By Greg Rubenstein

Your next luxury car could—and very well should—be a diesel. Far-fetched, you say? Not in the least! With the reintroduction of diesel engines by pioneering diesel manufacturer Mercedes-Benz, these new oil-burning luxury vehicles are exceptionally quiet, powerful, and economical.

What’s made this all possible is the government’s new ultralow sulfur diesel regulations. Begun in 2006, this fuel is now standard at pumps across the country.

Prior to the 2009 model year, engines that could use the new diesel and meet super-stringent U.S. emission regulations were essentially nonexistent. There still aren’t many, but Mercedes-Benz is leading the way with its introduction of BlueTEC SUVs, including the five-passenger 2009 ML320.

Compared to its V6 and V8 gasoline-powered siblings, the turbocharged and intercooled 3.0-liter V6 diesel powering this luxury SUV produces far more useable power while achieving at least 20 percent better fuel mileage per the EPA’s estimates. In our experience, we observed even better results, averaging 23 mpg in city driving with a very heavy right foot.

In almost a week of motoring between work, during hitting the mall and running various other errands, we burned barely more than a quarter-tank. It would have been nearly time to fill-up had we been in the gas-powered V8 ML550.

Even if better fuel economy isn’t always paramount to luxury buyers, what makes this ML320 so appealing is the overall package of tremendous utility it offers. With a stout towing capacity of 5,000 pounds, gracefully styled exterior design, refined and spacious interior with all the expected appointment, plus a cruising range of up to 600 miles between fill-ups, there are no drawbacks to this marriage of luxury and diesel.

Mercedes-Benz has gone the extra mile to eliminate intrusion of the “diesel clatter,” which is completely absent from inside in the ML320. There is no wait time to start up, nor is there any telltale blue smoke puffing out the tailpipe. In fact, Mercedes claims that this engine’s exhaust is so clean that you can hold a white handkerchief over the exhaust tip and it will remain white.

Equipped with a standard seven-speed automatic transmission and all the expected safety features Mercedes-Benz is renowned for, the ML320 starts at $48,125, about $2,000 more than the gasoline V6 model, but $7,000 less than the V8 model it most closely matches in power. Expect popular options like navigation and entertainment packages to add around $10,000 to the base price.

For the 2009 model, the ML receives revamped exterior styling with a larger front grille and modified headlights, larger side mirrors and stainless-steel skid plates. Inside, updated sportier seats are new, along with four-stage power lumbar for the driver and a leather-wrapped steering wheel with paddle-shifters.

Our test model came equipped with the impressive Airmatic air suspension, an optional system that uses air bladders instead of coil springs. Combined with gas struts, this suspension provides a variety of sport and comfort modes as well as manual or automatically adjustable ride height, all at the touch of a button.

In sport mode, the ride is crisp and quite trucklike, while the comfort setting soaks up almost every bump for a very gentle, more relaxed drive. Off-road, the Airmatic can raise the ride by more than three inches, offering almost 10.5-inches of ground clearance.

When we last test-drove the ML320, we thought the 2007 model’s interior was a bit less than what it should have been. For 2009, that shortcoming has been eliminated, and now this model is easily the best value in luxury SUVs.

With diesel fuel available at almost every gas station out there, you can now go green with luxury. Try it—you’ll love it!

By Greg Rubenstein

Conceived during Ford’s dominion, the 2009 Jaguar XF is the first progeny of its new parent, India’s Tata Group. Slotted between the sporty, two-seat XK coupe and stately XJ four-door sedan, the coupelike four-door XF serves up a pleasing blend of luxury and sport, providing sufficient room for four adults in a package similar in size and weight to the Mercedes-Benz CLS550.

With a graceful, flowing hood, sweeping roofline, and muscular rear fenders, this Jaguar is striking and stands well apart from the nondescript jelly bean style now in vogue in many luxury marques. But the XF is not just another pretty face. Its beautiful exterior lines continue inside, where soft leather embraces the driver in a three-stage heated seat. American walnut, burl walnut, or oak trim graces a dashboard that encases the centrally located multifunction touch-screen display. The interior features unusual touches as well, including JaguarSense, a proximity-controlled switch for turning on the overhead console lights with the wave of a hand—very cool, and no more fumbling for light in the dark! Adding to the car’s wow factor is a transmission-selector knob that rises out of the center console and air-conditioning vents that remain flush until the engine starts up and they rotate 180 degrees to their open position.

The XF comes with a 300-horsepower 4.2-liter V-8 engine, and starts at $49,975 for the Luxury edition or $55,975 for the Premium Luxury model. The 420-horsepower Supercharged XF starts at $62,975. Expect about 20 mpg in mixed driving with the standard engine, and a little less with the supercharged power plant.

Weighing in at 4,017 pounds, the XF carries its mass well and feels solid. The steering is nicely weighted, and the brakes are firm and responsive. Mated to a six-speed automatic, the standard V8 engine offers brisk action, accelerating from a stop in just over six seconds, while the high-performance engine shaves about a second from that time. Our time spent driving the XF did nothing to dissuade those numbers.

With a very competitive sticker and dramatic styling, this new cat is a very strong contender in the luxury sedan field. Perhaps you should pounce on the opportunity to test-drive one today.

SIDEBAR: Goodyear Eagle F1 Asymmetric tires

Tires play a critical role in how every car drives. The rubber on your ride plays a large part in determining its comfort, noise, handling and braking abilities. Luxury and sports cars come with tires that are appropriate for the abilities the vehicle, and you must replace them with tires of equal or superior performance. Doing otherwise will reduce handling, increase braking distances and even risk tire failure.

Fortunately, replacing original tires with a good aftermarket fitment is easy. Tires come marked with a performance “letter,” and your replacement rubber needs to equal or exceed the original spec, from H (130 mph) to V (149 mph), Z (over 149 mph), Z W (168 mph) and Z Y (186 mph).

If you’re tempted to say, “I never drive that fast,” remember that while the letter represents a speed capacity, it also reflects the overall capabilities of the tire. A car capable of 149 mph or faster is going to have tremendous cornering and braking abilities as well, and needs a tire that can “keep up.”

With a dozen or more tire manufacturers making high performance tires, selecting the right replacement may seem daunting. Stick with a name brand—Michelin, Pirelli, Yokohama, Bridgestone, B.F. Goodrich, Dunlop, and Goodyear, to name a few—and you won’t go wrong.

After some street and competition testing of Goodyear’s new Eagle F1 Asymmetric, this Z Y-performance rated tire proved to be very quiet and second to none in dry-weather grip. Featuring a tread pattern with an outer zone for the best dry grip, an inner zone for traction in the rain, and a continuous center rib for stability at speed, any performance vehicle that doesn’t see snow would likely do very well with this tire.

By Greg Rubenstein

If Goldilocks needed a vehicle that was fun and sporty, dramatically stylish, practical and comfortable, she would need look no further than Infiniti’s new EX35, which really is “just right.”

Based on Infiniti’s very capable G35 sedan, this Baby Bear-sized compact luxury SUV is more like a sports sedan with better ground clearance and an upright driving position than a scaled-down version of the Mama Bear and Papa Bear lineage it resembles: the mid-size FX35 and FX45 SUVs. It also delivers sedanlike fuel economy, EPA-rated for 17 mpg city and 24 mpg highway; we observed a solid 22 mpg in a week’s worth of mixed driving while testing a fully optioned two-wheel-drive example.

Powering the EX35 is a 297-horsepower version of the same 3.5-liter V6 engine found in the G35 sedan and FX35, matched with a very responsive 5-speed automatic transmission driving either all four wheels or just the rear. This athletic SUV has superb driving dynamics, with a ride that is agile, highly responsive, and very smooth.

Acceleration is brisk, while braking is crisp and fade-free, assisted by standard antilock brakes with electronic brake force distribution and brake assist—technologies designed to improve stability and decrease braking distances under all driving conditions.

Speed-sensitive power steering makes quick parking lot maneuvers a breeze, and its leather-trimmed steering wheel has a solid feel and remains nicely weighted as you guide the EX through winding roads. Also standard are electronic stability and traction-control systems, dual-stage front air bags, driver and front passenger side-impact supplemental air bags, plus roof-mounted curtain side-impact and rollover supplemental air bags for front- and rear-seat outboard occupants.

Getting comfortable is an easy task with the EX’s eight-way power driver’s seat with two-way lumbar support, while the front passenger gets a four-way power seat. Switches are assembled with high-quality Infiniti pieces, with an elegant, driver-centric cabin layout featuring high-contrast gauges and a central seven-inch color display for a trip computer, or optional hard disk-based navigation system and 9.3 GB MP3 and iPod-compatible music storage system.

Other optional systems include Bluetooth hand-free phone, push-button ignition, satellite radio, intelligent cruise control, Bose premium audio system, and a rear-view or “around-view” monitor system. The latter system, part of a package that also includes active lane-departure prevention technology, uses tiny cameras mounted on the front, sides, and rear to project an all-around view of potential hazards on every side of the vehicle. It takes a little while to get used to the split-camera view in the center-dash screen, but once it becomes familiar, it’s quite useful—no more running into curbs while parking, or more importantly, no more backing over junior’s bicycle.

The EX is priced starting at $34,850 for the two-wheel (rear) drive model or $36,250 in full-time all-wheel-drive configuration. Figure in another four thousand to six thousand to add popular options such as Xenon auto-leveling headlights, premium audio, navigation, and 18-inch wheels.

The only notable downside to this downsized yet luxurious SUV is the slim seating room for rear passengers and skimpy cargo area behind the back seats. Fold down those rear seats, and there’s more than enough room for a trip to the home improvement store, though.

As long as your people- or stuff-hauling needs are modest (and they should be if you’re looking at a compact ’ute), the EX35 is as close to perfect as can be found on the market today. Goldilocks would be quite happy making her getaway from behind the wheel of this Baby.

By Greg Rubenstein

The 2008 Lexus IS F performance sedan embodies everything that is so right—and wrong—with the world’s second-largest automaker.

Based on the sleek, handsome, and sporty IS 250/350 sport sedan introduced in 2005 as an ’06 model, the IS F was stretched three inches to accommodate a 5.0-liter V8. The transformation produced Lexus’s first pure performance machine—and parent company Toyota’s first real GT contender—since the Supra Twin Turbo, last seen in dealer showrooms in 2002.

Yet the IS F represents more than a one-off model designed to give Lexus a much-needed image boost. It is the first product in a new niche brand that Lexus hopes will one day be the equal to the ultra-high-performance tuning divisions of Mercedes-Benz (AMG), BMW (M), Audi (S) or Cadillac (V).

Incidentally, if you’re wondering what the F means as compared to M or S or V, each brand has its own story of how it arrived at its “letter”—or letters, in the case of AMG. For Lexus, a Circle-F insignia was Toyota’s original internal code for what would become the Lexus Division, which launched in 1989 with the company’s flagship (hence the F) car, the LS400.

From a driver’s perspective, the IS F is an unquestionably powerful, agile, and fun-to-drive luxury sedan. The category, however, is filled with exceptionally competent vehicles. Stacked up against the best in class, this Lexus emerges as an admirable freshman effort that foreshadows a promising potential. Ultimately, however, it falls short. This F earns only an A-minus.

Fortunately for Lexus, its initial sales goals of about 3,000 IS Fs per year are quite modest. It’s priced starting at $56,000, so there should be little problem hitting this target, thanks to buyers who must have the latest toy or to the loyal cadre of Lexus enthusiasts who have long been waiting for the rebirth of a superperformance vehicle from Toyota.

For those who aren’t early adopters or brand enthusiasts, the IS F may be just a bit off the mark, with too much engine noise and with suspension tuning that delivers an overly stiff ride. With 416 horsepower and 371 pound-feet of torque, you might think performance wouldn’t be an issue, but as strong as this engine may be, it’s not powerful enough to propel the F to head-of-class status.

Flowing through an eight-speed auto-manual transmission, power is delivered smoothly, but low-end torque is sorely lacking. No matter what gear you may have selected, unless you have the V8 spun up to more than 3000 rpm, you’re going nowhere fast. Once three grand hits, however, the IS F produces a thrust rush that gently pushes you back into the seat, though that thrust comes at the cost of cabin noise.

Lexus engineers created a trick air intake that opens a secondary shorter airflow bypass at 3600 rpm. Under that threshold, the cabin is muted and the prevalent sounds are from tires and the mildly throaty exhaust. Open, the bypass creates an obnoxious roar that is at first entertaining but quickly becomes distracting and eventually an annoying drone—and there is no way to turn off this feature.

The otherwise taut, tidy, and superbly fit and finished interior is hampered by seats with too little padding, though achieving a comfortable driving position is easy, thanks to ten-way power adjustments and a power tilt-and-telescope steering wheel and column. You’re going to need that comfort, too, to deal with the stiff IS F suspension.

While the best German sport sedans smoothly soak up small bumps and lane markers with a muted thump and no noticeable chassis movement, the IS F harshly transmits every road imperfection with both resonating whacks and unsettled handling. The difference may be attributed to the divergent philosophies used to create their superperformance vehicles. Teutonic manufacturers build for high-speed stability, a natural desire for vehicles coming from a country where sections of highway have no speed limits. This type of suspension translates well to the United States, and earns the Germans their well-deserved high regard for superb chassis tuning.

Japanese manufacturers have a shorter history of high-performance hardware, and their approach is to mate a stiff suspension with a rigid chassis. This technique makes for vehicles that are very fast when driven on smooth roads (like a racetrack), but it takes a buyer who is willing to put up with harshness to live with this setup on a daily basis.

The enhanced, more aggressive IS F styling and gorgeous BBS wheels may be enough to bring potential buyers into the Lexus showroom, but you’ll have to experience its personality firsthand to know if this hot ride is right for you.

By Greg Rubenstein

For fifty years, Land Rover has created vehicles that park on the pinnacle of off-road prowess. Originally intended to provide transportation capable of traversing the farthest reaches of rural British terrain, all today’s LR models perfectly carry on that tradition.

The British Empire isn’t what it once was, of course, and dashing sportsmen churning their sparse, utilitarian yet exceptionally capable Land Rovers through the brush of Northern Rhodesia have given way to sophisticated buyers navigating their luxurious Range Rover or LR3 in shopping mall parking lots across the North Valley.

As an urban vehicle, a Land Rover is a paradoxical choice. After spending weeks upon weeks testing the sublime 2008 Land Rover Range Rover in Lucerne Green along with the sportier Land Rover LR3 HSE in Zermatt Silver, there’s no doubt that these pricey SUVs offer all the power, convenience, exclusivity, and comfort that a luxury vehicle should have. The conflict is this: Why does one need a vehicle with the abilities of a Land Rover, if one isn’t going to flex those prodigious off-road muscles?

Since most Land Rovers will never see a dirt road except perhaps at WestWorld, does it really make sense to lay out $82,950 for a nicely equipped Range Rover, or $56,100 for a well-appointed LR3? Value is in the eye of the buyer and, more than the amount of the entry price, if you can take getting just 12 mpg about town or 18 mpg on the highway (Range Rover; the LR3 is rated at 14/19 mpg city/highway), then my answer is an unequivocal yes.

Both Land Rovers tested were equipped with 4.4-liter aluminum alloy V-8 engines producing 300 horsepower in the LR3 and 305 hp in the Range Rover. Permanent four-wheel drive with four-wheel electronic traction control is also standard, mated to a six-speed electronically controlled automatic transmission with a two-speed electronic transfer box that has a variable locking center differential (also electronic). That’s a lot of high-end hardware, and it’s the core of what makes a Land Rover so handy off-road.

On the road, all those whiz-bang electronic do-dads make these portly (5,698 pounds for the Range Rover, 5,796 for the LR3) SUVs handle like sport sedans. Also helping in the handling department are meaty tires wrapped around 19-inch alloy wheels, and an electronic air suspension with automatic load leveling with low-, medium-, and high-rise height modes.

With plenty of on- or off-road performance outside, inside is where a Land Rover really shines. Surrounded by wood and leather in the Range Rover, it’s easy to lose oneself in the serene isolation from the outside world. The wood is polished to a rich luster, while the leather is butter-soft and comfortable as a well-worn glove. In the LR3, the cabin’s a bit sportier, dressed in soft leather with chrome trim throughout. In either SUV there is power everything, heated seats, DVD navigation system and, in the Range Rover, a heated steering wheel (you’ll love it on a cold Arizona morning!).

Off-road enthusiast or not, a Land Rover offers a fine way to escape from life’s bustle, even if your destination is simply Land’s End, and not the end of land.

By Greg Rubenstein

Besides sharing a name, the latest Audi TT has little else in common with its precursor, a car that had more to say about image than driving. Though visually charming in a New Beetle-esque sort of way, the original TT fell into the dubious realm of “chick car”—not that there’s anything wrong with that, if your automotive ideals trend more toward accessory than activity.

For 2008, Audi has addressed the shortcomings of its original TT, which made its entrance nearly a decade ago, and re-created a car that is visually stunning—especially in coupe form—and dynamically satisfying. With a long list of standard features and a very short catalog of options, it can also be a real bargain, a word not often associated with this German manufacturer.

Originally introduced in 1999, the TT fit into the upmarket niche of GT cruiser. While neither overly agile nor particularly fun to drive, it was a capable vehicle for weekend touring and was sufficiently roomy to serve as daily commuter. The trouble was that it didn’t excel in either of those roles, relying upon its looks and hoping you didn’t dig too deep. If you did, you’d find an overly stiff suspension that was jarring when pushed, and numb chassis feedback prohibitive for true sports car enjoyment.

Available as a 2+2 coupe or convertible, the new TT is both longer (by 5.4 inches) and wider (by 3.1 inches) than the old model, though height is increased less than a quarter-inch. The chassis is constructed of weight-saving aluminum, and the bodywork is nothing short of dazzling. From every angle, the TT coupe is now sexy, curvy, and drop-dead gorgeous. Somehow, the styling doesn’t translate quite as well in roadster form, though the convertible is still striking and perhaps simply more of a matter of personal taste.

All that extra size outside translates to improved space and ergonomics inside. Also, there is tremendous storage capacity for a sports car with the rear seats folded down, easily allowing enough room for a pair of golf bags and more. Sitting behind the wheel, the flat-bottom offers a hint of the TT’s sporting aspirations, and the finely executed instrument cluster and beautiful trim exude understated luxury in perfect German technique.

Once mobile, the TT instantly infuses the driver with a connectivity highly unusual for front- or all-wheel-drive vehicles, channeling a Porsche-like presence of fluidity, chassis balance, and control. Though still tending toward understeer, the driving dynamics of this chassis are nothing short of fantastic, and the TT becomes your willing partner for a breathtaking drive through the back roads or a wholly satisfying commute from home to work and back.

The TT is available in a variety of forms, starting with the hardtop coupe or soft-top convertible, in either all-wheel-drive Quattro or front-wheel-drive configuration. For engines, there is a 200-horsepower 2.0-liter turbo four-cylinder or a 250-horsepower 3.2-liter V-6. You can finally choose between six-speed manual or six-speed automatic dual-clutch gearbox with electrohydraulic control. This latter transmission can be driven as a traditional automatic, or with steering wheel-mounted paddles for switching gears.

Not every possible chassis, engine, drive configuration, and gearbox choice is available, and our “could have been” favorite combination of front-wheel-drive coupe and turbo-four and six-speed manual is not on the list of possibilities. The convertible with four-cylinder engine starts out at $36,800. Equipped with the V-6, the roadster begins at a hefty $44,500.

In coupe form, the TT is a terrific value at about $35,000, offering a superb driving experience and plenty of pep, safety, and luxury in a dramatic body. Though not as fast in a straight line, the turbo-four offers better driving dynamics than the more potent V-6, and returns substantially more economy, coming in at 23 mpg city and 31 mpg highway, versus 18 mpg city and 24 mpg highway for the bigger power plant.

Go check out the new TT, and you’ll find an inspiring car that’s fun and that can be very practical. Well done, Audi.

By Greg Rubenstein

Until a couple of years ago, it had been easy to dismiss American-made sedans that combined luxury and performance. If you were in the market for a Mercedes-Benz, BMW, or Lexus, you likely never gave much thought to a Lincoln, Chrysler, Buick, or even Cadillac—and for good reason, since choices from the domestic manufacturers were largely underperforming front-wheel-drivers with interior quality a distinct notch down from the imports. Then in 2004, Cadillac made a blip on the radar with its hot rod CTS-V. A year later, Chrysler gave buyers seeking speed and comfort an even better reason to visit an American dealer: the knockout 300 sedan.

Though technically not made in the United States (it’s produced in Canada), the 300 is both roomy and stylish. In SRT-8 trim, its luxury is nearly elevated to par with imports costing twice as much, while offering blazing rear-wheel-drive performance that only the most expensive Mercedes-Benz AMG or BMW M models equal.

Since its introduction in 2005, we’ve tested a handful of 300s and enjoyed every one of them, though for different reasons. The V6-equipped base model offers plenty of style, decent performance, and good fuel economy, starting under $25,000. A big step up is the 300C, priced at $36,000. This model gets a 340-hp 5.7-liter Hemi with five-speed auto, 18-inch wheels, leather seats, and dual-zone climate control.

Then there’s our favorite 300C SRT8. With a base price of just over $40,000, Chrysler is stacking up this muscular, well-appointed, and agile sedan against some serious competition. After riding this Hemi from Scottsdale to Las Vegas and back, it’s obvious that this is a serious player in both performance and luxury.

If you’re scoffing at the idea of comparing a Chrysler against a Japanese or European luxury performance sedan, one look at the specs should be enough to at least get your attention. How about this: a 6.1-liter V8 cranking out 425-hp and 420 pound-feet of torque. Mated to a five-speed automatic and turning jumbo 20-inch forged aluminum-alloy wheels shod with superwide Goodyear tires, there is enough power to reach 60 mph in less than five seconds and turn the quarter-mile in a bit over 13 seconds.

For stopping, there are massive slotted brake rotors with snazzy gray-painted four-piston Brembo calipers. This 300 offers up an SRT-tuned suspension that does a great job at delivering a smooth ride while still offering plenty of control.

The 300C SRT8 rides a half-inch lower than the standard 300C. Whether carving up the freeway or zipping about town, this 4,160-pound sedan carries its weight well. It’s not exactly sprightly, and road feel through the power-assisted rack-and-pinion steering isn’t clairvoyantly informative, but both dynamic handling and responsiveness are appropriate for a big sedan with sporting aspirations. It all just works together nicely and feels good, without any untoward drama.

The 300C SRT8 starts out at $40,420. On our test model, Inferno Red Crystal Pearl Coat paint added $255, a power sunroof tacked on an extra $950, and a navigation system with 6-CD/MP3 stereo and hands-free communication bumped it up another $1,770. Uncle Sam sticks this Hemi with a $2,100 gas-guzzler tax, bringing the total to $46,140, including $675 for delivery—all told, a hearty fare, but not out of line for the goods delivered.

Guzzler tax aside, we obtained a respectable 18.5 mpg in heavy-footed mixed-use driving. Virtually every SUV we’ve tested returned worse overall fuel mileage, but trucks are exempt from the tariff. Go figure.

In a crowded field of sedans offering luxury and performance that cost upward of $40,000, the 300C SRT8 stands out for its bold styling, and its performance is a real hoot. This is a sweet feel of a deal.

By Greg Rubenstein

Porsche puts a lot of emphasis on “sport” in marketing its Cayenne sport-utility vehicle, and the recently introduced 2008 model is definitely sporty. It is not a sports car, however, though Porsche purists and enthusiasts can thank Cayenne sales for helping to keep this relatively small-volume automaker independent—and producing the sports cars we really love.

To remind potential car buyers that Porsche is above all a sports-car company, they sent out a call to members of the automotive press to drive five of its sports cars, inviting them to sample the Cayman, Boxster S, 911 Targa 4S, 911 Turbo, and 911 GT3 on track at the Barber Motorsports Complex in Birmingham, Alabama.

The program was simple enough. After a brief introduction to each of the cars, the guests slid in behind the wheel while a professional Porsche driver occupied the passenger seat, offering hints, tips, and tricks to going fast around the 16-turn 2.38-mile road racecourse. With the difficulty increasing exponentially, not only was this circuit new to most of the participants, but each writer was also given only a handful of laps before switching to the next ride.

Still, this was an opportunity no enthusiast can turn down, and a more comprehensive version is available to the motoring public in the form of the Porsche Driving Experience, which is conducted at the same facility. When the caliber of instruction includes legendary Porsche pilots Hurley Haywood and David Murry, plus current factory driver Patrick Long, you listen to what they have to say if you want to learn to go really fast.

While the GT3 and Turbo are truly in their element when pushed on track, the inherent balance in each of the five models is readily apparent. You quickly appreciate just how much engineering talent goes into creating these fine sporting machines. Though all but the GT3 offer advanced stability and traction-control management systems, even while driving fast on a racetrack, these features rarely kick in, and when they do, they’re unobtrusive and welcome—just a little help tucking in here, just a little bit of stabilization there. These features can also be turned off.

The models had a wide disparity of thrust—as little as 245-hp in the base Cayman to 480-hp in the Turbo—and different drive configurations, from midengine rear-drive to rear-engine AWD and rear-engine rear-drive. Two even had Porsche’s incredible ceramic brake setup—an option that will set you back $8,840—and one that is most useful when put to full use on a race circuit. While jumping from car to car presented challenges from changing braking points and widely varying top-end speed, they all offered very similar cornering speeds, except for the GT3, which had noticeably higher grip, thanks to its being shod with racing-quality rubber.

Of the quintet, the 355-hp Targa 4S was easiest to drive quickly and most practical for the street. The Targa’s roof slides back with the flick of a switch; and when in the closed position, the rear glass opens as a hatch, allowing easy access to the rear-seat area. Very handy for carrying groceries or storing packages from a day’s shopping.

The Boxster-based Cayman, priced at $49,400 in base trim, was fun to drive, thanks to its exceptionally balanced handling. The 295-hp Boxster S, priced beginning at $55,500, was equally well composed, and the additional 50-hp over its hardtop sibling provided a substantial kick coming out of the corners.

At a base of $95,900, the Targa 4S is hard to call a bargain, but it certainly does offer a substantial value in terms of performance, as well as year-round practicality. The Turbo and GT3, starting at $122,900 and $106,000 respectively, don’t make a great deal of sense for vehicles that will see nothing but street duty. Take them to one of the many track day events available in Arizona, and you’ll experience awesome machinery in their proper environment.

Squeeze the throttle on the Turbo, and power comes on—right now. In the 415-hp normally aspirated GT3, you’ll find speed only if you keep the engine in its peak torque band that comes on strong at 4,500 rpm and hits a crescendo around 7,600 rpm, about 800 rpm down from its 8,400-rpm redline.

Those lucky enough to own a Porsche sports car understand why its combination of dynamic performance makes it the quintessential driver’s car. Sure, they’re expensive, but Porsche is a small company producing a tiny fraction of cars, compared to any major automaker. That exclusivity equates to both independence for the company and a high price for the consumer. With some manufacturers, their claims of ultimate performance are mostly hype. Not so with Porsche—they deliver, and they’re worth the price.

For details about the Porsche Driving Experience, visit porschedriving.com.

By Greg Rubenstein

Photos courtesy of Saab

Nowhere in the 26-character name of the Saab 9-5 2.3T SportCombi 5Door is there mention of the “W-word.” Yet at one glance, everybody will surely recognize the 9-5 for what it is: a (hushed tone) wagon.

There—I’ve outed the 9-5 2.3T SportCombi. It’s a station wagon, and a fine one at that. Not only is this wagon fun to drive, it handles great, stops quickly, accelerates briskly and can do triple-digit cruising without breathing hard—all while achieving nearly 30 mpg with an automatic transmission.

Try that in an SUV.

While an athletic SUV may be able to run well in a straight line, if you get into the twisties—or worse, get yourself into a situation where agility, maneuverability, or short braking distance is your only way out—a wagon like the Saab 9-5 can save your bacon. In an SUV, you’re lunch meat.

It’s simple physics, folks; a two-ton-plus SUV with a high center of gravity that is caused by putting lots of weight up there so you can see over other tall vehicles doesn’t stop or turn as quickly as a more “down-to-earth” wagon. That big bulk of a ride is also much more likely to turn itself wheels-up in an accident, which is the absolutely worst thing you want to happen. You might feel safer in an SUV, but it’s a delusion, especially when you factor in that the best way to survive an accident is to avoid it in the first place. That’s a lot easier to do in a vehicle that handles like a car, not a truck.

Wagons are cool. Like our test 9-5 turbo, they hold lots of stuff. This Saab was also finely appointed with soft leather seats, exemplary fit, finish and switchgear, excellent ergonomics, solid about-town MPG (we averaged a touch over 24 in combined heavy-footed city/highway driving with the automatic; expect another MPG with the standard five-speed manual) and good value.

This model was thoroughly refreshed in 2006, and for 2007 the 9-5 received a few revisions, although it doesn’t really need them. Powered by a turbocharged and intercooled 260-horsepower/258 pound-feet torque 2.3-liter inline four-cylinder engine, the 3,730-pound SportCombi with five-speed automatic isn’t especially svelte, but it carries its weight like a champ. Turbo lag is present but not prevalent, and torque steer is virtually nonexistent unless you romp full-throttle from a stop.

Helping to keep its meaty 235/45/17 Pirelli P6 high-performance all-season tires stuck to the road is a front suspension featuring MacPherson struts with lower wishbones, twin-pipe gas shocks and antisway bar. The independent multilink rear suspension includes antisway bar, coil springs, and gas shocks.

Stopping is accomplished via ABS-enhanced four-wheel disc brakes with electronic brake-force distribution. Other safety features include dual front air bags, head/torso side air bags, seatbelt pretensioners, and active head restraints (front seats only).

Standard equipment on all 9-5 models includes leather seats and leather-wrapped steering wheel, cooled glove box, dual-zone climate control, power front seats with driver’s side memory, six-disc in-dash CD audio system, trip computer, antitheft alarm/immobilizer, and free scheduled maintenance for three years/36,000 miles.

Our test vehicle started with a base MSRP of $36,290. Besides its standard list of goodies, Jet-Black Metallic paint added $550, and Parchment Vented Sport Leather was a $995 upcharge. The $1,095 Visibility Package (xenon projector beam headlights, rain-sensing wipers, Saab Park Assist (SPA) and auto-dimming outside mirrors), OnStar ($695), and Sentronic Automatic Transmission ($1,350), plus $720 for destination rounded out the package at $41,695.

That’s a healthy chunk of change, but Saab delivers a lot of content in a ride that’s light-years more fun than a SUV.