes through the years have kept the Boxster generally competitive in the face of faster and newer rivals. The latest version is the most powerful ever, with almost 300 horsepower available.

Inside, the quality of materials used has improved over the years and late-model Boxsters certainly project the aura of a premium sports car. With two ample cargo holds front and rear, the Boxster is a mostly practical daily driver, too. Though its competitive breeding can manifest an edgy nature that's sometimes a bit much around town or during lengthy commutes, our editors believe the Porsche Boxster is the quintessential top-down, high-speed weekend getaway device for two.

After a decade in production, the classically styled Porsche Boxster also remains a serious, purpose-built midengine sports car designed to travel hard and fast -- sometimes demanding a driver's undivided attention but rewarding the skilled pilot with razor-sharp feedback and unmatched thrills and satisfaction behind the wheel. If that's what you're after and you can swing a sometimes pricey bottom line, you couldn't convince us of a more compelling choice, new or used.

Current Porsche Boxster

Now in its second generation, the Boxster continues to be available in the base version or as the more powerful Boxster S. The base model has a horizontally opposed, 2.7-liter six-cylinder engine. Mounted amidships, it's rated at 245 hp and 201 pound-feet of torque. The Boxster S has a 3.4-liter version that produces 295 hp and 251 lb-ft of torque. A manual or automatic transmission is offered. Standard equipment on both models is respectable but most Boxsters leave the dealership floor with a fair number of additional options, which can elevate the price rather quickly.

In our reviews, the Porsche Boxster's midengine power and classic styling, not to mention its sublime steering and brakes and relative practicality, give it a level of desirability that's hard to deny -- particularly among true sports car enthusiasts. If you keep the options list under control, it can also provide unmatched luxury sports car value.

Past Porsche Boxster Models

The Boxster originally debuted for the 1997 model year. At the time, it was considered to be a key release for the brand. Porsche had been struggling financially through the early and mid '90s and the Boxster's affordability, classic styling and simplicity made it a huge hit with consumers.

The first-generation Porsche Boxster came with a power-operated soft top and a 201-hp, 2.5-liter flat-6 engine. In 2000, the big news was the addition of a second, even more focused S model. The Boxster S featured 250 hp, larger wheels and brakes and a more stiffly tuned suspension. In 2001, the tweaks mostly involved interior refinements in layout and materials quality. But underneath, the sophisticated Porsche Stability Management system was made available for both models. For 2004, Porsche increased the power output of both engines slightly.

The second-generation Boxster arrived for 2005. Porsche applied evolutionary changes to much of the car. The styling was subtly tweaked for a sleeker look and improved the quality and look of the interior. The base 2.7-liter six-cylinder gained a horsepower boost from 228 to 240, and the 3.2-liter six in the S increased from 258 to 280 hp. The current model's outputs went into effect for 2007.

Though reasonable for a luxury-sports roadster, the Porsche Boxster is still among the most expensive cars in its class. Of course, this matters less to a serious sports car shopper, as midengine cars are rare at any price point -- from an enthusiast's perspective, it's all about the Boxster's ability to perform precisely when driven hard. And that it does. But either way -- whether more recent or more than a few years old – a Boxster unladen with lots of expensive optional upgrades makes for a serious used sports car value.

Porsche 911 Review

2007 Porsche 911 Carrera 2 Convertible

With the exception of a few midengine models scattered over the decades, Porsche has built its fame and fortune on a single rear-engine sports car, the 911. From rather humble beginnings, the Porsche 911 has gone on to be one of the most influential and most recognizable vehicles in the world. Today's version of the car provides stunning levels of performance without sacrificing much in terms of day-to-day usability, and many Porsche purists still consider the 911 the only "real" Porsche.

The history of the Porsche 911 dates back to the 1960s. In 1965, it superseded the 356, Porsche's first production sports car. Like the 356, the 911 had a rear-mounted, air-cooled engine. This basic layout can be attributed to Ferdinand Porsche's original design for the VW Beetle (from which the 356 had its mechanical roots) and offered the practical economy-car benefits of tight packaging and enhanced traction.

Alas, what might have worked on a 24-horspower Bug suddenly became somewhat of a problem on a 160-hp sports car. In short, having that much mass at the rear of the 911 made it susceptible to massive oversteer. There are countless stories of drivers of earlier Porsche 911s entering a turn too hot, intuitively lifting off the throttle and being left hapless as their shiny Porsche pirouetted off into the bushes. Or worse.

Surprisingly, this basic configuration of a horizontally opposed six-cylinder engine driving and hanging over the rear wheels has held true through each one of the 911's 10 generations. Thankfully, Porsche's engineers have been making continual improvements to quell the car's peculiarities while keeping its distinctive attributes of lightness, responsiveness and power. The 911 has also had enormous success as a racecar and spawned many iconic variants, such as the Turbo, Carrera RS and GT3.

For the sports car shopper, a wide choice of drivetrains and body styles through the years means there should be a new or used 911 that fits one's desires. And although other sports cars have been able to outperform the 911 in one area or another, nothing has yet to match Porsche's overall blend of performance, practicality and that endearing connection between car and driver.

The current Porsche 911 was revamped in 2005 and the update brought with it a return to the classic 911 face with the headlights and turn signals as separate units. Among the many subtle but important changes is a wider track for better handling, larger wheels and tires, an available active suspension system and a much improved interior in terms of materials quality, comfort and ergonomics. There are essentially 10 models available, Carrera and Carrera S (both of which are available with all-wheel drive -- indicated by a "4" after the "Carrera" -- and as coupes or cabriolets), the weekend-racer-oriented Club coupe and the ferocious Turbo.

According to our road tests, Porsche has once again improved the 911 without taking away any of its lovable character. At once refined and visceral, the 911 is equally comfortable tearing through a twisty road as it is smoothly dealing with the daily commute. In short, the car offers world-class performance while being more than civilized enough to serve as a daily driver. And the "base" 911 Carrera should be more than enough, as that car will blast to 60 mph in less than 5 seconds and hit a top speed approaching 180 mph.

The previous (ninth) generation Porsche 911 (1999-2004) marked the first time water cooling was used for the car's flat-six engine. Styling was an evolutionary step but the front end, especially the lighting clusters, was identical to the Boxster. The switch to water cooling and the Boxster-like nose left many 911 fans irked. There was, however, no dissatisfaction with the increased performance, thanks to a jump to 300 horsepower (and later, 320) for the standard 911 and a heady 415 hp in the Turbo.

The eighth generation (1995-'98) marked the last of the air-cooled 911s, which were now producing 270 horsepower. This era also brought a glass-topped targa model and saw the Turbo put out 400 hp and adopt all-wheel drive. For some 911 buffs, these are considered the last "real" 911s. The seventh-generation car (1990-'94) brought smoothly integrated bumpers along with available all-wheel drive and the Tiptronic automatic gearbox. Standard Carreras at this time were pumping out 247 hp while the Turbo's output ranged from 315 hp to 355 hp.

According to consumer feedback in our forums, any one of these Porsche 911s will provide plenty of thrilling performance and should prove to be fairly reliable, though as expected, maintenance is pricey.

Mercedes-Benz SLR McLaren Review

South Africa might seem a strange place to launch a 200-mph exotic sports-GT car that will find owners mainly in the U.S. and western Europe. More so when you consider that the most significant achievement by an SLR model was in Italy, at the Mille Miglia event of 1955. But Mercedes-Benz has conducted operations in South Africa for more than 45 years, including complete vehicle assembly. More important, the weather in mid-November is fabulous.

Piloting these left-drive-only coupes in a right-hand-drive market took only a short adjustment, leaving us free to enjoy the SLR’s addictive power against the spectacularly scenic backdrop of the Cape mountains. The audio soundtrack wasn’t bad, either, with a muted but shrill scream of a twin-screw Lysholm blower accompanying a distinctly staccato roar from the 617-hp V-8’s side pipes every time the driver stabbed the pedal.

Each of the engine’s cylinder banks enjoys a stream of condensed intake air from separate intercoolers, together producing a torque curve quite similar to the profile of Cape Town’s Table Mountain. There is already 440 pound-feet of torque by 1500 rpm, and well over 500 pound-feet between 3000 and 5000 rpm. This lends mind-boggling elasticity to the SLR, with passing performance that has to be felt to be appreciated.

We’ve become fairly accustomed to huge output from AMG-built engines, but most of those are housed in conventional steel models weighing quite a bit more than the 3800-pound, carbon-fiber-bodied SLR. This isn’t exactly svelte when one considers that carbon fiber weighs half as much as steel. Mercedes claims 3.8 seconds for the 0-to-60-mph scramble, and we think that might be a conservative estimate.

The carbon-fiber structure, produced in an all-new facility in Woking, England, is the real story of the SLR, and it celebrates the relationship between Mercedes-Benz and McLaren in the Formula 1 circus. Under McLaren’s management, this new plant conducts the high-tech assembly procedures that will give birth to 3500 examples of the SLR over the next seven years.

This carbon-fiber road car exploits that material’s amazing strength and feathery weight for high performance and safety. The entire body is a composite molding, with beautiful front and rear aluminum subframes bolted and bonded to the tub to mount the engine and undercarriage. Below the tub is a completely flat underbody.

When you flip open the long clamshell hood, it’s a surprise to see how little of the exposed interior is filled by the engine. For optimal weight distribution (the percentage, front to rear, is 51/49), the engine protrudes only two or so feet forward of the base of the windshield. Ahead of that is a monstrous snorkel reaching for cool air rushing in around the three-pointed star.

Other neat features visible under the hood are the forged-aluminum double control arms, along with an anti-roll bar mounted above the suspension and torqued by a Formula 1–style rocker assembly.

Mercedes-Benz SL-Class Review

2008 Mercedes-Benz SL-Class SL65 AMG Convertible Shown

Easily one of the most recognizable automotive icons of the last half century, the Mercedes-Benz SL-Class has long epitomized elegance and performance in the grand touring coupe/roadster segments. From the early 300SL models of the 1950s to the present-day retractable hardtops, this two-seater has never wavered from offering the best that Mercedes-Benz could offer.

Initially powered solely by various six-cylinder engines, the Mercedes-Benz SL-Class switched to V8 power in the '70s, and in the early '90s began to offer inline-6 and V12 engines as well. That latter time period also marked when the company adopted AMG, a tuning firm that had offered engine and suspension upgrades for various Mercedes-Benz models since the early 1970s. As testament to the power of this union, the current Mercedes-Benz SL65 AMG makes an incredible 604 horsepower, making it one of the most powerful cars on the planet.

Regardless of what year SL you may consider, you can be certain that it will have cutting-edge technology and a comfortable cockpit. The downside to packing in all those safety and luxury features is that the SL typically weighs 2 tons or more. So even though it boasts strong performance and handling, a Benz SL isn't going to feel nimble in the vein of a pure, elemental sports car. Nor does all of this excellence come cheap. But for most shoppers, particularly those looking at the current generation, the SL is hard to beat.

Current Mercedes-Benz SL-Class

Debuting in 2003, the current Mercedes-Benz SL-Class luxury roadster has been one of our editors' favorite vehicles of any sort. In fact, it has been a winner or runner-up for our Editors' Most WantedSM> award every year since its debut. With its retractable hardtop that requires just the touch of a button to raise or lower, the latest SL offers the fun of an open roadster along with the security and quiet comfort of a closed coupe.

All current Mercedes-Benz SL-Class models are rear-drive and offer a wide variety of engines that are all teamed with automatic transmissions (a five- or seven-speed unit, depending on trim level). Even the least potent SL, the SL550, sports a 5.5-liter V8 with 382 horsepower. Next up is the SL55 AMG, which features a supercharged 5.4-liter V8 making 510 hp. A 5.5-liter, twin-turbocharged V12 in the SL600 also makes 510 hp, but puts out 612 pound-feet of torque, nearly 100 more than the SL55. Should those be inadequate, there is the SL65 AMG, whose 604 hp and 738 lb-ft allow it to hit 60 mph in just 3.9 seconds. The SL65's top speed (as with all high-performance Benzes) is electronically limited to 155 mph.

Handling is also a strong point, with Active Body Control (optional on some trims) keeping the SL eerily flat when ripping through a set of S turns. This athleticism doesn't come at the expense of ride comfort either, as the SL absorbs nasty bumps in the road without drama or excess body motion.

With its effortless performance, adaptive suspension, fast-retracting hardtop and wealth of luxury and safety features, we've found it easy to fall in love with the latest SL. Our complaints are few, centering chiefly on the multifunction COMAND interface that requires a fair amount of reading and time to master.

Upon the current generation's release for '03, the SL lineup consisted of just the SL500 (5.0-liter V8 with 302 hp), but it was joined by the SL55 (493 hp) a few months later. The SL600 (also making 493 hp) debuted in 2004, as did a seven-speed automatic for the SL500 and Keyless Go (which allowed the car to be entered and started without using a key). The following year the SL65 bowed, while 2007 saw more power not only for the entry-level SL (hence the name change to SL550) but also for the SL55 and SL600.

Past Mercedes-Benz SL-Class models

The chief differences between the current car and the long-running 1990-2002 generation are styling, a soft top (versus a retractable hardtop in the current car) and ultimate performance.

The 1990-2002 Mercedes-Benz SL-Class offered six-, eight- and 12-cylinder engine choices. Prior to 1994, the cars were named slightly differently, as the numbers came before the letters. Six-cylinder cars (300SL and SL320) made 228 hp, the 500SL/SL500 offered 322 or 302 hp (depending on the year) and the 600SL/SL600 made 389 hp. The sixes could be matched to either a five-speed manual or five-speed automatic, while the V8 and V12 versions initially came with a four-speed automatic only. (They were upgraded to a five-speed unit in 1996.) Apart from a navigation system, these cars could be had with most any luxury and safety feature, such as dual-zone climate control, integrated cell phone, HID headlights and stability control.

Although this generation of the Mercedes SL offered spirited performance, decent handling and plenty of luxury, the driving dynamics proved disappointing to our staff. The culprits were steering that felt somewhat loose on center, a platform that lacked this marque's typically solid feel (giving rise to interior squeaks) and brakes that, although strong in panic situations, felt mushy in normal use. At the time, we also felt the Benz SL was overpriced compared to other competing luxury roadsters, though depreciation has largely negated this potential drawback.

With a run that lasted 18 model years, the 1972-'89 SL was much simpler, both in terms of the vehicle itself and trim levels, than the ones that followed. This SL was powered by various V8 engines, starting with a 4.5-liter (around 180-200 hp), changing to a 3.8-liter of just 155 hp and then adopting a stout 5.6-liter (227 hp) for the final years. The names of these SLs went from 350SL (only for 1972) to 450SL, 380SL and then 560SL. Although you may see a 500SL advertised, be warned that it's a gray-market car, a European version modified by some unknown shop to meet U.S. emissions and crash standards. For obvious reasons, we recommend you steer clear of a gray-market example.

Mercedes-Benz S-Class Review

2008 Mercedes-Benz S-Class S550 Sedan

The Mercedes-Benz S-Class is as synonymous with state-of-the-art luxury and safety features as it is with country club prestige. As Mercedes' largest sedan, the S-Class offers the most room for rear-seat passengers, making it a favorite of wealthy dads and heads of state alike.

Mercedes has used its flagship sedan to pioneer many modern technologies, such as airbags, antilock brakes and stability control. And though the most popular versions like the S430, S500 and S550 have been powered by V8s, some of the earlier cars could be had with six-cylinder and diesel engines as well. Since the '90s, Mercedes has also offered the V12-powered S600.

A choice of standard or long-wheelbase has been a longstanding tradition, though more recent years have seen just the longer ones imported to the North American market. Even AMG, Mercedes' in-house tuning division, has imbued the S-Class with its magic, giving this substantial luxury sedan performance equal to that of a sports car.

Before the 1990s, the S-Class' chief competition was the BMW 7 Series sedan, which like the Benz could be had with six- or eight-cylinder power and also offered standard and long-wheelbase variants. Now the big Mercedes faces rivals from Audi, Jaguar and Lexus as well, all of whom offer powerful, long-wheelbase flagships stocked with every conceivable luxury feature known to mankind. In spite of the pressure from these worthy opponents, the finely engineered and crafted Mercedes-Benz S-Class still stands as a solid choice is this lofty segment.

Current Mercedes-Benz S-Class

Debuting in 2007, the current Mercedes-Benz S-Class heralded a new styling direction for the company, meaning aggressive wheelwell flares and a wedgelike profile that's emphasized with a rising character line. The cabin now has a multifunction controller (similar to but easier to use than BMW's iDrive setup) mounted between the seats, which reduces the number of buttons on the dash. There are five trim levels: S550 (382-horsepower V8), S550 4Matic (S550 with all-wheel-drive), S600 (510-hp twin-turbo V12), S63 AMG (518-hp V8) and S65 AMG (604-hp twin turbo V12). All S-Class trims are equipped with an automatic transmission (seven speeds in all but the V12 versions, which have a five-speed unit).

Luxury feature highlights include a navigation system, hands-free cell phone communication, a Harman Kardon audio system and of course, rich leather and wood trim. The AMG versions add 20-inch alloy wheels, an active suspension, larger brakes, sport seats and specific interior and exterior styling tweaks. Optional features for the V8 models, such as a keyless entry and start system, adaptive cruise control and an infrared night vision system, are almost all standard on the V12 models.

With even the "entry-level" model having nearly 400 hp, the S-Class provides stunning performance. Zero-to-60-mph times range from the low-4-second to low-6-second range -- seriously quick by any standard, let alone when one is referring to a large luxury sedan. Handling and ride dynamics are impressive as well, as the S-Class' athleticism on a twisty road makes it feel much lighter than its 2-tons-plus mass would suggest.

Past Mercedes-Benz S-Class models

The fourth generation of the S-Class ran from 2000-'06 and was lighter and sleeker than the massive version that preceded it, making it more preferable for driving enthusiasts. Two versions were offered initially, both V8s: the S430 (275 hp) and the S500 (302 hp). The V12-powered S600 (362 hp) debuted a year later, as did the AMG version, the S55 (354 hp). A midcycle refresh in '03 brought lightly revised light clusters, the availability of all-wheel drive (called 4Matic) and a big boost in power for the S55 and S600 (both rated at 493 hp). A seven-speed automatic came on line in '04. Hitting both ends of the spectrum for '06, the S350 brought back six-cylinder power (241 hp) while the S65 AMG offered no less than 604 hp.

With many of these cars available as "certified pre-owned" (meaning a pristine, lower-mileage example with all maintenance up to date and an extended warranty), this generation represents the best choice for a consumer looking to get into an S-Class Benz that should serve them for a long time without having to spend a small fortune. In reviews of the time, our editors were impressed by the car's spacious interior and state-of-the-art safety features. Downsides to this generation included a complicated control interface (the COMAND system) and some interior materials that seemed too low in quality for Mercedes' flagship.

Running from 1992-'99, the third generation of the Mercedes-Benz S-Class represented a big step in the ultra-luxury direction. Fitted with dual-pane windows and the availability of V12 power for the first time, this S-Class gained nearly 600 pounds compared to the previous car. Four trims were offered, ranging from the S320 (228-hp inline-6) and S420 (275-hp V8) to the S500 (315-hp V8) and S600 (389-hp V12). If you are considering the purchase of one of these, be forewarned that (as with any complex, high-end luxury vehicle) a clean Carfax report and an impeccable maintenance record are musts.

The S-Class cars of the second generation (1981-'91) were offered in turbodiesel (300SD, 350SD/SDL), inline-6 (300SE/SEL) and V8 (380 SE/SEL, 420 SEL, 560 SEL) versions. This is the generation that introduced cutting-edge safety technology such as airbags and antilock brakes as standard equipment. Perhaps the least desirable of the lot are the 380 series, which made just 155 hp and were prone to timing chain failures. Chances are good that if you find a used 380-series, it will have been retrofitted with a double timing chain. Diesel versions are known for their incredible longevity and it's not unusual to find an example with mileage approaching 300,000 on its original powertrain.

Mercedes-Benz CLS-Class Review

2008 Mercedes-Benz CLS-Class CLS550 Sedan

When it comes to shaking up the luxury car world, no amount of power, technological sophistication or supple leather in the cabin can top an alluring design. More stunning in person than even the most flattering photography might suggest, the coupelike Mercedes CLS-Class has a visual presence that few other luxury sedans can match. And that is something that's not likely to change for some time to come.

The Mercedes-Benz CLS-Class offers a level of athleticism and sumptuousness that in the past has been difficult to find in one car. Although it makes use of a number of unique pieces throughout, a lot of the underlying structure and hardware comes from the well-regarded E-Class. The engines in the CLS550 and CLS63 AMG, for example, are shared with its brethren and are connected to Mercedes' excellent seven-speed automatic transmission with manual-shift capability.

While its rakish visage does wonders for the CLS' image, it also reduces interior dimensions in several key areas. Up front, the effects are minimal as the CLS feels every bit as accommodating as Mercedes' full-size luxury flagship. But in back, its dimensions are tighter in nearly every direction when compared to more mainstream sedans. Additionally, the small rear windows can make occupants feel closed in.

But these are pretty minor complaints. The Mercedes-Benz CLS-Class isn't really a case of form over function; rather, it's a rare combination of the two that makes them satisfyingly complementary. For the luxury car buyer who desires distinctive styling, strong performance and a sumptuous interior, the CLS is easy to recommend.

Current Mercedes-Benz CLS-Class

The Mercedes-Benz CLS is available as the CLS550 or the CLS63 AMG. For both models, expect all the typical powered controls and luxury accoutrements. Mercedes' Airmatic suspension system comes standard, too, giving the CLS enough adjustability to suit every type of driver. Left in its standard comfort mode, it responds with typical luxury car motions -- soft when it needs to be and stiff enough to maintain sufficient control at all times. Additional settings programmed for more aggressive driving are available should you desire more precisely controlled handling.

As the rear-wheel-drive CLS is meant to be a relatively exclusive and upscale car, Mercedes hasn't bothered to offer a V6-powered model. Rather, the lineup starts with the CLS550. It's equipped with a 5.5-liter V8 developing 382 horsepower and 391 pound-feet of torque. The CLS63 AMG has a 6.2-liter V8 that makes 507 hp and 465 lb-ft. A seven-speed automatic with Sportronic manual-shift capability is the sole gearbox for both trims. Paddle shifters are standard on the CLS63 and optional on the CLS550.

With so many gears at its disposal, the CLS is never far from its sweet spot -- making the sizable luxury sedan feel just as quick as its horsepower number might suggest. Response from the advanced, world-class transmission is satisfyingly quick. Mercedes says the CLS63 AMG needs only 4.5 seconds to hit 60 mph.

Inside the cockpit, sweeping wood panels, chrome trim surrounds, premium materials and beautiful detailing set the CLS apart. However, the car's coupelike roof line and tighter door openings can make getting in and out of the rear seats more difficult. Once in place, the aft quarters are surprisingly accommodating. Six-footers might brush their heads, but plenty of leg and shoulder room keep it otherwise comfortable. The short windows make it feel less airy than a typical sedan, but compared to a traditional two-door coupe, the Mercedes-Benz CLS is legitimately comfortable in back rather than merely tolerable.

Although it's about 5 inches longer than its midsize stablemate, the CLS550 weighs only a few pounds more. Transitioning from one curve to the next makes it obvious that this is no full-size land yacht. Unlike its larger sibling that reminds you of its size when pushed, the CLS550 invites spirited driving at every turn thanks to its quicker steering and reduced body roll. The CLS63 AMG, meanwhile, pushes the envelope even further thanks to its sport-tuned suspension, more powerful brakes, and bigger wheels and tires.

Past Mercedes-Benz CLS-Class models

Mercedes-Benz introduced the stunning, performance-oriented CLS500 sedan in 2006. As the CLS500's name suggests, it came with a 5.0-liter V8 rated at 306 hp. In that first year, Mercedes also offered the 469-hp CLS55 AMG. These models were superseded by the CLS550 and CLS63 AMG for 2007.

Mercedes-Benz CLK-Class Review

2008 Mercedes-Benz CLK-Class CLK350 Convertible

Throughout most of the 1980s and '90s, Mercedes seemed to focus strictly on the business side of the luxury spectrum by producing sedans, sedans and, well, more sedans. With the exception of one stratospherically priced roadster, style seemed to be a secondary concern, and there was nary a two-door to be found.

The Mercedes-Benz CLK-Class put an end to that. Born as a coupe first and a cabriolet (convertible) second, the CLK combined a curvy, low-slung body with four-seat practicality at a price digestible to the moderately wealthy masses. To no one's surprise, it was a hit.

Like its competitors, the Mercedes-Benz CLK traces the majority of its mechanicals to an existing sedan -- in this case, the compact C-Class. However, Mercedes has always tried to position the CLK as a higher entity than its entry-luxury source material. To that end, the company has offered the CLK with engines and transmissions from the more upscale E-Class, and the first-generation CLK even went so far as to crib its front styling from the E-Class of the time. Unfortunately, Mercedes has also felt that this higher pedigree deserved higher pricing, too.

But the sum of the CLK's parts has mostly gone over well with us. Both CLK generations offer refined road manners, a sufficient amount of sportiness and the expected levels of Mercedes-Benz luxury, safety and prestige. And while the CLK's interior control layout might be too complicated for its own good, this coupe and convertible pair does a passable job of seating four adults -- and remains the only two-door Benz besides the ultra-expensive CL-Class that can make such a claim.

Most Recent Mercedes-Benz CLK-Class

While the design of this current (second-generation) Mercedes-Benz CLK only dates back a few years, engine changes have altered the names of every family member during the model cycle. Currently, both the coupe and convertible come as a CLK350 powered by a 3.5-liter V6 with 268 horsepower and a CLK550 powered by a 5.4-liter V8 with 382 hp. A seven-speed automatic transmission drives the rear wheels of all CLKs.

For buyers needing still more, Mercedes' AMG in-house performance division offers a CLK63 AMG coupe and convertible. The CLK63 convertible is the more mainstream of the two -- that is, if you can call a car with a 475-hp 6.2-liter V8 mainstream. The AMG coupe, known as the CLK63 AMG Black Series, is an altogether different animal. In addition to getting an even 500 hp from its 6.2-liter, this special car incorporates a fully adjustable, track-tuned suspension and numerous weight-saving measures (including the removal of the backseat). Both AMG cars use modified versions of the seven-speed automatic.

Major standard equipment on the CLK350 includes 17-inch alloy wheels, leather upholstery, power seats, dual-zone climate control and a power tilt-telescoping steering wheel. Interior accommodations are airy in CLK coupes, thanks to their B-pillarless design; CLK convertibles have a quick-acting power-operated cloth top. In addition to their extra power, CLK550 models add a body kit, different-colored interior pieces and paddle shifters for the automatic transmission.

The Mercedes-Benz CLK63 convertible adds a sport-tuned suspension, performance exhaust, laterally bolstered front seats, seat heaters, two-tone leather, aluminum trim and an upgraded stereo. Compared to the CLK63 convertible, the Black Series coupe features harder-edged running gear including larger brakes, lightweight wheels and stickier tires. Inside, it's outfitted more like a racecar, dispensing with the typical myriad of power seat adjustments in favor of true sport seats with manual fore/aft adjustment. It also does without side airbags, but otherwise has all the safety equipment of other CLKs, including stability control.

We've generally been pleased with the driving character of the current Mercedes-Benz CLK-Class, although in non-AMG form, it's definitely more of a grand touring car than a sport coupe. The steering is slower than we'd like, but it's more precise than that of the previous model, and overall, the CLK350 and CLK550 handle fairly nimbly while riding comfortably. They're plenty quick, too.

As you'd expect, the faster CLK63s are firmer-riding on the expressway, but there's a payoff in balance and grip through the corners. The CLK63 AMG Black Series coupe is a particularly impressive machine in this environment and that's no surprise considering its origins: It's basically a street-legal version of the Formula One pace car and is, without a doubt, Mercedes' most serious performance car besides the SLR McLaren. A limited run of 700 cars worldwide should ensure instant collectible status.

Black Series aside, there's a lot to like in the Mercedes-Benz CLK-Class, though there are two major caveats for would-be buyers. First is its high price tag, which leaves the CLK thousands of dollars out of whack from its closest competitor, the BMW 3 Series, but still unable to equal the more elite 6 Series in either performance or prestige. The second issue is that despite the CLK's formidable power, it simply isn't as engaging to drive as either of these Bimmers.

If you're interested in purchasing a used, second-generation CLK, there are a few changes to be aware of. This line of CLK originated in 2003. First came the coupes, which at the time were a CLK320 with a 215-hp 3.2-liter V6, a CLK500 with a 302-hp 5.0-liter V8 and a CLK55 AMG with a 362-hp 5.4-liter V8. Convertible equivalents to all three joined for 2004.

In 2005, the CLK500 switched from a five-speed automatic to the current seven-speed automatic transmission. This was also the last year the CLK55 AMG was available in coupe form, and the year the navigation system switched from a CD-based to a DVD-based unit.

The following year, the CLK320 became the CLK350 (and also adapted the seven-speed), while 2007 was when the CLK500 and CLK55 converted to the current CLK550 and CLK63 AMG, respectively. During the transition, the CLK63 convertible adopted a sport-tuned version of the seven-speed transmission. An AMG coupe also returned for '07, albeit only in limited-edition Black Series form with a six-figure price tag.

Past Mercedes-Benz CLK-Class Models

The first-generation Mercedes-Benz CLK was produced for the 1998-2002 model years in coupe form. The convertible was available from 1999-2003. Each debuted as a CLK320 powered by a 215-hp 3.2-liter V6. The CLK430 variant, motivated by a 275-hp 4.3-liter V8, arrived a year later. The high-performance CLK55 AMG coupe and its 342-hp 5.4-liter V8 joined the line in 2001. Its convertible equivalent followed in 2002, and both went away at year's end.

All models had standard leather, dual-zone automatic climate control, SmartKey keyless entry, a Bose cassette stereo, power seats with memory, front seat side airbags and antilock brakes. CLK430 models added 17-inch wheels, aero enhancements and different-colored interior items. CLK55 AMGs went further with a stiffer suspension, performance exhaust, xenon headlights, a sunroof, rain-sensing wipers, multicontour front seats, front seat heaters and a rear sunshade.

The first changes came for 1999, when stability control became standard on the CLK430 and optional on the CLK320. In 2000 this safety feature became standard across the board, as did Mercedes' new TeleAid emergency communications system. Also, the five-speed automatic transmission on all models gained a manual mode.

The original Mercedes-Benz CLK-Class didn't drive as nicely as the current one. Power wasn't the issue, as all CLKs of this generation were fine performers. In reviews at the time, we took issue with the transmission, which often second-guessed the driver's intentions and delivered badly timed shifts. In addition, the brake pedal was on the spongy side, and the CLK's old-fashioned recirculating-ball steering setup was numb and heavy. On the highway, the car always felt solid and composed, however. Actual braking distances were excellent, too. Besides that, the CLK55 AMG coupe was then the quickest production Benz in history, hitting 60 mph in 5 seconds flat.

Our gripes on the inside concerned the lack of a tilt steering wheel, limited rear-seat headroom and the complexity of many of the controls. CLK Cabriolets suffered from cramped rear legroom, mediocre rear visibility and a power top that wasn't fully automatic (all of which were improved on the second-generation CLK).

In general, we still think the BMW 3 Series coupes and convertibles of the time were more rewarding cars to drive, not to mention less expensive. Still, if we were buying a CLK, our choice would be either the CLK320 or the CLK430. The Mercedes-Benz CLK55 AMG, as fast as it was, didn't offer a big enough performance enhancement to justify its price hike.

Mercedes-Benz C-Class Review

2008 Mercedes-Benz C-Class C300 Luxury Sedan

The Mercedes-Benz C-Class, or the "Baby Benz" as it is affectionately known, has been a favorite of entry-level luxury/sport sedan buyers for years. More than just a small sedan with a few three-pointed stars thrown on it, the C-Class provides the core strengths of the brand, such as cutting-edge safety features, lively performance and a feeling of security. Fans of ultra-high performance have been thrilled by the AMG versions, which boast blistering performance and tenacious handling along with unique, yet tasteful styling accents.

Style plays into the equation of the small Benz's appeal as well, with the C-Class drawing inspiration from bigger Benzes. The crouching stance with its arcing belt line, the elliptical front lights and the triangular taillights are instantly recognizable throughout most of the Mercedes family. In the past, the cabin of the Mercedes-Benz C-Class has been criticized for some lapses in fit and finish, though current models show this issue has been addressed.

Invariably, the C-Class is cross-shopped with its countryman rivals, the Audi A4 and BMW 3 Series. While the 3 Series is the most sporting of the trio and the A4 the more luxury-themed, the Benz offers a little of both personalities, along with more prestige for those concerned about such things.

The Mercedes-Benz C-Class first debuted in 2001 and is currently available as a sedan only. There are essentially four trim levels: C230 Sport, C280 Luxury, C350 Sport and C350 Luxury. Enthusiasts will want to consider the C230 and C350 Sport sedans, both of which have firmly tuned suspensions with 17-inch wheels, manual transmissions and more aggressively bolstered sport seats. The chief difference between these two is what's under the hood -- the C230 Sport has a 2.5-liter V6 (201 horsepower) while the C350 Sport has a 3.5-liter V6 (268 hp).

The Luxury C-Class models, which come only with automatic gearboxes, include the C280 (3.0-liter V6, 228 hp) and C350 and come with coddling features such as softer suspension calibrations, leather upholstery, real wood trim and power seats. Options include HID headlights, a 12-speaker Harmon Kardon audio system, satellite radio and a navigation system. Most C-Class models are rear-wheel drive, but Mercedes offers all-wheel-drive versions (called "4Matic") of the C280 Luxury and C350 Luxury.

In-house tuning firm AMG offers serious sport sedans for those with deep pockets and an equally deep-seated desire for high performance. The Mercedes-Benz C55 AMG features a 5.5-liter 362-hp V8 engine and a massaged five-speed automatic. This sedan can blast to 60 mph in fewer than five seconds. More than a one-trick pony, the C55 is as adept at unraveling a twisty road as it is burning up the highway. It can also make for a fine daily driver thanks to supportive seats and a measured ride quality.

Those considering the standard Mercedes-Benz C-Class probably wouldn't regret their purchase, as there should be more than enough performance and luxury to satisfy them. However, savvy shoppers should know that other automakers, particularly those from Japan, offer roomier, less costly alternatives that equal or better the C-Class in performance and features, if not status. The AMG version has just a few rivals, and although any entry in this rarefied class will provide stupendous performance, only the C55 does it with a healthy dose of Mercedes-Benz style.

Shoppers interested in a used C-Class from this generation should take note of a variety of changes Mercedes has made since the car's debut. The most significant changes occurred in 2006, at which point Mercedes introduced new engines and transmissions and discontinued some additional body styles. Those extra body styles were an affordable two-door hatchback and a four-door wagon. Mercedes has also altered the AMG model during this generation; previous to 2005, it was known as the C32 AMG and had a 3.2-liter supercharged V6 capable of 349 hp.

The previous Mercedes-Benz C-Class debuted in 1994 as a replacement for the small 190-Class sedan. With more room, a more luxurious cabin and styling that mimicked the larger E-Class, the first C-Class could be had with four-cylinder (C220) or six-cylinder (C280) power, with output ranging from 148 to 194 horsepower. There was no wagon offered at all during this generation's run (1994-2000). Safety has always been a priority with Mercedes, and as such the C-Class benefited from the early adoption of such technologies as stability control, emergency brake assist and side airbags. Performance of the base C rose through the years, as the 2.2-liter four gave way to a 2.3-liter, which was then replaced by a 2.3-liter supercharged unit.

The hot-rod AMG versions started in 1995 with the C36 that featured a 268-hp inline six. Serious firepower arrived in 1998 with the debut of the C43, whose 4.3-liter V8 pumped out 302 horsepower. Diehard enthusiasts should know that only automatic transmissions came with the AMGs, though this hardly hurt the performance of these fast little sedans.

Either way, used-car shoppers should know that the Mercedes C-Class historically scores high in crash tests, and ownership satisfaction is generally quite high, with consumers praising handling, ride and reliability. However, maintenance is typically costly.