New Car Scoop

Thursday, September 22, 2011

2012 Mercedes-Benz M-class / ML350 4MATIC / ML350 BlueTec

Now in its third generation, the Mercedes-Benz M-class is refining the Mercedes SUV experience, rather than reinventing it. The 2012 ML is the same basic size and shape as before, but the platform—shared in part with the new Jeep Grand Cherokee—is new, and the vehicle gets significant upgrades in efficiency and style for 2012.

The exterior appears sleeker and more sculpted, while the most obvious difference in the interior is a switch from round air vents to rectangular, the former now reserved for Mercedes’ sports-car lineup. (It’s worth noting just how similar the instrument layout is to the Grand Cherokee’s.) A big increase in quality and design can be felt inside. A large swath of either wood or metal-look plastic sits before the front passenger, while the driver gets a meaty-feeling steering wheel flanked by new stalks for the transmission, wipers, and cruise control. (The cruise-control stalk, thankfully, has been moved from M-B’s usual placement on the upper left of the steering column to a lower, more-conventional position.) Attractive open-pore wood is on the options sheet, as is a package that includes ambient lighting.

At launch, Mercedes will offer two familiar six-cylinders, while the company’s new twin-turbo 4.7-liter V-8 will follow later. (We’re also told to expect another AMG version soon, as well as a gas-electric and possibly a diesel-electric hybrid.) Both V-6 models will be badged ML350. The direct-injection 3.5-liter gas engine produces 302 hp and 273 lb-ft of torque, increases of 34 and 15 over the outgoing port-injection gas V-6, and should see economy increase 2 mpg in both the EPA city and highway cycle for estimated ratings of 17/22; the 3.0-liter turbo-diesel in the BlueTec is now good for 240 hp and 455 lb-ft of torque, up 30 hp and 55 lb-ft, and will get an estimated 2-mpg city mpg bump for ratings of 20/25. A switch from pressed-in cylinder liners to a spray-on coating in the diesel reduces both weight and friction. Either engine comes coupled to a seven-speed automatic transmission and 4MATIC all-wheel drive. Mercedes claims curb weights for the new model will be comparable to those of the outgoing ML, despite added content.

Look Out, Porsche 911 GT3

Diesel models also get new adjustable engine mounts. Similar in principle to the dynamic engine mounts Porsche installs in some 911 models, Mercedes’ pieces are said to improve comfort by allowing for greater isolation of the engine. (Porsche’s aim is to improve chassis dynamics.)

While VW and Porsche are pulling off-road content out of the new Touareg and Cayenne to cut weight, Mercedes will offer an off-road package on the new M-class with a six-mode selector for different types of driving—auto, sport, winter, towing, and two different off-road settings—as well as a two-speed transfer case, a skid plate, and extra functionality for the optional air suspension. The off-road package won’t be available on U.S. MLs until the 2013 model year, while the Airmatic suspension will continue to be offered here as a part of the Dynamic Handling Package, which also includes 20-inch wheels (19s come standard), adaptive dampers, and the new Active Curve system, a decoupling anti-roll bar that disconnects in off-road situations—as well as normal straight-ahead driving—but reconnects during cornering. A whole suite of driver-assistance systems, the same ones offered on the S-class, either will be included or available: lane-keep assist, blind-spot assist, radar cruise control, and attention assist. Night vision and automated self-parking also are new options for 2012.

The 2012 Mercedes-Benz M-class will go on sale here in September. Pricing will be announced in August; we expect that it, like the shape of Mercedes’ SUV, will remain largely unchanged. That means about $50,000 for an ML350 4MATIC and around $52,000 for a BlueTec.

2013 Ford Mustang Shelby GT500 Spy Photos - Future Cars

A bit of tape on these otherwise ordinary-looking cars have rumors flying that the next-generation Mustang GT500 could be twin-turbocharged. (Well, the tape isn’t the sole reason behind the speculation; the intercoolers visible in their grilles are fanning the flames, too.) But we’re not buying it. Superchargers also need intercoolers and, as we previously reported, the next evolution of the Shelby GT500—due as a 2013 model—again will be supercharged. This time, it’ll have upwards of 600 hp.

Ford insiders we talked to pretty quickly deep-sixed the GT500 turbo rumors. While the Mustang seen here wears the body of the top Stang, it’s possible that it could be a test bed for lesser EcoBoost engines. Rumors of EcoBoost Mustangs have persisted since the engines were first announced. However, the Mustang engine roster was just recently overhauled, and there’s not really any room for the turbocharged, direct-injected family in the lineup. The turbo V-6’s output encroaches too much on 5.0 territory, and the current car’s 305-hp naturally aspirated base V-6 is so good—finally—that we can’t see Ford taking a chance and replacing it already.

Stepping into the 600-hp club with the GT500 won’t be an easy move. Our guess is that the cars pictured here are working to help ensure that the harder-hitting Shelby can keep its cool. Development in the auto industry is ongoing; if you ever talk to a hot rodder, he’ll tell you his car is never done—and he’s only got one. Just imagine that cycle for a company that builds more than a million cars a year.

2011 Dodge Charger R/T - Road Test

The American road used to be lousy with full-size, front-engine, V-8–powered, rear-drive domestic sedans; now, with FoMoCo’s Crown Vic/Grand Marquis/Town Car gone, it feels like the big LX platform, which underpins the Dodge Charger and Chrysler 300, ought to be in a zoo. This would be unfair to drivers and zoogoers alike.

Although not entirely domestic in origin—the first LXs (2005–10) relied heavily on Mercedes chassis and drivetrain components—these were some of the Detroitiest cars ever built, proud statements of retrograde power, size, and format. The new Charger and its Chrysler 300 stablemate owe a big debt to their predecessors. Sheetmetal and interior are all-new, but most of the powertrain, as well as the underlying structure and the suspension, is revised instead of redesigned. This is no bad thing, depending on how it’s done.

For the 2011 lineup, the Charger offers two engines as opposed to the four of the outgoing model. (Not to worry; there will be a third, the SRT8 392, in 2012.) The 292-hp, 3.6-liter Pentastar V-6 sits under the hood of the Charger SE (base price $25,995), Rallye, and Rallye Plus trim levels. R/T models start at $30,995 and come with the 370-hp, 5.7-liter Hemi V-8. The engine is essentially carry-over, last updated in 2009 with the addition of variable valve timing. All Chargers are saddled with the same five-speed automatic transmission found in the 2010 car, albeit with an updated shift calibrationThe new sheetmetal should seem familiar in concept but honed in detail, with a more pronounced snout and sharper creases throughout. Scallops in the hood and front doors are an attempted throwback to the 1968–70 Charger and offer a visual break from some otherwise large, flat panels. The full-width rear taillights are a direct nod to the 1970 model. Regardless of heritage, the 162 red LEDs that span the back of the new car announce its departure with authority.

Compared with the previous Charger, the new one looks lower and longer, but it’s a visual trick accomplished mostly by the faster rake of the windshield. The 2011 car is actually shorter and taller, by 0.2 inch in both cases. All trim levels sport dual exhaust tips. Except for the SE, which comes with 17-inch wheels, all rear-drive Chargers ride on 18- or optional 20-inch wheels. A V-6 Charger can be optioned to look like an R/T without the badge, if you so desire.

The performance configuration of our R/T test car encompasses the $3000 Road & Track Performance package, which comes with a 3.06:1 final-drive ratio. The “R & T R/T,” as it were, removes chrome from the grille but adds it to 20-inch wheels. It also brings heated and cooled front cup holders, power front seats, and heated rear seats. You’ll want the $400 Super Track Pak, too: Goodyear Eagle F1 Supercar tires, upgraded brake pads, sportier power-steering calibration, monotube dampers, bigger front and rear roll bars, and fully defeatable stability control. Equipped with every option except extra-cost paint and an engine-block heater, our $38,940 test car represents, for now, the top of the Charger lineup. A similarly loaded R/T with all-wheel drive rings in just below $40,000.

Keen to demonstrate that the Charger can trade on more than just commodity-grade horsepower, Dodge has prepared an extensive list of standard and optional equipment. Highlights from our particular car include adaptive cruise control, blind-spot warning, keyless ignition, remote start, automatic high-beams, and a heated steering wheel. And overall interior quality is Grade A. A single piece of molded plastic spans the entire dash, with a driver-centric arc containing the instrument cluster and the touch-screen infotainment system. That stuff that looks like metal? It’s real aluminum. The door armrests have an elbow-friendly scallop covered in stitched leather. The only flaw we noticed was visible heating-element wires underneath the steering wheel’s leather skin.

Cabin space is unchanged due to the fact that the Charger’s unibody retains the same hard points, such as seat-mounting locations. Ample use of high-strength steel offers increased chassis rigidity and improved crashworthiness as well as narrower A-pillars. Those pillars, and a windshield that stretches three inches higher, result in improved visibility and less claustrophobia from behind the wheel. Craning your neck to see stoplights, a popular pastime in the old Charger, is out. The rear seats are less gloomy than before and are still commodious for even the triple-cheeseburger set. Trunk volume is down 0.8 cubic foot to 15.4 mostly because gooseneck arms replace multilink hinges. Details in the trunk such as a plastic grab handle and grocery-bag hooks prove that somebody at Dodge is thinking about the little things.

Another impressive element is the uConnect infotainment system. A 4.3-inch touch screen is standard on the SE; all other models get an 8.4-inch LCD. The layout is straightforward, with large, tappable icons along the bottom edge of the screen relating the primary functions. In every mode, from radio to phone, the controls are consistent and easy to read. Just as important, the touch response is faster than any other system we’ve tried. It may lack some sophistication—the optional navigation is the same as that of a portable Garmin unit—but we’ll take speed and ease of operation over features we’ll never use.

In keeping with the interior, the engine is surprisingly well-mannered. Engine noise is subdued at idle. Moderate throttle applications result in a pleasing burble, but full roar requires a floored gas pedal. Audiophilic Hemi fans will either need to buy an aftermarket exhaust or wait for the more
in-your-face Charger SRT8 392.

No one would call the R/T quiet, but its voice is mellow considering the 370 horsepower and 395 pound-feet of torque coming from its engine room. Acceleration happens without any fuss, the Goodyears providing plenty of grip for a 5.2-second run to 60 and a 13.8-second quarter-mile. The curb weight is 185 pounds higher than that of the Charger we tested most recently [June 2008], but 70-to-0-mph braking is a short 163 feet with minimal fade and little pedal effort. The Charger behaves well on the skidpad, too, running the circle with moderate, stable understeer to achieve a nearly sporty 0.85 g.

The nonchalance with which it posts those numbers doesn’t mean the Charger is boring, just refined. All of the hoonage you desire from a modern muscle car is available if your intentions and driver inputs are deliberate. Otherwise, the Charger is as composed as the BMW 5-series, against which Dodge set many of this car’s benchmarks. We half-expected the Charger’s steering to have a big dead zone on center as in American sedans of yore, but it’s quick (2.6 turns lock-to-lock) and precise. Bumps and crags are filtered out before they reach your hands. The suspension likewise keeps the unpleasant parts of the road away from the vehicle’s occupants. We wish more cars had a ride this civil.

More so even than its predecessor, the Charger sheds most of the bad stereotypes of big American cars. The only one that remains regards fuel economy. EPA figures of 16 mpg city and 25 highway seem thirsty compared with those of the Honda Accord V-6: 20 mpg city and 30 highway. Our observed figure of 16 proves that a V-8 will still guzzle gas if given the opportunity.

But the Charger may be the best example yet of Chrysler’s resurgence under Fiat. With it comes the resurgence of the rear-drive, V-8–powered American sedan. Looks like it’s here to stay after all.

2011 Ferrari 458 Italia vs. 2012 McLaren MP4-12C, 2011 Porsche 911 GT2 RS

2011 Ferrari 458 Italia, 2012 McLaren MP4-12C, and 2011 Porsche 911 GT2 RS

2011 Porsche 911 GT2 RS, 2011 Ferrari 458 Italia, and 2012 McLaren MP4-12C

2011 Jaguar XKR Special Edition

It’s hard to imagine ways to improve the sexy, speedy Jaguar XKR, but Jaguar seems to think it can. As proof, it has developed two option packages for the new 2011 XKR: the Black Pack and the Speed Pack. Check both boxes, and you get the 2011 XKR Special Edition.

The optional Speed Pack starts with a less-restrictive top-speed governor, raising terminal velocity to 174 mph from 155 (both electronically limited). No changes have been made to the direct-injection engine. Styling changes include a new front splitter, side-sill extensions, a body-color rear diffuser, a taller rear spoiler, and chrome-finished hood nostrils and window trim.

Red brake calipers are visible within spokey 20-inch “Kasuga” wheels that bear a strong resemblance to those on the Bentley Continental Speed. Finally, the Speed Pack can only be ordered on cars rendered in Ultimate Black, Polaris White, Salsa Red, Liquid Silver, Lunar Grey, Kyanite Blue, or Spectrum Blue.

The Black Pack adds black 20-inch “Kalimnos” wheels; black side vents, grillework, and window surrounds; and optional “XKR” body graphics that sweep along the sides like those historically used on certain special-edition Porsches. Like the Speed Pack, the Black Pack also offers red brake calipers, which contrast nicely against the black wheels. Inside, the Black Pack comes with dark charcoal leather only, with a choice of piping and grain options, and Dark Oak, Dark Mesh Aluminum, or Piano Black trim. The color palette for the Black Pack is even more limited than that of the Speed Pack, including only Ultimate Black, Polaris White, or Salsa Red.

The 2011 XKR Special Edition is shown here in white with piano-black veneers and fitted luggage, including an accessory suitcase that fits where the spare tire might otherwise be. It makes its debut at the Geneva auto show.

But here’s the bad news: This frisky feline will not be offered in the U.S., and Jaguar is non-committal about which, if any, of the option-package features detailed above will be available here either. But Jaguar did tell us this: “Although Jaguar North America will not be taking this exact special edition model, we are looking at a North America–only, performance-oriented limited-edition Jaguar XKR in support of our 75th anniversary celebrations this year.” Sounds promising.

2012 Jaguar XKR-S

Jaguar calls the XKR-S the company’s “most responsive, powerful, agile, and driver-focused production car.” It’s also the quickest ever. Yes, it’s quicker and more potent than even the 1992–94 XJ220 supercar.

Stout claim, but the numbers back it up. The twin-turbo 3.5-liter V-6 in the XJ220 we tested 18 years ago [November 1993] generated 542 horsepower and 475 pound-feet of torque.

The supercharged and direct-injected 5.0-liter AJ V-8 propelling the XKR-S huffs up 550 horsepower at 6500 rpm and 502 pound-feet of torque between 2500 and 5500 rpm. Throttle response is instantaneous and linear, and the aural accompaniment is habit-forming.

Like the other XKs, the XKR-S employs a responsive six-speed automatic (with paddle shifters for manual operation). Jaguar expects the car to reach a mile per minute in 4.2 seconds (the XJ220 did 4.4), with a governed top speed of 186 mph.

Equally impressive, the S achieves the same EPA ratings as the XKR—15 mpg city and 22 highway—just above the gas-guzzler threshold.

After a day herding this quickest of all cats over mountain roads, we’re inclined to doubt Jaguar’s performance claims. Unless something goes terribly wrong, the XKR-S will be much quicker to 60 than the company forecasts. Hell, last time we tested an XKR, it did the deed in 4.0.

Thanks largely to revised exhaust plumbing—which allowed attendant tweaks to the fuel mapping—the S version of the engine tops the XKR’s output by 40 ponies. Applying the old dollars-per-horsepower formula, the XKR-S price premium may look a little steep. The 2012 XKR coupe will start at $97,500; the XKR-S coupe (a convertible may come along later) will be $132,875 when it reaches showrooms in October.

That’s about $884 per additional filly. But there’s much more to the package than mere muscle.

Let’s start with the functional. The suspension features new aluminum knuckles, stiffer springs (by 28 percent, front; 32 percent, rear), active dampers, revised rear geometry, and an active (read: torque-vectoring) differential. The active diff allowed the chassis team to raise the stability-control threshold.

Static ride height is 10 mm (0.4 inch) lower, and the S rolls on 20-inch forged aluminum wheels wearing a set of Pirelli P Zeros (255/35 front, 295/30 rear). Remarkably, its ride quality is supple. Grip is barnacle-like, and when the driver exceeds the car’s limits—which requires determination—he’ll feel the diff helping to keep the front of the vehicle ahead of the stern.

Aerodynamics are another stability enhancer. Besides reduced ride height, the S sports a new carbon-fiber front splitter and rear wing, rocker-panel extensions, and a rear diffuser. The aero doodads reduce high-speed lift by 26 percent, says the company.

Interior furnishings are distinguished by a pair of supportive leather-clad bucket seats, more aggressively bolstered than their XKR counterparts; elegant needlework; pewter-anodized aluminum trim (nary a splinter of wood); and the expected infotainment electronics, including premium audio and a somewhat finicky nav system.

Color choices include two that supposedly celebrate Jaguar’s racing heritage—Italian red, and French racing blue. No BRG? What’s up with that? Never mind. This is the most satisfying XK yet—handsome, comfortable, and meticulously assembled, as well as seriously fast. The luxury GT game has a compelling new player.

2012 Toyota Yaris

Toyota is usually pretty straightforward with its marketing—usually. But the new campaign for its 2012 Yaris at first left us scratching our heads. “It’s a car!” Toyota proclaims. And here we thought that was obvious. Then we had the opportunity to drive a preproduction Yaris around the artsy west Los Angeles suburb of Culver City and realized Toyota was indeed right: It’s a car. And that’s about it.

It’s a Hatchback!

The 2012 Yaris is available in base L, mid-grade LE, and sportier SE trim levels and is a three- or five-door hatchback—“liftback” in Toyota-speak. The Yaris sedan has been discontinued. Toyota says hatchbacks currently account for 70 percent of Yaris sales, and eliminating the sedan helps reduce the number of build combinations from 24 to 9.

Credit must be issued to Toyota’s styling team for turning its price leader into a decent-looking little hatch. No Yaris model will spook anyone on the road, but at least the previous model’s baby fat was trimmed away. All Yarises stare down the road with a more predatory gaze, and the top-of-the-line SE features darkened headlamp surrounds, aluminum wheels, a more aggressive front bumper with fog lights, and a rear fascia incorporating what Toyota calls a “diffuser.” In response to that last bit, allow us to invoke a term often deployed by the Yaris’s youthful target market: LOL.

The 2012 Yaris, however, breaks little ground from a design standpoint, either for Toyota or for subcompacts in general, brimming as the eensy-car market is with exuberant designs from Fiat, Mini, Ford, Chevy, Hyundai, and even Toyota’s own Scion division.

Still a Turd of an Engine, but SE Adds Actual Sportiness

There’s nothing new under the hood, either. The 2012 Hyundai Accent and the 2012 Kia Rio are bringing pricey but proven direct-injection technology and six-speed manual transmissions to the class—helping make 40 mpg the new magic number for subcompacts to beat—but the Yaris carries last year’s blasé 106-hp, 1.5-liter four-cylinder into 2012 with few changes. Said engine was no pot of thrills in the last-generation Yaris, and it is no better with a new body wrapped around it. Transmission choices remain a five-speed manual and a four-speed auto. Still, Toyota was able to nudge fuel economy up a smidge and predicts the new Yaris will bump its EPA estimates from 29 mpg city and 36 highway with the manual and 29/35 with the automatic to 30/38 and 30/35, respectively.

It is worth noting the superior driving feel of the SE versus the softer L and LE. With its somewhat quicker steering ratio, 16-inch aluminum wheels (one inch larger than L and LE steel wheels), stickier 195/50 tires (V rated!), and sport-tuned suspension, the SE has far sharper turn-in and better body control. The throttle response is snappier, too, and the upgraded brakes (discs at all four corners versus the front-disc, rear-drum setup on other trim levels) have real bite. The trade-off comes in the form of a ride that is not only harsh and bumpy, but—thanks to modest insulation—loud, too. Interestingly, there is a huge compromise in turning circle. The wider tires’ range of motion was clipped, yielding a low 2.3 turns lock-to-lock (versus 3.0 on the L and LE rack) but a massive 36.7-foot turning circle—six more feet than that of the other Yarises and more than six inches wider than that of a Camry.

Ho-Hum Cabin

The greatest compliment we can pay to the Yaris’s interior is that it no longer offends. Gone is the horrendous dash design of the last-gen model with its awful center-mounted gauges and vertically stacked HVAC knobs that only accentuated the Yaris’s narrowness. For 2012, the instruments (including silver-trimmed meters on the SE) have been repositioned in front of the driver—where they belong, thank you—and the audio system is nestled within a large, double-DIN-size housing that appears ready for a navigation system upgrade, even though no such option is available. The front “sport” buckets on SE models get more aggressive side bolsters, although lumbar support is lacking in any and all Yaris front seats. The rear seats, however flat the cushions might be, have reasonably good seating positioning and nice, theater-style views ahead.

Like the design, the materials inside the Yaris are improved, too. The asymmetrical dashboard is set off by large swaths of light-gray accent trim that is made of soft-touch material on LE and SE trims. (The only soft-touch anything on base L models is the seat fabric, which actually is quite good.)

The $14,875 L comes standard with air conditioning, a CD player, iPod and USB connectivity, power locks, a new single-arm windshield wiper, and a raft of safety features such as stability control, whiplash-reducing seats, and nine airbags (including driver knee airbags and antisubmarine front-seat-cushion airbags). The LE makes life more livable with the addition of power windows and mirrors, HD Radio, Bluetooth connectivity, a split-folding rear seatback, audio controls on the steering wheel, and chrome and metallic trim bits, all for $16,385 with three doors or $16,860 with five. Finally, the five-door-only, $17,160 SE adds standard cruise control and the aforementioned sport seats and silver gauge faces. The automatic transmission is an $800 upgrade.

Informal Comparison Time

Since many Toyota buyers operate with tunnel vision regarding brands, the 2012 Yaris will most likely sell at least as well as the outgoing model. But alas, the Yaris will not be sold in a vacuum, so we brought along one of its newest competitors, the 2012 Hyundai Accent five-door, to our Toyota drive for an informal side-by-side comparison. Next to the Hyundai, with its slick exterior styling, refined interior, gargantuan cargo hold, more powerful and efficient powertrain, and similar price points, this author feels the Yaris falls short.

The number of new models in this segment cries out for a more comprehensive comparison, including fresh entries such as the upcoming 2012 Kia Rio and Chevrolet Sonic. Although we don’t believe in foregone conclusions, from what we have experienced, we wouldn’t expect a podium finish for the Yaris. It is, after all, just a car.

Sunday, September 18, 2011

Sports Car Buying Guide

It’s hard to find someone who doesn’t like sports cars. While other cars are about mundane tasks like getting to work, hauling cargo, and moving the family around, sports cars are all about the open road.

But while everyone likes sports cars (or at least likes the idea of owning one), they are not for everyone. Sports cars give buyers incredible performance, high style, and in some cases, a significant dose of luxury. But they also cost more than some more practical cars, lack useable cargo and passenger space, and have rides that can be too rough for some owners.

For sports car buyers, the driving thrills and the intangible cachet that comes from owning a sports car more than makes up for any drawbacks. If you’re considering a sports c

ar, there are a few things you need to know before you start shopping.

What’s a Sports Car?

Simply put, a sports car is a car designed to put performance before all other tasks. While you can use a sports car as a daily driver (and many people do), sports cars aren’t meant for running errands or carrying car seats. They’re built with racing and enthusiast drivers in mind. As a result, sports cars tend to have higher-grade parts than family sedans. Engines are tuned to produce more power; various components may use alternative materials, such as aluminum or carbon fiber, to lessen weight; and brakes and other components are beefed up to take the punishing kind of driving sports cars are meant for. Because of the changes, sports cars tend to be more expensive than your average sedan or hatchback. Sports cars usually have a coupe body style because this kind of design provides more structural rigidity and better performance. However, many sports cars also have convertible versions. Other types of cars also have performance versions that could be considered sports cars, even though they may be sedans, hatchbacks or even SUVs.

Types of Sports Cars

Sports cars run the gamut from cars that try to balance budget and fun to high-end exotics that cost more than most people’s houses. Within the price ranges there are distinct sports car types as well. A traditional sports car balances engine power with agile and adept handling. This makes them capable both on curvy roads and track surfaces. A subset of sports cars is muscle cars. Muscle cars tip the performance equation in the other direction: they’re all about straight-line power, not attacking turns.

As a class, sports cars have the most varied architecture you’ll see on the automotive market. Some have their engines in the front like all other sedans, SUVs, trucks and hatchbacks. Others have a mid-mounted engine. That’s when the engine sits just behind the driver and passenger, between the two axels. Still others have a rear-mounted engine, which sits just above the rear wheels. A front-mounted engine will give you a sports car that handles similarly to, but better than, most other cars you’ve driven. A mid-mounted engine produces very balanced handling. Because the engine is the heaviest component of the car, putting it between the axels makes the car more stable and secure as it attacks turns. Putting the engine in the rear makes the car handle differently from almost every other car on the road. While few sports cars do this, if you’re looking at one, know that it will take some practice to get used to driving.

Sports Cars and Safety

It may seem that sports cars are less safe than other cars on the road, but when you get down to it, that’s not entirely true. Sports cars do tend to be smaller and lighter than other cars, but manufacturers have put the same safety equipment into sports cars as they do in their other models. The difference is the way sports cars tend to be driven. Sports cars are meant to be driven fast, but the faster you go, the more risks you take on. Driving a sports car safely means knowing your limits and the limits of the car. More importantly, it means driving your car all out only when it’s appropriate -- not on open roads, but on a closed track.

Practical Sports Cars

Sports cars are less practical than other cars. Their designs don’t leave a lot for space for passengers and cargo. Most sports cars only have two seats. And if they do have a rear seat, it tends to be small and uncomfortable.

That said, some sports cars are more practical than others. Muscle cars like the Chevrolet Camaro and Dodge Challenger have roomy backseats and trunks. The Mazda RX-8 has great power, handling, and a useable backseat. The Audi TT, though its backseat is pretty much useless, does have a large trunk -- and the rear seats fold down, making plenty of cargo room.

You can get the practicality you need without sacrificing the performance you want by going for a performance car. Many carmakers turn out performance-tuned variants of their mainstream models. BMW is known for its M (for Motorsports) designation on its sedans and SUVs, while Mercedes-Benz has its AMG line and Audi has its S line. Though performance cars tend to be much more expensive than their non-performance-oriented counterparts, they use sports-car components and are tuned for thrills.

Buying a Sports Car

Now that you’ve got the basics of what makes a sports car and what you might want to look for in one, dig deeper. We’ve created this guide to help you find the best sports car for you, whether your main priority is safety, looking good, performance or just fitting your golf clubs in the back.