Lexus’ largest sedan lineup is now complete with the release of a conventional all-wheel drive model. And the LS460 AWD is the most compelling version of to date. This was highlighted by a recent cross-Kansas drive that returned 24-25mpg, despite frequent deployment of the 4.6-liter’s 357hp in the act of chasing down, swallowing up, and spitting out innumerable holiday I-70 dawdlers like some monstrous shark. Such efficiency is testament to the talents of the seamless eight-speed auto in spite of such prodigious use of the loud pedal. Equally loud, while also supremely detailed, tonally accurate, and transparent was the Mark Levinson Reference audio system—simply the world’s best—which made passing the interminable miles much more enjoyable. The LS460’s excellent ride (allied to suitably tight body control, courtesy of the adjustable air suspension), when combined with cosseting seating and a clean and logical control layout, make this four door perhaps the best inter-continental ballistic missile yet devised. The only casualty might be Lexus’ own flagship LS600h L, whose $30,000 premium now seems as outdated as the Cold War in the face of the LS460 AWD’s performance, efficiency, and all weather capability. PRICE AS TESTED: $74,495

THE DRIVER: As styling is a subjective issue, I will choose to overlook the Accord sedan’s controversial skin and concentrate on what makes this sedan the perennial bestseller it is. First is the utter competence of its engineering. It does everything well: there are no glaring omissions or shortcomings anywhere in its makeup. The firm’s powerplants are amongst the world’s best—Honda likes to describe itself as an engine company, not a car manufacturer. This 3.5-liter V6 proffers smooth responsiveness and a blend of economy (24mpg average, partially thanks to the EX-L model’s variable displacement system) and sprightly performance (low 6’s sprint to 60) from its 271hp/254lb-ft. In my experience, none of the competition is able to match those stats. The Honda’s chassis calibration is athletic without being so stiff-legged as to make it tiring, and its level of steering feel and weighting is best-in-class, and a model for how a powerful front wheel drive car should feel. Brake feel and response are also beyond reproach. The Accord has grown quite substantially for this iteration—it is now certified as a large car by the EPA—and has a very roomy cabin and simply gargantuan trunk. Yet ...

THE DRIVER: Despite arriving late, the Tiguan comes ready to party. Its 2-liter turbo cranks out the turbo’d torque to hustle, ably abetted by a quick shifting six-speed automatic. This combination also returns quite respectable fuel economy; 22-23mpgs in mixed use, which excellent in light of the Tiguan’s swiftness. Its composure is strictly Teutonic; firmly damped ride motions and low roll angles in the corners. What weighs against it (both literally and figuratively) is its high center of gravity—which gives it a tendency to pogo over concrete slab—and its mass, which—despite good steering feel and feedback—keep it from ever truly feeling responsive. Perceived interior quality is excellent, and its layout and roominess are welcome in such a compact package. The optional Panoramic roof and next-gen nav system add to its premium cred, though both are pricy. THE BROKER: That leads us inevitably to the Tiguan’s biggest issue: its price. The dollar’s weakness is playing havoc with Volkswagen’s ability to affordably bring us this fun small crossover, as it’s built in the Fatherland. It is thousands more than a Toyota RAV4 Limited or anything else one might think to compare it to. And ...

THE DRIVER: I’m a bit conflicted over how much I like the Z4 coupe. That’s not because it’s not a good car—undeniably it is—but because I simply love convertibles. Yet the tin-top version of Adrian Van Hooydunk’s creation is just so darn scrumptious that I’d be hard pressed to pop for the ragtop version. He takes all the classic two-seater styling tropes: long hood/short rump proportions, double-bubble roof, cam tail, and modernizes them in such a profound way via BMW’s much maligned ‘flame surfacing’ as to create one of the most fetchingly unique shapes ever to encapsulate driver and a single passenger. And because the Bavarians (sadly) haven’t sold too many to date, it is a rare sight on the road. This adds to its otherworldly aura and causes a cascade of double-takes in its wake. Event motoring usually costs about twice the price. The interior is captivating and comfortable, though it does lack in practical storage space—which arch-nemesis Cayman still manages to serve up. Cargo room is adaquite, and long-hall ability marred only by road and tire noise—which, to be fair, also afflict the Porsche. Is it as good to ...

THE DRIVER: “I have the power!” I must admit: I feel like He-Man; Volvo must have listened to me about the S80’s biggest shortcomings. To wit: the wrong choice of powertrains and a seemingly half-hearted approach to design follow-through on this otherwise excellent flagship sedan.In all seriousness, it’s exciting that they certified the new 3.0-turbo six cylinder for Stateside duty, as it will slot into several needy engine bays that the 3.2-liter normally aspirated unit was utterly inadequate to fill. Here’s gobs of torque (295lb-ft at only 1500rpm) combined with a silky and linear power delivery—peaking at 281hp—without the sonorous V8’s drinking problem.The S80’s cockpit was already a favorite for its great seats, clear ergonomics, and excellent quality, not to mention clean Scandinavian style. The use of open-pore, matt-finish ‘Modern’ wood inlays in place of their plasticy predecessors completes the soothing and sophisticated ambiance, and relieves this modern Volvo of any sense of being dumbed down for America.Otherwise, all is as it was: a decent if not stellar chassis (it still suffers from an inferior ride/handling balance compared to the class best), unique and pleasing styling, and traditional Volvo virtues of strength and solidity.THE BROKER: MSRP’s are ...

THE DRIVER: A dearth of low-end torque and real power bode ill for the most basic Porsche hardtop here in the Mile High City. It never feels as quick as its $52k sticker. Compensation arrives in the form of a spine tingling induction howl at high revs, and some of the most pure and informative steering in the world—price be damned. In fact, all the controls are sublime: matched in weighting and a joy to use at all speeds. The driving position is spot-on and build quality is excellent (though in the tester’s poverty spec, it didn’t feel expensive). It’s practical as well, with two roomy trunks and long-mileage seats. The Cayman’s day-to-day usability is almost certainly based on where one lives; in the cratered city, surrounded by open-pore concrete freeways, it’s a nightmare—noisy and harsh. In suburbia or the country, where you can relish one of the world’s best balanced chassis, feelsome brakes, and tight-fisted damping—and where the road noise doesn’t drown out the stereo or conversation—it begins to make real sense. It’s considered heresy by some to mention any negatives about Stuttgart’s excellent products, but whether this Porsche makes any ...

THE DRIVER: The TSX continues its iconoclastic reliance on four-cylinder motivation in this, its second generation. Minor tweaks to the 2.4-liter result in more usable midrange torque (now 170lbs-ft) and four fewer ponies, for a total of 201. The lofty 7100rpm redline suggest that the right mate for this motor is the lovely six-speed manual, whose shortened ratios mitigate the larger body’s extra 130 pounds. Sadly, most Americans will go for the five-speed auto, which does accelerative alacrity no favors. And why cant Acura ad the kind of software to the paddleshift’s programming to allow for rev-matched downshifts? As the TSX is based on the Euro-market Accord, the chassis is as stellar as ever, with a level of directness and neutrality rarely seen in midsize front drivers. But thanks to electric assist for the steering, feel has gone the way of the first gen’s svelte styling. Thankfully the ride is more refined, and some of that extra avoirdupois has been put to use for more insulation, resulting in an extremely quite progress. WATCH THE VIDEO

THE DRIVER: The 5-cylinder 2.5 now puts out 170hp, which makes for decent acceleration, even when hooked to the nice six-speed automatic. The ride is generally plush, even on the SEL’s 17” wheels, but can be caught out by transverse ridges; steering feel and precision is excellent. The SportWagen is very quiet and refined at all speeds as well. Now, none of these things scream “Sport”, but its dynamics do put most so-called sport utility vehicles to shame, while offering all the practical load-carrying abilities as well. I’m eagerly awaiting the intro of the 50-state legal turbodiesel, which should be torquey and return 45-45mpg. THE BROKER: Jetta wagons have typically been strong at resale time, despite some of the reliability woes the brand has become known for. All VW turbodiesels have exceptional resale value. And with the company’s new for ’09 maintenance package (all routine work for 3 years) along with 4yr/50k bumper-to-bumper and 5yr/60k powertrain warranties, things can’t be too bad for original owners. THE (ROCKIE MOUNTAIN) MAN: Even the basic 2.5 does fine around town. For frequent mountain runs the 2.0 turbo or upcoming turbodiesels will be the best choices. Don’t worry ...

These are short reviews of cars, trucks, and SUVs, from the three perspectives. The first is from the standpoint of the automotive journalist, and covers the driving experience and various vehicular attributes, such as quality (or lack thereof) and mileage and practical usage considerations. Next, we view the vehicle from the standpoint of an automotive broker who has sold or leased nigh on every conceivable vehicle since 1991. Factors here are resale value, reliability, and the general ownership experience, which can be at odds with how thrilling a vehicle is to drive. Finally, we look at them as a typical Colorado resident, where the weather and most especially the elevation affect performance and livability. As an example, many 4-cylinder midsize cars that do perfectly well at sea level perform lethargically at one mile of elevation, and turbo and supercharged vehicles thrive here in the Rockies.

THE DRIVER: Basing this new, larger Sequoia on the Tundra turns out to be a surprising good move: all three rows have enough room, the 5.7-liter monster motor has enough torque to shift this fullsize rig with commendable alacrity (and because it’s hooked to the wonderful 6-sp auto) still return better mileage than its smaller, weaker predecessor. The chassis is amongst the best in any large SUV, with terrific control and a smooth ride, rounded out by decent steering and indefatigable brakes. While the hardware underneath may be stout, Toyota’s recent predilection for overzealous cost cutting shows up in sub par interior plastics. Also, though the driving position is comfortable—as are all the seats—it’s quite a reach to the center stack controls for those not simian-armed. THE BROKER: As long as the early-build Tundra’s quality woes and recalls don’t affect the Sequoia, it stands to hold its value well and provide dependable, durable long-term service. THE (ROCKY) MOUNTAIN MAN: 400-plus lbs-ft of torque make this a terrific mountain truck. My first exposure consisted of the 380-mile drive to deliver one to clients in Telluride. It tackled the steepest grades and windiest roads like something that ...