Subaru Impreza

The redesigned Impreza is a pleasant and practical car with the most comfortable ride of any small car we’ve tested. It has more rear-seat room, a quieter cabin, and better fit and finish than the previous model. While its handling is still fairly agile, the Impreza isn’t as sporty to drive as its predecessor. Its standard all-wheel drive helps in slippery conditions but saps fuel economy; its 24 mpg ties for lowest in this group. Crash-test results are impressive and electronic stability control is a readily available option. Reliability will probably be very good.

Handling, Ride, and Powertrain

The Impreza soaks up bumps with good isolation and controlled body motions, which mute impacts as well. Cabin noise is fairly well suppressed.

The Impreza is also nimble, with well contained body lean. The steering is fairly quick and is well weighted. The car tended to plow benignly when pushed beyond its handling limits in tight turns, but it ultimately remained secure. The optional stability control would have provided an extra margin of safety.

Powered by a 2.5-liter, 170-hp flat-four engine, the Impreza was among the quickest in this group from 0 to 60 mph. It got just 24 mpg overall on regular fuel, some of which can be attributed to extra weight and drag of the all-wheel-drive system. Our car’s optional four-speed automatic transmission shifts smoothly, but doesn’t always downshift quickly enough. A five-speed manual is standard.

Inside the Cabin

We liked the interior’s well-fitting trim and nicely grained dashboard plastics, but there’s still room for improvement. The plastics are hard to the touch and the headliner looks like cardboard.

Most drivers will find plenty of space, but the driver’s seat remains low even when raised. The steering wheel tilts but doesn’t telescope. Still, most of our drivers could get comfortable behind the wheel. Large windows aid the overall view out, but backseat head restraints partly block the rear view. The front seats are large and accommodating, but there are no adjustments for lumbar support or the tilt of the cushion. Some of our drivers found the front head restraints a bit too close to their heads. The rear has much improved knee and head room, but the low seat cushion provides little thigh support.

The Impreza’s displays are clear and controls are simple. The radio is mounted up high on the dashboard and has a separate tuning knob. Oddly, you change CD tracks by rotating the tune knob rather than by using the seek buttons. There is no jack for an MP3 player on the base Impreza. The heater and air conditioner work effectively, but the vents on the dash are too low and they blow cold air at elbow level. The small trunk can be expanded by folding down the 60/40-split rear seatback.

More Test Findings:

Braking: very good, with short stops, but a slightly spongy pedal feel.

Headlights: halogen high and low beams shine a good distance with good intensity. A sharp cutoff at the top of the low-beam reduces visibility on dips.

Access: very good overall.

Visibility: very good. Rear head restraints slightly block the rear view.

Cabin storage: modest. A small center console and the glove box are the only major storage bins.

Head restraints: adjustable locking restraints for all seats. The center-rear restraint is too low to protect an adult well in a rear-end crash.

Child seats: Both front and rear-facing models should prove secure in the outboard rear seats, and LATCH anchors are easy to access. But Subaru recommends against using the center-rear position due to the seat’s contour.

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Hyundai Elantra: Inside the Cabin

Nicely grained plastics appoint the Elantra’s interior and most panel fits are tight. The dash top is soft to the touch, however most other interior plastics are hard. Drivers sit up high, where they have a good view over the low dash. There is plenty of head, foot, and knee room for all but the tallest people. The steering wheel both tilts and telescopes on the SE version and there is a well-placed left footrest.

Front seats are roomy and well-padded but a bit flat; there is some lateral support, but it could be better. Tall drivers found the seat cushion too short for adequate thigh support. Gripes included the lack of lumbar-support and cushion-tilt adjustments.

The well-contoured rear seat is among the best in the class. Head and leg room are adequate for six-footers, but the rear seat is a bit narrow to fit three of them comfortably.

Most controls are simple and well laid out. But the displays tend to wash out in bright sunlight. The radio has big buttons and a tuning knob, and the climate control uses large, simple knobs. There is an auxiliary audio jack for MP3 players. The climate system is easy to use, but there is no outside temperature display.

The nice-sized trunk can be expanded by lowering the 60/40-split rear seat-backs. But the deck lid lacks a liner, as well as any good place to grasp it when closing the trunk.

More Test Findings

Braking: excellent, with short stops

Headlights: low beams shine a good distance with good intensity. High beams provide excellent distance but with little more intensity.

Access: very good in front; the rear is tighter, with smaller openings and high sills.

Visibility: very good to the front and sides; a high package shelf and a thick C-pillar block the view to the rear.

Cabin storage: moderate, with numerous small bins and nooks.

Head restraints: adjustable locking restraints for all seats. Front head restraints are “active,” moving forward in a rear crash. The center-rear restraint must be raised for taller passengers.

Child seats: Both front-and rear-facing models should prove secure. LATCH anchors are easy to access.

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Hyundai Elantra

The Elantra SE is a well-rounded package with a roomy cabin, a comfortable ride, nice fit and finish, and a quiet interior. It provides excellent braking and very secure emergency handling, aided by the SE’s standard electronic stability control. Fuel economy is respectable at 27 mpg overall. Acceleration is adequate if not breathtaking. Reliability has been well above average.

Handling, Ride, and Powertrain

In addition to standard ESC, the SE has wider tires than the lower-trim GLS model. That helps it deliver notably better cornering grip and braking performance. In this group, the Elantra SE achieved the shortest braking distances and the fastest maximum speed through our avoidance maneuver. Still, the car leans a bit in turns. While the steering response is appropriate, it falls short on feedback. A relatively tight 37-foot turning circle aids in tight maneuvers. The Elantra provides a good ride for a small car, absorbing road bumps fairly well. The cabin stays commendably quiet with subdued levels of wind and road noise.

The 132-hp, 2.0-liter four-cylinder engine provides reasonable acceleration, and the four-speed automatic transmission shifted smoothly and responsively. But the zigzag shift gate can be awkward to use.

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Gas-Saving Seda

The Refined Elantra SE Beats the Very Thrifty Corolla

With record-setting gas prices and an ailing economy, more people are turning to small cars to ease the strain on their budgets. The good news is that you don’t have to make as many sacrifices as before.

Even with prices under $20,000, the best of today’s small cars provide many convenience features, comfortable interiors, good refinement, and improved fuel economy, our road tests show.

For this report, we compared the Hyundai Elantra SE, which we named our small sedan Top Pick in our annual April Auto Issue, with five other cars, including the redesigned for 2009 Toyota Corolla. Despite excellent fuel economy, the Toyota doesn’t measure up to the Elantra SE, which remains our top-rated small sedan.

Rounding out out group is the redesigned Subaru Impreza, the freshened Ford Focus, and Chevrolet’s Aveo and Cobalt. Only the Impreza earns the top level recommendation in our Ratings of 31 small cars and subcompacts. We predict good reliability for the Impreza based on past Subarus. The Elantra and Focus are also recommended in this group. We don’t have reliability data yet on the Corolla. The Cobalt and Aveo scored too low in out tests to recommend them.

The Elantra’s top rating in this class shows how far Hyundai has come in the last decade. Its cars used to be unreliable and unrefined, with low scores in our testing; now some compete with the best in their classes. Like the Elantra GLS we tested for our October 2007 issue, the top-of-the-line SE delivers a comfortable ride, a roomy interior with nice fit and finish, and good fuel economy. And the SE provides better braking and handling than the GLS, thanks to wider tires and standard electronic stability control, a important safety feature that’s either optional or is not available on the other sedans here. Yet the SE is very competitively priced.

Prices for the six cars in our tested group range from $16,205 for the subcompact Aveo LT to $19,106 for the Impreza 2.5i. All but the Aveo have standard head-protecting curtain air bags. In insurance-industry side-crash tests, side and curtain air bags have been shown to significantly reduce the potential for injury, especially in 5small vehicles.

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The Gourmet Garage Cookbook:Corn Flan with Chives

A sunny yellow corn custard flecked with tiny green chives, it can be eaten with simply grilled shrimp or chicken.

SERVES 4

3 medium ears of corn, 1/2 teaspoon nutmeg

3 tablespoons butter, a teaspoon cayenne pepper

1 medium onion (about 6 ounces),

salt to taste

¼ teaspoon white pepper

3 eggs  teaspoon sugar

cup milk          ½ cup finely snipped chives

½ cup heavy cream

Cut the kernels from the cobs; there should be about 2 cups. Set aside. In a small skillet, heat 2 tablespoons of the butter and sauté the onion over medium-low heat until transparent and just beginning to color, about 5 or 6 minutes.

Preheat the oven to 350 degrees. Butter a 1-quart souffle dish or other deep-sided pan and set it aside. In the bowl of a food processor, place 1 cup of the corn kernels and process to a puree. Add the sautéed onion and process again. Add the eggs, milk, cream, nutmeg, cayenne, salt, pepper, and sugar, and process until well combined. Stir in the remaining corn kernels and chives. Pour into the prepared dish and dot with pieces of the remaining tablespoon of butter.

Place the dish in a larger pan and pour boiling water in the pan until it reaches halfway up the sides of the souffle dish. Bake for 55 minutes to 1 hour, or until the custard is set when tested with the point of a knife. Serve hot.

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The Bose Surround Sound System

The standard Bose Surround Sound System transforms the Sports Seats of your 911 Turbo into front-row concert seats. Created expressly for the car’s unique acoustics, this system offers amazing sound reproduction, regardless of driving conditions.

The Bose approach to acoustic design mirrors our own philosophy: First, engineer each component to the highest standards of performance, then integrate them in such a way that the whole becomes greater than the sum of its parts.

Thousands of  measurements from every conceivable angle were used to determine the precise placement of each component to counter road, wind and  engine noise.

A total of 13 individual speakers, enhanced by individual front and rear channels, creates a panorama of sound that duplicates the quality of live music.

The system is powered by a seven-channel digital amplifier and active equalization that match the sound to the cabin’s acoustics.

A fiber-optic network beneath the dashboard integrates 5×25-watt linear amps and a single 100-watt switching unit with sparkling signal quality, while a second switching amp in the active sub woofer offers an additional 100 watts of power.

Low-range and mid-range speakers harmonize with Neodymium tweeters to flood the cockpit with deep, rich bass and sparkling high-range notes. The sense of depth is increased further with the aid of Bose Signal Processing.

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The New 911 Turbo: Environment

Materials and recycling.

Porsche has always considered lightweight design essential in the development of high-performance sports cars. Through the use of aluminum alloys and high-tensile metals, we’re able to build cars that are lighter and stronger than those made of  conventional steel- so they require less material to manufacture and burn less fuel every mile they’re on road.

All told, about 85% of  the car’s components can be recycled using today’s technology. All synthetics are clearly labeled to simplify the recycling process.

The 911 Turbo is entirely free of  asbestos, CFCs, or components manufactured using CFCs. Water-based paints are used throughout the car. This reduces the need for chemical solvents during production at the factory.

Noise

In the 911 Turbo precision engineering can be measured by high power output-and low noise output which complies with worldwide noise restrictions. Instead of encapsulating the engine in heavy sound-deadening materials, Porches engineers eliminate noise at its source. Rigid engine components, light moving parts, and tight tolerances prevent vibration and resonance. Highly durable, stainless-steel mufflers minimize exhaust noise throughout the life of the car. What comes through is the pure and district sound of a Porsche engine.

Fuel

Key developments in the fuel system include a further reduction in the evaporation of hydrocarbons. This is achieved through a combination of an active carbon filter and a specially coated fuel lines carrying liquid are made from aluminum, while those carrying vapors use multi-layer plastic.

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The New 911 Turbo: Comfort and Personalization part 2

Standard seats.

Finished in hand-stitched leather, the standard seats are easily adapted to a wide range of driver and passenger sizes, thanks to full electric adjustment of fore/aft position, height, backrest angle, seat angle and lumbar support. The lowered seat base also provides added headroom for taller drivers. All-day driving comfort is assured by excellent lateral support and a dedicated spring system specifically designed to complement the car’s suspension characteristics.

Sports Seats.

Available as a no-cost option, the Sports Seats offer firmer upholstery than that on the standard seats, together with higher side bolsters on the backrest and seat for added lateral support. In the Sports Seat, the fore/aft position and height are manually adjustable, while the backrest is electrically controlled.

Adaptive Sports Seats.

This seat option offers full electric adjustment of fore/aft position, seat height, backrest angle lumbar support, seat side bolsters and backrest side bolsters. By varying the side bolsters, you can increase occupant comfort on long distance journeys or maximize support on the racetrack. A driver memory function includes the exterior mirror position on the driver side and all driver seat settings, except for the bolster depth.

Rear seats.

There are many extraordinary features in the 911 Turbo. Often overlooked are the rear seats – which makes this rare supercar.

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The New 911 Turbo: Comfort and Personalization

Dashboard, doors and rear side panels of the 911 Turbo. Matching leather is also used on the exclusive Turbo gearshift and the three-spoke sports steering  wheel, which offers both telescopic and tilt adjustment.

The center console features the latest evolution of Porsche Communication Management (PCM), an integrated system that combines audio, onboard computer, satellite navigation and, if desired, an optional telephone module, electronic logbook and CD changer.

Instruments.

The instrument cluster in the 911 Turbo integrates new technologies within a time-honored shape. Five dials are all neatly combined inside the steering wheel, allowing the driver to take in essential information at a glance. The large analog gauges are embellished by digital displays featuring the latest dot-matrix technology for higher resolution icons and text. Legibility is further enhanced with brilliant-white backlit illumination.

In keeping with Porsche tradition, the tachometer assumes its center position. Within its face you’ll note the standard onboard computer display. This multi-purpose field contains a permanent digital speedometer, and can also display a wide variety of information summoned on cue – from performance boost pressure to the title of the CD track you’re listening to.

When “Sport” mode is selected on the optional Sport Chrono Package Turbo, the temporary increase in torque is indicated using an arrow symbol in the boost pressure display.

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Barrett-Jackson Auction

The hammer price of some vehicles, but the overall 15-percent market decrease is probably not a bad thing. The market was long overdue for a correction, having been on a ridiculous high for the past three years. Barrett-Jackson anticipated the market correction and wisely chose a diverse selection of vehicles that would appeal to everyone’s wants, and for all intents and purposes, it worked. Their website had more than 100 million hits and there were more Internet and phone bidders than ever before. During a five-day period, Barrett-Jackson sold 1,135 vehicles for a total of $84.4 million, down from last year’s $107.9 million. To be fair, they sold 100 fewer cars this year.

Corvettes fetched strong prices, as did 1955-57 Chevrolet’s, with an average price increase for these two groups of 13 percent. Comparing prices to last year’s Barrett-Jackson auction, Plymouth Cudas were down by 44 percent; Mustangs, 27 percent; E-Type Jaguars, 24 percent; Plymouth Superbirds, 34 percent and Camaros, seven percent. Shelby Mustangs were up 45 percent. Legendary race car builder Carroll Shelby, 85, was on hand at the sale to see his personal 1969 Ford Mustang GT500 bring in 675,000 dollars. A second GT500 once owned by Shelby’s son earned 330,000 dollars – a handsome gain for the seller who paid $24,000 for it in 1991. One-off concept cars of the ’50s and ’60s were very popular. Barrett-Jackson secured prime examples of these classics, offering the 1963 Pininfarina-bodied Chevrolet Corvette “Rondine” that fetched $1,600,000, and the 1963 Ford Thunderbird Italien that sold for $600,000. The $3 million-dollar vehicles were nowhere to be seen this year!

Muhammad Ali headlined the list of sports and entertainment stars attending the event. Avid car collector Jay Leno drove the 2009 Corvette ZR1 across the block. TV and film star Patrick Dempsey was also present  when his 2005 Mustang race car sold for $200,000. John Schneider climbed onto the roof of his General Lee Dodge Charger and sang to the  audience before it fetched $450,000.

A familiar face at all of the auctions is Mark Hyman of Hyman Classic Cars Ltd. I asked him if a recent investment in a full-page advertisement in the Sotheby’s auction catalogue for an auction held at the Classic Car Show in Moscow had paid off. He told me that the Russians are becoming very serious players. The love Mercedes and Corvettes; he is sending regular shipments to Russia.

One of the most ridiculous things I have ever seen sell is Robosaurus! “The World’s Largest Robot” stands 40 feet tall and tips the scales at 31 tons. Robosaurus transforms into a 48-foot semi-trailer and tractor unit, but they were not included in the $575,000 sale price!

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