BMW 7 Series Review

2008 BMW 7 Series 750i Sedan

Since its introduction for the 1978 model year, the BMW 7 Series luxury sedan has remained true to its original character. It's the BMW flagship, and this full-size, rear-wheel-drive sedan has always represented the pinnacle of technology and luxury accoutrements in the German automaker's lineup. As such, it's an obvious choice for wealthy car buyers seeking a spacious and elegant sedan with a high level of curbside prestige.

There's a fair amount of competition even in this elite vehicle class, but the 7 Series sedan's athletic handling dynamics have long set it apart, starting with the early 733s and carrying through to the present-day BMW 750i, 750Li and 760Li. While other manufacturers have been content to build high-end sedans with soft, serene rides, BMW engineers its 7s to engage their drivers on an emotional level. For that reason, the BMW 7 Series is the definitive super luxury sedan for people who like to drive.


Current BMW 7 Series

The most recent 7 Series redesign came in 2002, and this was by far the most radical overhaul the nameplate has ever received. Traditional exterior styling cues from the previous 25 years were largely abandoned in favor of a more aggressive, avant-garde design. The car was still recognizable as a BMW 7 Series, but many purists found the look abrasive. A refresh for 2006 smoothed out some of the harsher elements, but it's still a stretch to call the car beautiful, whether in standard-wheelbase 750i form or long-wheelbase 750Li and 760Li form.

The modernist motif continues in the cabin, where BMW's typically button-heavy control layout has given way to an all-in-one system called iDrive that governs climate, audio and navigation functions via a single console-mounted dial and a central display. Although iDrive assures the 7's place in the information age, its steep learning curve has proven bewildering for many a 7 Series driver in spite of BMW's efforts to simplify it over the years.

Even though it tends toward the esoteric, the current BMW 7 Series has proven quite popular, largely because of its superb driving experience. Here BMW has applied its arsenal of technology to great advantage, as features like self-stiffening antiroll bars, self-leveling air springs and adaptive shock absorbers work together to keep the big sedan stable when driven hard. In addition, all 7s have BMW's trademark steering feel, such that the driver feels an unquantifiable connection to the car.

With the exception of 2002 when only a V8 was offered, the fourth-generation 7 Series lineup has always included sophisticated eight- and 12-cylinder engines paired with a six-speed automatic transmission. The 745i and 745Li sold from 2002-'05 were equipped with a 325-horsepower 4.4-liter V8, while the 750i and 750Li that succeeded them have a 360-hp 4.8-liter V8. The 750s are slightly heavier, so performance is about the same as the 745s.

Offered continuously since '03, the 760Li has a direct-injection 6.0-liter V12 capable of 438 hp. Unlike the V8s, which are eager to rev, the V12 delivers a massive wave of thrust as soon as you nudge the accelerator pedal. BMW offered a short-wheelbase 760i from 2004-'06.


Past BMW 7 Series Models

There have been three previous generations of the BMW 7 Series. Most of the examples you're likely to come across on the used car market will be from the third generation, sold from 1995-2001. Bimmer enthusiasts generally regard this as the finest era for the 7 Series. It was a true driver's car just like today's 7, but there was less in-car technology to distract from the task at hand. And most people agree that its sleek, classically styled body was easier on the eyes.

Provided the car is in good condition, any 7 Series from this generation would make a fine purchase. Quality was generally excellent on these cars, but like most high-end German products, repair costs can be hefty as they age. The main advantage to choosing a car from later in the model cycle is added standard feature content. BMW's Dynamic Stability Control system, for example, debuted across the line for 1998.

The model lineup included the regular-wheelbase 740i sedan, which was offered every year except '96, and the long-wheelbase 740iL and 750iL, which had an uninterrupted run. The BMW 740s were powered by a 282-hp 4.4-liter (4.0-liter in '95) V8, while the 750iL had a 5.4-liter V12 good for 326 hp. All 7s came with a five-speed automatic transmission. Either setup provided strong acceleration, but fuel economy was poor by today's standards.

Similar in style and focus to its successor, the second-generation BMW 7 Series was on sale from 1988-'94. This was the first 7 Series to include both regular- and long-wheelbase models, the advantage to the latter being increased rear legroom. For most of the cycle, the base engine was a 208-hp 3.4-liter inline six-cylinder offered in 735i and 735iL models. A four-speed automatic transmission was standard, but a five-speed manual was offered as well. The 282-hp 4.0-liter V8 replaced the inline-6 in 1993, yielding the 740i and 740iL, both of which took a five-speed automatic only. The BMW 750iL was offered throughout the run. The first V12-equipped BMW, it had a 296-hp 5.0-liter engine and a four-speed automatic.

The first-generation BMW 7 Series enjoyed a long run from 1978-'87. It was the largest sedan the company had ever built and directly targeted the Mercedes-Benz S-Class. All 7s of this era were powered by an inline six-cylinder engine. Sold from 1978-'84, the BMW 733i had a 177-hp 3.2-liter inline-6. Initially, transmission choices consisted of a four-speed manual or a three-speed automatic. A five-speed manual with overdrive replaced the four-speed for 1981, and a four-speed automatic finally became available in '84. BMW swapped in a larger, 182-hp 3.4-liter engine in 1985, prompting a name change to 735i.

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BMW M5 Review

2008 BMW M5 Sedan

There are sport sedans, and then there's the BMW M5. No other car in recent memory has been able to represent the ideal for this segment as strongly as the Bimmer. For each of its four generations, the M5 has impressively blended sports car performance, sedan utility and luxury ambiance.

The M5 is a product of BMW's performance-tuning M Division. It's based on the 5 Series sedan and historical calling cards include a unique and more powerful engine, a sport-tuned suspension, more powerful brakes, special wheels and tires and aerodynamics-enhancing bodywork. Though the current BMW M5 is the best of the group, a used third-generation car still represents a fantastic choice for a luxury sport sedan. M5s from the 1980s and '90s were also significant performers for their day but are much harder to find because of their rarity.

The current BMW M5 is a five-passenger luxury sport sedan that debuted for the 2006 model year. It's designed to offer more performance than the regular 5 Series sedan on which it's based. The car's most significant change lies under the hood. BMW has shoehorned in a 5.0-liter V10 capable of 500 horsepower and 383 pound-feet of torque.

This normally aspirated and high-revving engine is connected to a seven-speed sequential-shift manual transmission that sends power to the rear wheels. Drivers can place the transmission into automatic mode or perform exceptionally quick manual gearshifts by using steering-wheel-mounted paddles. There is no clutch pedal and no other transmission is currently offered.

While BMW chose to incorporate plenty of advanced technology into the M5's drivetrain, the car's suspension has been treated to a more back-to-basics approach. Unlike the standard-issue 5 Series, the M5 lacks active steering, active roll bars or run-flat tires. What the car does have is an exceptionally well-tuned suspension setup, electronically controlled dampers, lightweight 19-inch wheels, performance tires and massive brakes.

As with previous M5s, the car doesn't sacrifice much comfort to achieve its high-performance abilities. Just about every luxury feature comes standard, and whether it's used for daily commuting, impressing clients or blasts on empty canyon roads, the BMW M5 is up to the task.

For some BMW enthusiasts, the third-generation M5 is still the best. The 5 Series on which it was based (the fourth-generation 5) was an excellent platform and highly regarded in terms of styling, size, handling and amenities. Offered from 2000-'03, this M5 featured a 4.9-liter V8 good for 394 horsepower. At the time of the car's debut, the engine's output was considered quite outrageous for a modern midsize sedan. The sole transmission choice was a six-speed manual. Eighteen-inch wheels and the requisite suspension and braking upgrades were part of the package. It will no doubt be a future classic.

Previous to this there were two M5 generations, and both are rare sights on U.S. roads today. The original BMW M5 was available for the 1988 model year only and was based on the second-generation 535i. For power, it had a version of the 3.5-liter straight six-cylinder found in the legendary M1 exotic sports car. In the U.S., it made 256 hp and 243 lb-ft of torque. The sole transmission was a five-speed manual and the cars were offered with a black paint job only. Highly collectible now, it's said that only 500 were brought to the U.S.

The second-generation M5 was available from 1991 to 1993. It again had a straight six engine; this time it displaced 3.6 liters and made 310 hp. Even today, that's a figure most automakers would be very proud to boast about. European-spec cars from this period had an even more powerful version good for 340 hp. At the time, the only sedan capable of matching the BMW M5 was the Mercedes-Benz E500, which had a V8 engine.

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BMW M6 Review

2007 BMW M6 Convertible Shown

BMW is known for building cars and SUVs that combine everyday practicality with enhanced performance. Its series of M-badged high-performance variants, in particular, are often regarded as some of the best performance cars in the world. It therefore stands to reason that the BMW M6, as the company's flagship performance coupe (and convertible) is something truly special.

Though there have been two generations of the M6, it is the more recent one that people are most familiar with. Though not a true sports car, the M6, thanks to its 500-horsepower V10 engine, versatile suspension and powerful brakes, can challenge the world's best on just about any road. At the same time, it offers all the comfort and luxury one would expect from BMW's premier coupe and convertible.

Current BMW M6

The BMW M6 is available in coupe and convertible body styles. Both versions employ a 5.0-liter V10 engine that produces 500 horsepower and 383 pound-feet of torque. Transmission choices are a standard seven-speed sequential manual gearbox (SMG) or a traditional six-speed manual. Compared to the M5 sedan, the M6 offers greater performance due to a slightly lighter curb weight and a lower center of gravity.

The look of the M6 takes the low-slung style of the mainstream 6 Series coupe and convertible and adds unique front and rear fascias. These not only contribute to a more sporting look, but also serve to enhance performance and aerodynamic efficiency. The exterior is further differentiated by unique trim, mirrors, wheels, colors and a quad-outlet exhaust.

Edmunds editors have found the performance of the BMW M6 to be simply intoxicating. The sounds emanating from the V10 power plant are like nothing else available to consumers. The M6 convertible only adds to the aural pleasure. With the sun and sky overhead, the song of an F1-inspired V10 in your ear and 500 hp underfoot, life just doesn't get much better for an automotive enthusiast.

With an F1-racing-inspired engine and transmission, it seems only logical that a fully programmable driving experience be included. Owners can choose among three different engine programs that vary horsepower between 400 and 500, along with throttle response, at the push of a button.

Unfortunately, because the M6 is a BMW, it comes equipped with BMW's iDrive. Designed to help simplify the interface between the driver and the vehicle's various electronic systems, iDrive has been vilified by most of the automotive media, including Edmunds' editors and many owners. What was supposed to help simplify has only served to complicate and frustrate.

Past BMW M6 Models

The BMW M6 was introduced as a coupe only for the 2006 model year. For 2007, BMW introduced the convertible model and, later that year, the traditional six-speed manual transmission.

The first generation of the M6 was imported briefly to the U.S. market starting in 1988. Based on the 6 Series coupe of the time, the M6 was powered by a 3.5 liter inline-6 engine that produced 256 hp and 343 lb-ft of torque. Production ended in 1989.

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Ferrari 612 Scaglietti Review

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

Ferrari 612 Scaglietti

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.

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Cool Smart Car Body Kits Images

Smart cars are very cool cars with these awesome sports car body kits fitted. Check out these pictures!

It looks like these cars kits are manufactured by Adobe Ferrari, Adobe Lamborghini and Adobe Porsche...but very cool all the same!

Not sure what these alterations would do to your car insurance but i'm sure they would classify as a modification!

 

Hope you enjoyed these cool cars. It would be interesting to see what car insurance quotes are as a result of these car modifications as they are far more desirable with these body kits on than the standard Smart car body!

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2009 Cadillac CTS-V

Introduction

Back when the first generation CTS was still in production, the folks at Cadillac had a bright idea: shoehorn a Corvette engine in the CTS, slap on a series of go-fast goodies and give the traditional kings of super-sedan Hill -- - - BMW M5, Mercedes-Benz AMG's various sports sedan and Audi's S6 - something to worry about. Cadillac called it the CTS-V, and its performance numbers were indeed impressive, as was its relative affordability. In other ways, but it was not quite ready for prime time, from its low-buck interior to its stated rear axle-hop during acceleration runs.

This year it is a whole new ballgame. 2009 Cadillac CTS-V, based on far superior second-generation CTS platform, ditches the axle hop, is a first-rate interior and? Perhaps most importantly? achieves record-breaking four-door speed. The 556-horsepower, Supercharged 6.2-liter V8 (which is essentially a slightly detuned version of the same engine found in the Corvette ZR-1) helps the new V made some ridiculous straight-line times: zero to 60 km / h in 4.3 seconds and the quarter-mile in 12.4 seconds at almost 115 km / h. In addition, the CTS-V is equally impressive when the going get twisty. In a recent comparison test, we found out for ourselves what Cadillac had told us all along - V is faster than both the M5 and C63 AMG around a racetrack, despite a base price that is nearly $ 25,000 less than BMW.

Stupendous performance rights aside, there are a few drawbacks worth mentioning. First and foremost, it's hard to tell from the driver's seat, there is a V8 under the hood. The compressor whine is omnipresent, and it is expected V8 rumble is AWOL. Second, the automatic transmission can feel raw at times, thanks to a slow-witted manual mode, upshifts and rough in both Sports Drive and manual modes. Moreover, the standard seats are not very different from those in the regular CTS, which is disappointing in a dedicated sports machine? although the optional sports seats RECARO is irreproachable.

The super-sedan segment is an embarrassment of riches these days, with many German players boast sophisticated design, sports-carlike handling and sonorous V8 or V10 engines. But the 2009 Cadillac CTS-V has elbowed its way to the leader of this sparsely occupied class with its unparalleled all-around performance, stylish metal plates and reasonable prices. We are particularly pleased with the smaller M3 and C63 AMG sports sedan, which competes directly with Cadillac at the price, but the dimensions of the CTS-V put it together more, much more expensive competitors. Super-sedan customers owe itself to take a hard look at this hard core Caddy.


Body style, trim levels, and Options

2009 Cadillac CTS-V is a high-performance sports sedan that comes in a single trim level. Standard features include 19-inch alloy wheels, Brembo brakes, adaptive xenon headlamps, an adaptive suspension with driver-adjustable shock absorbers, keyless entry and ignition (including remote start the automatic transmission models), rear park assist, leather upholstery, a leather - wrapped power tilt -telescoping steering wheel cylinders, power-adjustable heated front seats with driver memory, dual-zone automatic climate control, OnStar and Bluetooth. Also standard is a 10-speaker Bose surround-sound audio system with a CD/MP3 player, satellite radio, a USB port, an iPod-ready auxiliary audio jack and a 40-gigabyte hard drive that can be used to store music .

Options include a hard-drive-based navigation system with real-time traffic and weather reporting, 14-way power-adjustable RECARO sports seats with heating and ventilation, a suede-trimmed steering wheel and a sunroof.

Power Trains and Performance

A Supercharged 6.2-liter V8 powers the 2009 Cadillac CTS-V, send a whopping 556 horsepower and 551 pound-feet of torque to the rear wheels. A six-speed manual transmission is standard, and a six-speed automatic transmission with steering wheel-mounted shift buttons is optional. For performance testing, automatic-equipped CTS-V catapulted to 60 km / h in 4.3 seconds and flew through the quarter-mile in 12.4 seconds at 114.7 mph. Brake Capacity was also phenomenal, as our test car stopped from 60 mph in a seatbelt-strain 104 feet. Cadillac estimates that the CTS-V will return 13 mpg in the city and 19 mpg on the highway.


Security

2009 Cadillac CTS-V comes standard with anti-lock brakes, traction control, stability control, front-seat side airbags, full-length side curtain airbags and GM's OnStar emergency communications system.

The Insurance Institute for Highway Safety crash tests, the regular CTS earned scores of "Good" (the highest possible) for both frontal-offset and side-impact protection. In government crash tests, the CTS earned four out of five stars for driver protection in head-on collisions, while the front passenger received five-star protection. The CTS also received five stars for side-impact protection for front and rear passengers.


Interior design and special features

2009 CTS-V's interior is not very different from the regular CTS. Fortunately, the building boasts one of the nicer interior in its segment, with a sleekly attractive center stack design and mostly high-quality materials. We would advise skipping the base seats, as they are neither supports nor particularly comfortable. Get the optional RECARO sports seats instead, who has a crush on all the right places, but comfy enough for long trips. Rear seat dimensions are satisfactory, even for larger adults. The regular CTS's available split-folding rear seat is not available on the CTS-V, although a pass-through is standard. Bagage offers 13.6 Cubic holds, although reading the major issues is hampered by a short deck.

The design of the optional navigation system is particularly clever, display withdrawn in line, but the top inch of the screen remains visible for the audio system. Another well thought out feature is standard 40 GB hard drive, which not only allows for storage of music files, but enables AM / FM and satellite radio to be rewound, paused and resumed? much like a DVR for radio. Bose surround-sound audio system provides rich bass and a pleasingly warm sound.

Driving Impressions

At 4313 pounds, the 2009 Cadillac CTS-V weighs as much as some crossover SUVs. This makes his face flattening performance even more amazing. Despite the otherworldly lap times, although the CTS-V ultimately can not hide his 2-ton-plus mass on winding roads. The CTS-V feel a little portly in tight corners, although the 556 horses make amends in a hurry when the road straightens out. The default setting steering mechanism is too light for a high-performance sports sedan, but it is easily remedied by tapping the traction control button twice - this activates Competitive driving, weighing up to the steering, traction control turned off and switch to a more lenient stability control program for aggressive driving.

The automatic transmission's lurching full throttle upshifts are crude, but effective, although we can not say the same to the manual shift buttons on the back of the steering wheel spokes. They are so slow on the draw, you're better off just leaving the transmission in Drive Sport. The manual transmission can be a better bet, since it has a positive corporate change efforts and a surprisingly light and progressive clutch.

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Cadillac CTS-V Review

The wickedly fast Cadillac CTS-V is easily one of the best Cadillacs ever. In an effort to take advantage of its recent vogue, Cadillac decided to build high-performance versions of several of its cars. Collectively called the V-Series, they are meant to be high-powered, tight-handling, all-around track-tuned performers in the vein of the European performance marques, such as BMW's M series and Mercedes-Benz's AMG lineup.

2006 Cadillac CTS-V 4dr Sedan Shown

The CTS-V was the first Cadillac to get the V treatment, and it's no exaggeration to call it an enthusiast's dream. Based on the CTS entry-level luxury sedan, the CTS-V has exclusivity stamped all over it. The throaty V8 may get all the publicity, but the CTS-V looks, sounds and drives like a very special car.

As you'd expect, though, the Cadillac CTS-V does share a few inherent flaws with the regular CTS, including an awkward interior design and mediocre interior materials. These attributes will likely be addressed with the second-generation CTS-V, which is expected to follow the launch of the new '08 CTS.

Current Cadillac CTS-V

The Cadillac CTS-V comes in one body style and trim. It is a powerful, rear-wheel-drive midsize luxury sedan. The V6 engine from the standard CTS has been swapped out for a 400-hp 6.0-liter V8, which is the same engine found under the Corvette's hood. A six-speed manual gearbox and limited-slip differential are standard. There is no automatic transmission option. Put the pedal down hard and you can expect to move from zero to 60 mph in 5 seconds.

But the performance upgrades go far beyond the bigger engine. Additional highlights include a tightened suspension, massive Brembo performance brakes and 18-inch aluminum alloy wheels with performance tires. Antilock brakes and a driver-adjustable stability control system (StabiliTrak) are standard. More subtle adjustments include a strengthened engine cradle and hydraulic engine mounts.

There is a level of sophistication that extends from the performance construction down to the interior features. You get all of the CTS upscale features as standard, including HID headlights, climate control, sport seats and a premium Bose audio system with an in-dash six-CD changer. Even navigation comes standard. Options are limited to paint colors and run-flat tires.

Cadillac has done its best to gussy up the CTS's normally dull interior to make the V-Series sedan feel special. The original instrument cluster has been replaced by more upscale dials and computer readouts, which even spit out real-time driving dynamics, such as lateral G-forces. There are also aluminum and satin chrome accents on the dash. The more heavily bolstered front seats are comfortable and supportive during aggressive driving. As in the regular CTS, the backseat is spacious, which makes the CTS-V more useful on an everyday basis than similarly priced compact rivals from Audi, BMW and Mercedes.

In road tests, our editors found the Cadillac CTS-V to be the automotive equivalent of a Fourth of July fireworks celebration. It just oozes enthusiasm and begs to be driven hard. Whether you're pushing hard in a straight line, around long curves or sharp corners, the CTS-V does everything you want from a high-level sport sedan and then some, though its drivetrain exhibits the sort of raggedness that sets it slightly below the standards of its European rivals. But no excuses need to be made for the handling, which is precise and predictable in all conditions.

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Cadillac STS Review

Though it has grown into an entirely different species, the luxury performance DNA of the Cadillac STS can be traced all the way back to the special range-topping Seville hardtop coupe of the 1950s. At that time one of the fastest, flashiest and most luxurious cars on the road, it evolved and re-emerged several decades later as the buttoned-down Seville luxury sedan, capable of sharing company with Europe's finest.

2008 Cadillac STS Luxury Sedan Shown

Handsome, contemporary styling, tighter build quality and a new high-performance STS sport model set the stage in the early 1990s, and the addition of a sophisticated and powerful new DOHC Northstar V8 engine and detail refinements throughout the decade made the most of -- and tended to somewhat mask -- its limiting front-drive architecture, the STS's one performance Achilles heel. As it entered the new millennium, however, Caddy's flagship had aged and lost some of its appeal as trimmer, more sophisticated, and in most cases, rear-wheel-drive European and Japanese competitors overtook it in terms of refinement and performance.

Evolution gave way to revolution in 2005 as Cadillac dropped the Seville moniker in favor of its alpha-centric naming strategy, coinciding with a quantum leap forward in technology, build quality and overall refinement. Based on GM's global Sigma rear- and all-wheel-drive platform and utilizing powerful new V6 and Northstar V8 engines, the Cadillac STS is once again capable of taking on all comers.

If you're in the market for a finely tailored luxury sedan with the power, roominess, comfort and value to outpace many of its smaller German and Japanese rivals, we recommend that you take a serious look at the Cadillac STS.

A full-size luxury sedan in its physical dimensions, the Cadillac STS is priced in line with premium midsize sedans and available with a V6 or V8 engine. Common features on all models include leather seating, 17-inch wheels, dual-zone climate control, a Bose sound system and OnStar. Popular options include a navigation system, a head-up display and heated/ventilated front seats grouped in two available Performance and Luxury trim packages.

The two available engines -- a surprisingly responsive 3.6-liter V6 rated at 255 horsepower and 252 lb-ft of torque, and a 4.6-liter Northstar V8 that generates 320 hp and 315 lb-ft of torque -- both feature variable valve timing and electronic throttle control. A five-speed automatic transfers power from the V6, and a six-speed automatic helps V8-equipped STSs achieve impressive acceleration and fuel economy for this class.

In reviews and road tests, our editors have found the strengths of the Cadillac STS to be its nimble road manners, powerful engine options and high-quality audio system. Downsides include an interior that lacks the quality of materials found in competing high-dollar sedans, along with seats that some might find overly firm.

Those in search of a satisfying balance of performance and economy may want to focus on the basic V6/rear-drive model, while STS shoppers looking for maximum performance in all conditions can lean toward the all-wheel-drive V8 version. No longer hampered by the compromised front-drive layout of old, all STS owners now enjoy world-class performance and value fully competitive with the best of the rest from around the globe.

The Cadillac STS officially debuted for the 2005 model year. Only minimal changes have occurred since. Those interested in a used model previous to this date will want to check out the front-wheel-drive, fifth-generation Seville-based model produced from 1998-2003.

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Cadillac STS-V Review

In a luxury sport sedan market that's traditionally dominated by German carmakers, the Cadillac STS-V makes a tremendous impression. A model from Cadillac's V-Series line of ultra-performance vehicles, the STS-V is based on the STS large sedan. With its supercharged V8 producing 469 horsepower, it's the most powerful car Cadillac has ever produced. The car also comes with upgraded hardware for improved handling and braking and minor styling changes to differentiate it from regular STS models.

2007 Cadillac STS-V Sedan Shown

The focus on performance doesn't come at the expense of luxury. Just like the standard version, the V-Series sedan is comfy, plush and loaded with a generous amount of premium features. Overall, we're quite impressed. Though the Cadillac STS-V doesn't quite match some competing models in terms of maximum performance or prestige, we still think it's a very viable choice for a big-bore luxury sport sedan.

Current Cadillac STS-V model

A special-edition, high-performance vehicle, the Cadillac STS-V sedan is available in one trim level only. (Cadillac says it limits production to help exclusivity.) Standard equipment highlights include heated front and rear seats, a navigation system and a 15-speaker Bose surround-sound audio system with a six-CD changer.

Distinguishing the STS-V from the standard STS are larger wheels (18-inchers in front and 19s in the back), massive Brembo brakes, a larger front grille for improved airflow, additional brake ducts, and additional aerodynamic and stylistic enhancements.

For motivation, the rear-drive STS-V is equipped with a supercharged 4.4-liter V8 engine that pumps out a startling 469 hp and 439 lb-ft of torque. Zero to 60 is accomplished in 5.1 seconds. A highly responsive six-speed automatic transmission (with manual shift control) is standard.

But the Cadillac STS-V is world-class in ways beyond its under-the-hood muscle. It has been outfitted with a sport-tuned suspension. And compared to a standard STS, V-Series sedan's steering is quicker. The result is that it handles like a car half its size while providing meaningful feedback to its driver. A limited-slip differential, antilock brakes, stability control and traction control are all standard on the STS-V. Other safety equipment includes front-seat side airbags and full-length head curtain airbags. A tire-pressure monitor and rear park-assist system are also standard.

The STS-V's long wheelbase means there's generous legroom in the front and back. The interior is upscale and handsome, with finely stitched seats and accents of wood and aluminum, though it's still not quite at the top level of quality found in some European luxury sedans. The trunk is also smaller than what one might expect for this class of car.

In reviews, our editors found the Cadillac STS-V to be powerful in every situation. It rockets off the line, but the real allure is what happens afterward. Passing power on the highway is effortless and easy. And even when you don't have the accelerator pedal pinned, the STS-V's handling abilities make it fun to drive. It's true that it's a bit out of its element on tight, twisty roads. This isn't a downfall, but rather an inherent characteristic of its size and genre. In general, the STS-V strikes an excellent balance between high-performance capability and everyday luxury driving.

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Cadillac XLR Review

Yet another entry from Cadillac to show the world it's serious about competing with the top European and Japanese luxury brands, the two-seat Cadillac XLR roadster is the company's flagship vehicle. Though it shares the same platform as the current Corvette, the XLR variant is not a simple case of corporate badge engineering. It's more of a grand touring machine than a hard-edged sports car, as the Caddy's responses are softer and comfortably refined. It also uses a more subdued 4.6-liter, 320-horsepower V8 engine rather than the Vette's edgier 6.0-liter, 400-hp V8 power plant.

2008 Cadillac XLR Convertible

The use of lightweight components like aluminum suspension pieces and composite body panels keeps the Cadillac XLR from being a bloated luxury two-seater. In addition, the standard Magnetic Ride Control adaptive suspension system automatically firms up or softens the suspension based on driving conditions, ensuring generally smooth and responsive maneuvers. The combination of bold, angular styling outside and distinctive eucalyptus-wood cockpit accents gives the XLR a sophisticated presence. Further, the XLR's power retractable hardtop roof allows the comfort and security of a coupe when the top is raised.

As impressive as it is, the Cadillac XLR roadster is not quite the "standard of the world" just yet. Though its styling and Cadillac badge will appeal to those looking to roll up to the valet in something different from the status quo, the XLR comes up short in terms of maximum performance and interior detailing when compared to its German rivals. But if those qualities aren't your top priority, and you're not overly impressed with the rest of the XLR's competition, this Cadillac convertible is worth considering.

Current Cadillac XLR

The Cadillac XLR is a two-seat luxury roadster featuring a retractable hardtop roof. The standard XLR comes with just about all of the luxury features you'd expect, including 18-inch alloy wheels with run-flat tires, adaptive xenon HID headlights, heated leather seats with plenty of power adjustments, dual-zone automatic climate control, keyless startup, a head-up display, a navigation system and a Bose audio system with satellite radio and a CD changer. There are also a couple special variants, the Passion Red Limited Edition XLR and the Platinum Edition XLR, that feature unique exterior paint and other minor trim enhancements.

A refined yet muscular 4.6-liter V8 powers the XLR, and a six-speed automanual transmission transmits the Northstar V8's 320 horsepower and 310 pound-feet of torque to the rear wheels. We've found the XLR to be a spirited performer, with 0-60-mph sprints taking less than 6 seconds and high-speed cruising that's generally hushed and effortless. Full-throttle shifts result in little hesitation, and the sound of the engine at speed is as good as or better than any V8 in its class. Antilock disc brakes are standard safety items, as are run-flat tires, a tire-pressure monitor, stability control, head/torso side-impact airbags and rear parking sensors.

Inside, the Cadillac XLR boasts an upscale cabin complete with rich eucalyptus wood trim and aluminum accents in addition to comfortable leather seating -- altogether clean-looking, modern and warm. State-of-the-art technologies abound, too: A head-up display shows vital information such as speed, fuel level and audio status on the windshield, adaptive cruise control automatically maintains a preset distance between the XLR and the car in front, and a large touchscreen mounted high in the center stack helps keep the dash free of numerous single-use buttons. Our editors found fit and finish to be excellent, save for a few pieces of metallic trim that seem tacked-on rather than cleanly integrated.

As fast as the XLR is when pushed, those expecting a true Cadillac sports car will be disappointed. Acceleration, though certainly quick, is not as forceful as its corporate cousin, and the XLR's softer suspension tuning results in noticeable body roll during hard cornering and plenty of nosedive under heavy braking. Even with its adaptive suspension's split-second response, the Cadillac XLR still feels less willing to tackle turns than the more athletic European contenders. On the open highway, the roadster hits its stride, delivering an undisturbed ride with effortless tracking.

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Cadillac XLR-V Review

There are a few lucky car shoppers out there who can afford the very best the automotive world has to offer. For those hoping to go really fast and be coddled while doing it, Cadillac created the XLR-V convertible. The V at the end of the car's moniker indicates that it's a performance variant of Cadillac's XLR, but it could easily stand for viciously quick and very luxurious.

2008 Cadillac XLR-V Base Convertible

Viciously quick comes courtesy of this Cadillac's supercharged V8, which will send you hurtling from zero to 60 in less than 5 seconds. You won't find any assembly lines at the Wixom, Michigan, facility in which the high-performance engine is made. Taking a cue from European ultraluxury manufacturers, Cadillac has given each V8 a personal touch, with each being built from start to finish by a single craftsman. Very luxurious is the end result of the wealth of standard features offered by the Cadillac XLR-V roadster. Satellite radio, keyless ignition and a voice-activated navigation system are all part of the lineup.

The XLR-V's features list brims with opulence, but unfortunately, the same can't be said for its cabin. Abundant wood and metallic accents are a good start, but aesthetics ultimately miss the mark, thanks to generic-looking switchgear and unspectacular leather. For a car that costs about $100K, this is a profound disappointment. Cabin dimensions in this convertible are also tight, resulting in a cramped environment for taller drivers. Another shortcoming is the car's lack of cargo room.

It should also be said that while the Cadillac XLR-V offers a memorable and engaging ride, you'll find more refined driving dynamics in its European competition. Still, for those seeking a less common American alternative, this singular Caddy could prove to be a pleasing choice.

Current Cadillac XLR-V

Designed to facilitate wind-tousled tresses and sun-kissed cheeks, the Cadillac XLR-V is available only as a two-seat convertible with a retractable hardtop. Aside from its high-performance innards, this V is distinguished from its less spirited sibling by virtue of styling cues like a unique front grille and a sculpted hood designed to accommodate the V8's supercharger.

Only one trim is available, but -- as befits the car's nearly six-figure price tag -- it's fully loaded. Perks like Bluetooth phone connectivity, heated leather seats and adaptive cruise control (which automatically maintains a preset distance between the roadster and the car ahead of it) are all standard. The XLR-V's power-retractable hardtop can go from closed to open (and vice-versa) in about 30 seconds.

Pop this Caddy's rather menacing hood and you'll find a supercharged 4.4-liter V8 with the goods to kick out 443 horsepower and 414 pound-feet of torque. A broad torque band keeps this might readily accessible; the engine is able to deliver 90 percent of peak torque between 2,200 and 6,000 rpm. A six-speed automatic transmission with manual-shift capability directs power to the rear wheels.

The Cadillac XLR-V's cabin is attractive, but attractive simply isn't good enough for a car in this price range. Aluminum accents add a nice gleam to the steering wheel and instrument panel, and there are pleasing amounts of burnished exotic wood in evidence -- you'll find it on the shifter knob, steering wheel and parts of the door and center console. But compared to what's available from other cars populating this rarefied bracket, the overall look and feel of the Cadillac's interior is a little disappointing. There's also not a whole lot of room available. The vertically gifted will find getting comfortable in the driver seat a challenge, and tight cargo room limits versatility.

Once settled, however, drivers will find themselves swept away on a wave of raw power. The car is responsive and quick, eager to leap to attention at the slightest tap of the throttle. Its Magnetic Ride Control adaptive suspension (which automatically adjusts the suspension to reflect driving conditions) is tuned to be sportier than that of the XLR, but thanks to careful attention paid to handling dynamics, the car's ride is never abusive. The only real detracting attribute is the car's steering, which we have found to be overly heavy.

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Chevrolet Corvette Review

Often referred to as America's only true sports car, the Chevrolet Corvette is one of the world's best known and longest-running nameplates. Oddly, it had a rather humble beginning, starting life back in 1953 with a straight-6 engine and a two-speed automatic transmission. The first few years saw the fiberglass-bodied two-seater from Chevrolet earn praise for its handling but criticism for its relatively tame performance. (At the time, it was soundly outgunned by a variety of European sports cars in terms of performance.)

2008 Chevrolet Corvette Convertible

Thankfully, a V8 engine option debuted in 1955, and by the late '50s, the Chevy Corvette could hit 60 mph in less than 6 seconds. The intervening decades have seen the Corvette pass through multiple generations. Each decade has brought its own Corvette theme, including the muscle-bound '60s, the highly stylized '70s and the electronically aided '80s. More recently, the Corvette has improved enough in the refinement department that many finally consider it worthy to compete against the world's best.

Highlights of the Corvette's timeline include the '57 Fuelie (the nickname for the optional fuel-injected 283 V8), the '63 Sting Ray split-window coupe, the '65-'67 big blocks (427-cubic-inch V8s), the high-revving LT-1s of the early '70s, the ultra-high-performance ZR-1s of the early '90s and the fast yet user-friendly C5s (fifth generation) of the late '90s. Of course today's Corvette, an outright bargain when compared to sports cars from Europe, should be acknowledged as well. The current Corvette offers the performance of an all-out exotic at a third to a quarter of the price.

Current Chevrolet Corvette

Debuting in 2005, the current Chevrolet Corvette (known as the C6) is by far the best yet. As with past Vettes, a coupe and convertible are offered. Performance is exceptional, with the 0-60-mph sprint taking less than 5 seconds, the quarter-mile taking less than 13 and top speed in excess of 180 mph. That's for the standard Corvette. The Z06 version is even more thrilling, hitting 60 in the low 4s, the quarter in the low 12s and running on up to a top end approaching 200 mph. The standard Corvette comes with a 6.0-liter, 400-horsepower V8 coupled to either a six-speed manual or optional six-speed automatic. The Z06 comes with a 7.0-liter V8 with 505 hp mated to a six-speed manual.

The newest Chevrolet Corvette is equally impressive in terms of its improved build quality and increased daily driver usability. The cockpit boasts friendly ergonomics, supportive seats and excellent fit and finish. As before, the car's hatchback body style provides massive cargo capacity, which stands at 22 cubic feet in the coupe. A choice of three suspensions (standard, optional Magnetic Ride Control with Sport and Touring modes and track-ready Z51) for the regular Corvette mean there's a setup for everyone, from casual enthusiasts to hard-core apex clippers -- and all provide a fairly smooth ride. The Z06, in spite of its immense capabilities, is still docile enough to handle the daily commute without making the driver grit his teeth every time he faces stop-and-go traffic or a rough section of pavement.

In reviews from our editors and posted consumer commentary, the C6 garnered high marks and universal praise for its combination of strong performance, razor-sharp handling, comfortable ride, eye-catching style, affordability and relatively impressive fuel economy. Complaints were minor in comparison, centering on the manual transmission's clunky gearchanges, along with the cabin's mediocre cupholder and storage provisions, ho-hum interior materials and underwhelming Bose audio system.

Past Chevrolet Corvette Models

The previous Corvette (the C5) was built from 1997-2004 and marked the Corvette's transition from a capable but flawed (in terms of comfort and ergonomics) to world-class sports car. Easier to get in and out of than the C4, the C5 also boasted a new chassis that had nearly 50/50 weight distribution between the front and rear axles, a more compliant suspension, a much roomier cockpit with more supportive seats and a new "LS1" 5.7-liter V8 that made 345 hp. The transmission choices were a six-speed manual and four-speed automatic.

With a 0-60-mph time of fewer than 5 seconds and a top speed of around 175, there wasn't much that could touch this Vette short of a few big-dollar exotics from Europe. That first year saw just the hatchback body, whose styling drew barbs for its rather large hindquarters. But the benefit of the big butt was more than 20 cubic feet of cargo capacity under the rear hatch. A convertible joined the lineup for '98 and the following year brought a fixed-roof coupe. For 2001, the mighty Z06, a reincarnation of an earlier "Z06" performance package from the '60s, debuted, bringing 385 hp to an already impressive chassis. As if that weren't enough, the Z06 gained 20 hp the very next year.

Enthusiasts looking for a sports car they can live with day in and day out would be well advised to seriously consider a Chevy Corvette from this generation. Pros and cons are mostly similar to the current generation, and although the C5 has been criticized for spotty build quality, this Corvette still offers the most bang for the buck in the used sports car marketplace.

The fourth-generation Chevrolet Corvette, or C4, is the other model that non car-collectors will likely be interested in. It was available for the 1984-'96 model years. The flamboyant style of the previous generation was replaced with a leaner look, and a racetrack-ready suspension featuring lightweight alloy components debuted as well. First-year cars should be avoided, as the 5.7-liter V8 made just 205 hp with its troublesome "Crossfire Injection" setup, while the suspension was much too stiff for daily driver duty. Subsequent years saw the debut of a convertible, more power and suspension refinements. By 1990, the Corvette was a well-sorted sports car with precise handling and respectable performance from its 250-hp engine. That year also saw the debut of the ZR-1 supercar, which could run the quarter-mile in the low 13s and hit a top speed of around 175 mph, thanks to its 375-hp, 5.7-liter V8. For '92, the standard Corvette gained more power via the 300-hp LT1 V8. The ZR-1's output shot up to 405 hp for '93. The last year of this Corvette's generation saw the availability of a 330-hp version of the LT1 V8.

Although the C4 is regarded as desirable in terms of performance for the price, its awkward ingress/egress, cramped cockpit and stiff ride make it a weekend toy for all but the most ardent enthusiasts.

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Chrysler 300 Review

2008 Chrysler 300 C Sedan

There's currently no category within the Edmunds.com Most Wanted awards for "best returning-to-glory car." But if there were, the Chrysler 300 would certainly be a strong candidate to win. A proud and prestigious vehicle during the 1950s, the 300 fell into anonymity during the '60s and then pretty much disappeared from the automotive landscape for more than 30 years. Only with the current model has Chrysler revived the accolades and respect that once surrounded this proud nameplate.

Thanks to its distinctive styling, roomy interior and powerful performance capabilities, the latest Chrysler 300 has become a popular choice in the large sedan segment. The 300C trim level, in particular, is an impressive vehicle thanks to its powerful 5.7-liter V8 engine. It's bracketed by two affordable V6-equipped models on one end and the high-performance 300C SRT8 on the other. According to our editors, nearly all 300 models should serve consumers well.

Current Chrysler 300

The Chrysler 300 is a large five-passenger sedan with rear-wheel or all-wheel drive. It's been designed to appeal to consumers desiring something with a bit more personality than a regular family sedan or an alternative to popular Japanese or European entry-luxury sedans. Some of the 300's underlying mechanicals are derived from Mercedes-Benz technology, and it's a platform sibling to the Dodge Magnum and Charger.

The 300's styling is unmistakably American. The large chrome grille, double-lens headlights, high beltline, bulging fenders and large wheels give it a strong presence on the road. A long 120-inch wheelbase shortens up the front and rear overhangs and opens up plenty of occupant space on the inside. Cabin dimensions are generous in all directions, and the 300 offers more legroom than most of its competitors. Its overall interior design has been described as simple but elegant. The dash area effectively combines sporty, semi-retro and luxury motifs.

There are currently five styles of the Chrysler 300 to choose from: base, Touring, Limited, "C" (labeled the 300C) and the 300C SRT8. Though budget-oriented consumers might be attracted to the base model's low price, we suggest stepping up to either the Touring or the Limited, as these trim levels come with the type of standard features expected for this class of car. The 300C and SRT8 versions are the performance-oriented models. The main difference between the two is that the SRT8 version has been tuned and equipped for maximum performance. For rear-drive Touring and 300C models, Chrysler also offers the W.P. Chrysler Executive Series. This model rides on a 6-inch-longer wheelbase and provides additional legroom for rear-seat passengers.

For power, the base 300 relies on a 178-horsepower 2.7-liter V6 connected to a four-speed automatic transmission. Touring and Limited have a 3.5-liter, 250-hp V6 and a five-speed automatic. The top-shelf 300C and 300C SRT8 feature a V8 engine. The 300C's makes 340 hp and the SRT8 boasts 425 hp. The SRT8 also features a stiffer suspension setup, more powerful brakes and a larger wheel and tire package. Most 300s are rear-drive, but Chrysler does offer all-wheel-drive versions of the Limited and 300C.

In Edmunds.com reviews of the Chrysler 300, the car has fared quite well. Our editors have commented favorably on its masculine good looks, powerful V8 engines, long list of safety features and value for the dollar. Negatives are few but focus on the meager output of the base model's V6 and the car's poor outward visibility. Those desiring maximum fun will no doubt be pleased with the 300C SRT8; it can hit 60 mph from a standstill in just 5.7 seconds.

The current 2008 model has been updated with some additional features and freshened exterior styling, but shoppers of used Chrysler 300s will still find the sedan quite appealing. The car debuted for the 2005 model year. Models built for 2007 received a few extra features as compared to earlier years; this was also the first year for the W.P. Chrysler Executive Series.


Past Chrysler 300s

Like fossil records, the Chrysler 300 has a long but patchy history. It came into being in the mid-1950s as a way to showcase Chrysler's new "Hemi" V8 engine. The first 300 was introduced for 1955 and was based on the New Yorker two-door hardtop. Its 5.4-liter V8 developed 300 hp. After that, Chrysler began affixing sequential letters at the end of "300" for each year as well as offering different body styles, including a convertible. The 1957 300-C is typically considered the most beautiful and desirable of these early cars. The Hemi engines were discontinued in the 300 after 1958, but Chrysler continued to use the letter designations up until the '65 300-L. After that it was the plain 300. In total, there were seven generations of this car before it was dropped after the 1971 model year.

The 300 name was briefly resurrected in 1979 for a special version of the rather awful Cordoba. It would then take another 20 years before Chrysler decided to roll out the 300 moniker again. This was the 1999 300M. Unlike previous 300s, this was a front-drive sedan only. Based on the second generation of Chrysler's "cab forward" LH platform, the 300M used a 3.5-liter V6, making 253 hp (that's net horsepower, a far more conservative standard than the "gross" rating used prior to 1972) and mounted longitudinally in the engine bay. It was built through the 2004 model year.

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Chrysler Crossfire Review

2005 Chrysler Crossfire Limited 2dr Roadster Shown

When the Chrysler Crossfire concept was first introduced at the 2001 North American International Auto Show, there was genuine interest and excitement from both the motoring press and the public. Here was the first tantalizing fruit of the DaimlerChrysler merger that would combine German engineering and American style. A production model was announced, and the first Crossfires started to appear a few years later.

Available as a two-seat coupe or roadster, the Chrysler Crossfire is largely based on the first-generation Mercedes-Benz SLK. Its exterior design still attracts attention after nearly four years of production. Part of the reason for this is that sales -- while initially white hot, cooled off quickly thereafter. Crossfires are a relatively rare sight on the road, and even heavy incentives have failed to boost sales significantly.

There are a variety of reasons for the Crossfire's lack of success. Edmunds editors have noticed that the Crossfire's steering response is lackluster. This is mostly due to the use of the previous SLK's less-than-precise recirculating-ball steering, which is inherently less accurate than a rack-and-pinion setup. Additionally, the vehicle's ride quality can often seem harsh, particularly on the SRT6 version.

Slow sales can also be attributed to an interior that doesn't look as rich as the car's exterior styling would suggest. Finally, there's the Crossfire's lack of utility. Two-seaters have a very limited appeal, and the Crossfire was introduced into a very competitive arena. While we still consider it an attractive vehicle to look at, the Chrysler Crossfire is simply outclassed by other vehicles in terms of luxury, brand cachet and/or performance.

Current Chrysler Crossfire

The Crossfire is available in coupe and convertible body styles. Both body styles are available with either a base V6 or in high-performance supercharged SRT6 guise. Base models are powered by a 3.2-liter six-cylinder engine that produces 215 horsepower and 229 pound-feet of torque. Transmission choices are a standard six-speed manual or an optional five-speed automatic. Edmunds editors have complained about a relative lack of low-end torque from this engine.

Chrysler Crossfire SRT6 models receive no such complaints, however, as they are powered by a supercharged version of the 3.2-liter V6. This engine delivers 330 hp and 310 lb-ft of torque. The sole SRT6 transmission choice is a beefed-up five-speed automatic. The SRT6 also gets enhanced suspension components to complement the added power, so expect a harsher ride.

The base Crossfire coupe and convertible come equipped with power windows and door locks (and a power top for the convertible), dual-zone climate control and the expected safety features such as multiple airbags, antilock brakes and stability control. Step up to the Limited trim for heated leather seats, an upgraded Infinity stereo and an optional navigation system.

Unique to the base Roadster is an optional Special Edition package that includes Inferno Red Crystal Pearl Coat exterior paint, Dark Slate Gray cloth seats, SRT6-style cast-aluminum wheels, a black windshield surround and satin silver door handles and side louvers. In addition to its engine and suspension upgrades, the SRT6 models add 18-inch wheels up front and 19-inchers out back and napa Pearl leather seats with Alcantara suede inserts with enhanced bolstering.


Past Chrysler Crossfire models

The Chrysler Crossfire was introduced in the summer of 2003 as a 2004 model, as a coupe only. The 2005 model year was a busy time for the Crossfire, as a convertible model was introduced in the summer of 2004 and the high-performance SRT6 versions were introduced in the fall of that year. In addition, and in response to pricing complaints, a base model was added, with the Limited model getting most of the higher-priced features. For the 2006 model year, a Special Edition package became available on the base model that includes exclusive Inferno Red paint and unique exterior styling enhancements.

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Dodge Viper Review

The Dodge Viper was conceived as a modern interpretation of the classic muscular American sports car. Debuting as a concept in 1989 to huge consumer enthusiasm, everything about the production Dodge Viper was perfectly over the top, including its cartoonish styling, giant 335/35-series rear tires and thumping 400-horsepower V10 engine.

2008 Dodge Viper SRT-10 Convertible

With lots of tail-wagging power and no face-saving electronic driving aids, the original RT/10 Viper roadster was certainly a supercar that didn't suffer fools graciously. Eventually, however, minor concessions to "luxury" appeared in the second-generation Viper roadster, such as real windows that replaced the clear vinyl side curtains.

But Viper fans had nothing to fear, for the Dodge sports car remained obnoxiously loud and fast. And despite the release of a GTS coupe and simultaneous upgrades for the entire line, the first two Viper generations represented much the same car for an entire decade.

The Dodge Viper's next era kicked off in 2003 with a third-generation redesign of Chrysler's icon -- the SRT-10 roadster became a true convertible with a top that folded down all the way versus the soft targa panel of the previous RT/10, and the Viper SRT-10 coupe returned a few years later featuring the previous coupe's "double bubble" roof and dramatic rear styling. An astounding amount of power is delivered over a broad range; to handle it the Viper uses a beefed-up transmission and massive brakes. Compared to the original, newer Vipers have a longer wheelbase, a stiffer chassis and revised suspension tuning, which give the car greater dynamic precision.

A new SRT-10 Viper is on the way for 2008 with, of course, even more power -- 600 hp and 560 lb-ft of torque to be exact -- from a fully revised engine displacing 8.4 liters. The new engine and additional hardware updates are meant to counter the Viper's nemesis, the Corvette Z06, which undercuts the Viper on price and beats it in terms of versatility. But the charm of the Viper is its raw edge and lack of polish. For the Viper enthusiast, there's no other way it should be.

Current Dodge Viper model

Recently updated, the Dodge Viper sports car is offered as a two-seat coupe or roadster. Standard equipment includes racing-style seats, power-adjustable pedals, keyless entry and a 300-watt audio system with in-dash CD changer. An 8.4-liter V10 engine delivers 600 hp and 560 lb-ft of torque. Power is sent to the rear wheels through a Tremec six-speed manual transmission and a standard limited-slip differential. Performance numbers are quite impressive, as the Viper can reach 60 mph in less than 4 seconds. Containing all this power are massive Brembo brakes and 18-inch front- and 19-inch rear forged-alloy wheels.

Though modern cars are increasingly equipped with the latest safety features, the Viper remains true to its visceral roots. There are neither side-impact airbags nor traction or stability control. Inside, the cabin is a collection of hard plastic panels and parts pin switches. Seat comfort is surprisingly good, but entry and exit, particularly on the coupe, is tricky.

Fresh off the showroom floor, the Dodge Viper is one of the fastest production cars in the world. Its mammoth V10 pushes it to triple-digit speeds in the blink of an eye, and it keeps right on going. Pushing this Dodge to the limit still requires the skill of a seasoned driver, but even rookies will admire the car's unbelievable racecar-like capabilities. While not comfortable and well-rounded enough to be an everyday driver, the Dodge Viper remains a no-nonsense supercar for those who can afford to add one to their stable.


Past Dodge Viper models

The original Dodge Viper debuted for the 1992 model year. At its heart was a 400-hp, truck-based engine with lighter-weight aluminum substituting for cast iron. Inspiringly one-dimensional, the first Viper continued on with only minor power tweaks and an optional hardtop with sliding side curtains until the second-generation Viper debuted as a more powerful GTS coupe in 1996 -- now a bit more civilized, with dual airbags and air-conditioning.

As the Viper matured into its second generation, paint schemes were shuffled and the RT/10 roadster received much of the updates applied to the GTS coupe. Also crossing in 1997 were the coupe's adjustable pedals and revised exhaust system, which changed from side- to rear-exit. In 1999 the Viper received bigger wheels, optional Connolly leather inside, power mirrors and a remote release for the coupe's glass hatch. A track-biased Viper ACR trim level also became available that year. Used Viper shoppers might also want to note that a fairly significant feature -- antilock brakes -- did not become available until 2001.

The third-generation Dodge Viper, the SRT-10, has been available since 2003. At its debut, the V10 was 8.3 liters in size and generated 500 hp and 525 lb-ft of torque. At the start, only the roadster was available. Detail changes only to colors and trim for the next couple years -- including a special "Mamba" package in 2004 for only 200 vehicles -- were followed by a return of the SRT-10 coupe in 2006 and a 10-hp increase. There was no '07 model, as Dodge was preparing for the '08 model's changes.

10:04 AM | 0 Comments : | Read More