I was very impressed by the all-new Jaguar XJ when it debuted in 2010. This year, a week spent behind the wheel of a supercharged version of this large executive’s express gave me much additional insight into how radical a departure it is for the 75-year old British firm. The most obvious departure from tradition is the XJ’s appearance. This is one modern looking kitty; gone are most all references to the orignal, late-60’s model. In their place is a radically 21st century interpretation of what sleek, sexy money looks like. From the substantial grill to the toffee-stretched window line (especially of the long wheelbase version) to the controversial D-pillar cladding and vertical taillamps, this Jaguar makes most all other high end 4-doors look old fashioned. Inside it is equally audacious, if a bit less successful in execution. It looks sumptuous, with lovely lashings of gorgeous wood and leather wrapping the seats, doors, and dash. But some trim, such as the steering column surround, is cheap, especially in comparison. And the bleeding-edge tech featured so prominently, such as the TFT virtual instruments and touchscreen interface, are poorly done. Those instruments don’t look as convincing as the ones found on various video games, ...

If Chrysler’s newest owner, Fiat, wants to figure out how to turn some of its own forthcoming cars into rides that Americans will genuinely want to own, it needs look no further than the Dodge brand’s own Challenger SRT8. For here is a hot rod that was adapted off an existing platform (that of the 300, Charger, and now-discontinued Magnum wagon) on the cheap, yet serves up heaps of character and a thoroughly pleasing, contemporary driving experience. What everyone wants to know while you’re tooling around in a racing-striped, bright yellow, 425hp coupe is—of course—how fast it is. And of course the answer is, “Fast.” 0-60 flashes past in under 5 seconds, though the way the Challenger gets there is a bit of a surprise. Despite a 6.1-liter version of the storied Hemi engine, its not all low-end torque (though there are 420lb-ft of twist on offer); more marked is the way the big V8 climbs up onto its power curve, pulling harder and harder as it approaches redline. Very European, though a bit anarchistic given the sheetmetal and gloriously American exhaust bellow. The five-speed automatic (a holdover from the era of Mercedes ownership) does an adequate ...

At the other end of Toyota’s model spectrum lies the Prius, the car that created the company’s (now slightly tarnished) image as a global leader in responsible car production. It too has come under scrutiny for having perhaps been rushed to market, based on reports of ABS braking issues (March 9th’s ‘runaway’ Prius in California was a second generation model, not the 3rd gen under review here). I’m someone who was loath to embrace the hype about hybrids, yet I’ve found that Toyota’s relentless work to improve the performance of these battery-electric vehicles has even won even me over. It’s hard not to become a true believer when you see astonishing 50mpg returns on the fuel economy computer’s readout. Especially as the Prius is no longer some weird penalty box to ride around in. [caption id="attachment_1083" align="alignright" width="300" caption="Pretty good for a leadfoot..."][/caption] It now has adequate power—just—and decent ride and handling. If it’s still a bit prone to road noise, I can accept that, as Toyota is trying very hard to keep weight in check. This logic also applies to the interior’s materials, which are by their very nature designed to save mass, yet are well finished ...

Coming home from Florida in February to a Denver snowstorm is never pleasant. But at least this time it was safe and secure. Waiting for me was a new Audi A4 quattro with all-wheel drive. So despite the slick roads and relatively poor visibility the drive back from the airport was uneventful: the A4 felt secure and planted, especially as I had configured the Audi Drive Select (which we’ll come back to) to firm up the steering yet soften the ride and throttle response. Things got more eventful as I exited the highway; the mile-long, 3-lane wide flyover ramp into downtown Denver was very icy; cars began to skate sideways—then they began skidding every which way as the ramp began descending to its lowest point, which was probably a hundred feet lower than where it had peaked. We all came to a stop—without undue drama in my case—though some vehicles struggled, including a huge regional transportation bus, which, though completely stopped, began slowly sliding sideways towards the ramp’s edge! Apparently there was an accident at the bottom, and though multiple police units arrived, and we remained stuck in place for over an hour, no one really knew what ...

sublime |səˈblīm| (adjective) of such excellence, grandeur, or beauty as to inspire great admiration or awe In this instance, the ‘awe’ is in response to the supremely detailed and linear steering that Jaguar’s XF possesses. Why is this so important? Because it allows the tamest, most luxury-oriented version of Jaguar’s entry-level sedan to harass an older BMW M5 on some of the Front Range’s most demanding ribbons of tarmac, despite penalties in weight, power, and size. Such steering feel gives massive confidence in the driver’s ability to place the car accurately and to assess the reserves of front end grip remaining—essential if the driver is to not only to be safe, but to have fun as well. It’s most apparent in a series of switchbacks, when one makes rapid swings through the steering’s center. Many cars helm’s feel okay once loaded up, but the carry a vagueness on-center (designed to reduce the ‘sneeze factor’ on the highway) or a non-linear response to the driver’s inputs as one starts the wheel moving just a few degrees either side of dead ahead. Or, they have an exaggerated quickness that is tuned in to make them feel responsive, ...

My recent week with the hotrod version of Chrysler’s excellent 300C SRT8 was colored with a measure of poignancy, as the company had just announced it was falling into bankruptcy. When this brash and beautiful beast debuted four years ago, the skeptics among us who felt the whole Mercedes ‘merger’ was really a takeover of Chrysler were (temporarily) silenced. Using the solid chassis structure or the outgoing E-Class, the 300 seemed a bright new beginning. It was totally suited to America. Large enough to be accommodating to those used to SUVs, well built and reliable, and just oozing character from its slab-sided, chopped roof form, it sold like hotcakes. But the combined company squandered any resultant goodwill with a string of mediocre follow-ups like the undercooked Sebring, the Jeep Liberty, and the Dodge Caliber—which has the dubious distinction of being simply the worst new car I’ve driven this century. So it was no real surprise when the company began to founder; a few great vehicles were never going to be enough in such competitive times. But such depressing ruminations were blown away every time I tromped the 300C’s loud pedal and the glorious ...

How do they do it? Hopping into Mazda’s wonderful seven-seater, I realize how woeful most cars’ steering has become. And this is a big, heavy crossover, not a sportscar! It also shows in stark contrast to Lexus’ brand new RX-series luxury SUV, whose electric steering assist is—while better than the Toyota Highlander with which it shares much of its architecture—videogame virtual in comparison. It’s all part of Mazda’s ‘brand DNA’; marketing shorthand for a car company’s core attributes. In this case, the little Japanese firm really does have a background in building products for enthusiasts. Despite having only a two-percent market share here, Mazdas are the most popular racecars in America. And that spirit imbues everything they build. Another example of this is the way the six-speed automatic transmission’s selector moves. In its manual mode, and you push forward for downshifts and pull back for upshifts. That’s true sequential race ‘box logic: when your going up through the gears, you’re forced back into the seat, so yank back; when your squished forward in your six-point harness by 2g’s of braking, push forward. Only BMW and Mazda do it this way, and it ...

Wedged amidst out of state trips to drive much more expensive cars and trucks was seat time in Scion’s second-gen xB. Hooray, thought I. Especially as it was a bone-stock unit, with none of the cool dealer-installed options that give the brand’s vehicles such individuality. But durned if my tepid response didn’t grow to grudging admiration and then respect by the end of my week in the Box. First was the inherent simplicity of its Toyota heritage. At the end of a long, screaming infant-infested flight, the last thing I wanted was to suss out the latest overcomplicated control interface or be pummeled by a brittle, over-sprung ride. What I wanted on that evening drive home from the airport, the xB delivered: a relaxed and quite ambiance, supportive seating, and logical, clean controls. The next day, I grew enamored of the Scion’s groovy vibe as suggested by the interesting textures of the high-quality plastic dash moldings and turret-like view out, reminiscent of Toyota’s funky FJ Cruiser. The Scion’s four speed automatic may lack a gear (or two) that would make it both sprightlier and more efficient, but at least it was smooth and refined, ...

Recent seat-time with BMW’s Sport competitor, the X6, was sandwiched between a week in a normally aspirated HSE and a Supercharged ‘Rangey’. Was the new Bavarian stellar enough to knock the Solihull product off the peak as king of the aspirational SUVs? As the HSE came first, I might have concluded that the sun had set on the British marque. The BMW was fast and refined, with terrific ride and handling, and a sumptuous interior of extremely high quality. It also had decent cargo volume despite its truncated tail, and roomy and comfortable seating for four. And it had all the mod cons like a slick slippy diff that would vector power to individual rear wheels and active steering and active antiroll bars, not to mention more hedonistic toys like surround sound and keyless go. Then I drove an RRSS (Range Rover Super Sport as we like to call ‘em) across the state… It all came back to me: the organic, feelsome steering, which allows one to push on with confidence. The world-renowned suspension tuning of Mike Cross and the legendary (and recently retired) VP Richard Parry-Jones, who together have endowed so many Jaguars, Rovers, and Fords with ...

Automotive journalists are treated to high-class trips by the manufacturers every time a new or thoroughly revised vehicle debuts. We stay at first class hotels, dine on great food, and sip great wines. Then we drive these various cars, trucks, and SUVs on perfect roads for a day or two, and try to make an unbiased judgment on their relative merit in the marketplace. Often, six months or a year later, we experience the same vehicle at home, in more prosaic—yet familiar—surroundings. This affords the opportunity to reevaluate said ride from a more realistic perspective. Here are recorded these ‘second thoughts’. It can be entertaining to see if the first blush blossoms into love or if familiarity breeds contempt