Jaguar XK-Series Review

The Jaguar E-Type or XKE is widely regarded as one of the most beautiful, iconic cars of all time. Introduced in 1961, it has been lusted after ever since, appearing on teenage boys' bedroom walls, grown men's garages and in movies like the "Austin Powers" series, where it served as the international man of mystery's Shaguar. More than three decades since the XKE went to cat heaven, its spirit lives on in a new breed of sleek Jaguar coupes and convertibles. The latest Jaguar XK-Series maintains classic design cues like the oval grille, but adds a thoroughly modern all-aluminum body and high-tech features designed to better defend Britain against German competition.

Lamborghini Gallardo Review

Although it's probably difficult for most people to think of a nearly $200,000 automobile as "affordable," that's the position the Lamborghini Gallardo coupe and spyder convertible find themselves in within the Lambo product lineup. But no matter -- sports cars with exotic looks and the performance to match have a built-in ownership audience.

2007 Lamborghini Gallardo Coupe Shown

Since its introduction, the mission for this "baby Lamborghini" has been to maintain the style and attitude of Lamborghini's 12-cylinder cars but be more livable in everyday use. It's been a successful strategy, as there's been no shortage of takers who rightly lust after such a usable and alluring sports car. In fact, the Gallardo has become this Italian automaker's best-selling model ever.

In terms of layout and design, the Lamborghini Gallardo is a true exotic. There's a mid-mounted V10 engine, all-wheel drive and the availability of an F1-style transmission. To keep weight down, the chassis is a composite blend of alloy stampings, extrusions and castings. And except for the traditionally opening steel doors (no scissors), the exterior is constructed of thermoplastic-formed panels.

Inside, the Gallardo's handsome furnishings sublimely marry form with function and offer a surprising level of comfort for a vehicle of this type. Credit is certainly due to the influence of parent company Audi, whose expertise with interior design has been of no small benefit since the Volkswagen Group purchased Lamborghini in the late 1990s.

Without too much difficultly, one can claim that the Gallardo is Lamborghini's best sports car ever. If there's anything lacking, it's the outrageous spirit and flair so often associated with the company's more expensive or legendary offerings. But the trade-off of a little spirit for a lot of functionality has been a good one, and there's no doubt that the Gallardo is a true, world-class exotic.


Current Lamborghini Gallardo

The exotic Lamborghini Gallardo is currently available as a coupe or spyder convertible, with the coupe available in two trim levels: base and SE. Standard equipment includes 19-inch alloy wheels, xenon headlights, fully powered accessories and a CD audio system. A winter package adds heated mirrors and seats along with winter tires and specific wheels. A sport suspension, navigation system, carbon-ceramic brakes and rear back-up camera are also available. In keeping with its pedigree, the Gallardo's trim and paint can be further customized, too. The limited-production SE is similar to the base coupe mechanically, but has a specific two-tone color treatment and includes as standard equipment some of the base car's optional features.

A new addition for 2007 is the Gallardo Superleggera. This coupe-only model has been modified for even better performance. It features 10 additional horsepower, slightly different suspension settings and an approximate 150-pound-lighter curb weight thanks to extensive use of carbon fiber and reduced feature content.

For optimum dynamic balance, the 5.0-liter V10 engine is positioned just aft of the driver. It develops 512 horsepower (522 for the Superleggera) and 376 pound-feet of torque. Power is sent to all four wheels through a six-speed manual transmission. An automated, sequential-shifting manual "e-gear" transmission is also available, which can be placed in an automatic mode or shifted via steering-wheel-mounted paddles. Antilock brakes, traction control and stability control are standard safety fare, as are head-protecting side curtain airbags.

Audi's influence is obvious inside the Lamborghini Gallardo, with plenty of precisely fitting leather and soft-touch materials. Despite the fact that this is an exotic sports car, seating is comfortable enough to accommodate the occasional road trip. Though not as flamboyant as its extroverted exterior, the interior styling still befits a vehicle in this price range. Storage space is tight, though, with a minimal amount of room available behind the seats and in the nose-mounted trunk.

But once behind the wheel, you'll gladly leave everything behind in exchange for the sweet, sonorous symphony of its V10 at full throttle. With more than 500 horses at your command, the Gallardo is capable of spine-compressing speed in any gear. The big V10 and all-wheel-drive system do add quite a bit of mass, so it doesn't deliver the razor's-edge responsiveness of some of its rivals. And the powerful brakes can feel a bit inconsistent at the limit. But there's still plenty to like about the Gallardo. Its gearing practically begs you to rev the V10 for all it's worth, and its AWD system certainly gives it a clear advantage for safely wringing out maximum performance when the road ahead is slick and unfamiliar.

Past Lamborghini Gallardo Models

The Gallardo coupe debuted in 2004. An expanded lineup arrived in 2006 featuring the addition of the spyder convertible with an automatic folding soft top and the SE model featuring two-tone color treatments and a host of mechanical updates that ultimately extended to the regular Gallardo as well.

Mazda RX-8 Review

Most people know that Mazda builds sporty cars. But for driving enthusiasts, it's the company's history of building sport coupes with lightweight rotary engines that sets it apart from the competition. The Mazda RX-8 is the latest of these coupes, and it's the only one with a four-door configuration.

2008 Mazda RX-8 Grand Touring Coupe Shown

The heart of the Mazda RX-8 is its high-revving, 1.3-liter rotary engine called the Renesis. It's a made-up word: The "R" and the "e" stand for "Rotary engine," while "nesis" comes from the word "genesis." Odd name aside, the Renesis engine is an impressive bit of engineering: Unlike its forbears, it locates the exhaust ports on the side of each of the combustion chambers, rather than on the outer edge of the rotary housing. Sounds simple, but this one change allows for more power, higher fuel economy and lower emissions.

Because of the engine's compact size, engineers were able to mount it further back in the RX-8's chassis, giving the car a coveted 50/50 front/rear weight distribution. This, along with balanced suspension tuning, sharp steering and a svelte 3,000-pound curb weight, makes the rear-wheel-drive RX-8 one of the best-handling cars on the market. It's certainly among the best sports cars available for less than $30,000, and deserving of any consideration you give it.

Introduced for 2004, the Mazda RX-8 heralded the return of the rotary-powered sports car to the U.S. after a near decade-long hiatus. It also gave Mazda an image car with greater stature and performance credentials than the fun-loving Miata. Although the RX-8 hasn't been a runaway sales success, most people would agree it's been good for the company's reputation.

Although Mazda sells its sport coupe with either a manual or automatic transmission, the six-speed manual version is really the only way to experience an RX-8. It's not just the closer connection you feel to the car when moving the short-throw shifter among the neatly defined gates. It's the fact that manual-shift RX-8s get a more powerful version of the 1.3-liter rotary engine.

In a manual-equipped Mazda RX-8, horsepower crests at 238 at 8,500 rpm, with redline hitting at an amazing 9,000. Low-end torque has never been a strong suit of rotary engines, and with a mere 159 pound-feet coming together at 5,500 rpm, the RX-8 doesn't really feel potent below 4,000. Fortunately, the rotary engine loves to rev and is very smooth when doing it.

Inside Line testers have timed the RX-8 at 6.6 seconds to 60 mph and 15.1 seconds through the quarter-mile -- respectable numbers but not enough to win many straight-line acceleration crowns in this class. However, Mazda's rotary coupe quickly makes up ground when the road turns curvy.

Automatic RX-8s are tamer, redlining at just 7,500 rpm. If you're going to buy one, 2006 and newer models are your best bet, as they come with a more advanced six-speed automatic transmission with steering column-mounted paddle shifters. They also provide 212 hp at 7,500 rpm, compared to 197 in the '04 and '05 models, which came with a four-speed automatic.

In spite of its capability, the Mazda RX-8 rides comfortably enough to serve as a daily commuter, though with fuel economy typically hovering in the high teens, it's not the most economical choice. The rear seats are roomy enough to seat adults on short trips, and reverse-hinged rear doors allow the loading of bulky car seats.

RX-8s come standard with all the essential amenities, though manual versions come with a firmer suspension and 18-inch wheels, which are optional on the automatic. Further suspension upgrades are available via the Shinka special-edition package. You can also add luxuries like leather upholstery and a navigation system.

Although it has an extra set of doors, the Mazda RX-8 is a descendant of the two-door RX-7 sport coupe sold in three generations from 1979-'95. The RX-7 was yanked from the U.S. market due to poor sales and difficulty in meeting emissions standards, but lived on in the Japanese market through 2002. At the time of its U.S. demise, the third-gen RX-7 was a much more expensive car than today's RX-8, with a base price of $32,500 in 1995 dollars.

That's not to say it wasn't worth the extra money. Sold from 1993-'95, this model was turbocharged and capable of 255 hp at 6,500 rpm and 217 lb-ft of torque at 5,000 rpm. Zero to 60 took just 5.5 seconds, with the quarter-mile mark coming in 14 seconds flat. Not only was it fast, it was a superb handler, often inspiring comparisons to Formula cars. Harsh ride quality was the big downside. This car fetches high prices on the used market, though potential buyers should be attentive to excessive wear and tear and aftermarket modifications made by the previous owner.

Mercedes-Benz SLR McLaren Review

South Africa might seem a strange place to launch a 200-mph exotic sports-GT car that will find owners mainly in the U.S. and western Europe. More so when you consider that the most significant achievement by an SLR model was in Italy, at the Mille Miglia event of 1955. But Mercedes-Benz 
has conducted operations in South Africa for more than 45 years, including complete vehicle assembly. More important, the weather in mid-November is fabulous.

Piloting these left-drive-only coupes in a right-hand-drive market took only a short adjustment, leaving us free to enjoy the SLR’s addictive power against the spectacularly scenic backdrop of the Cape mountains. The audio soundtrack wasn’t bad, either, with a muted but shrill scream of a twin-screw Lysholm blower accompanying a distinctly staccato roar from the 617-hp V-8’s side pipes every time the driver stabbed the pedal.

Each of the engine’s cylinder banks enjoys a stream of condensed intake air from separate intercoolers, together producing a torque curve quite similar to the profile of Cape Town’s Table Mountain. There is already 440 pound-feet of torque by 1500 rpm, and well over 500 pound-feet between 3000 and 5000 rpm. This lends mind-boggling elasticity to the SLR, with passing performance that has to be felt to be appreciated.

We’ve become fairly accustomed to huge output from AMG-built engines, but most of those are housed in conventional steel models weighing quite a bit more than the 3800-pound, carbon-fiber-bodied SLR. This isn’t exactly svelte when one considers that carbon fiber weighs half as much as steel. Mercedes claims 3.8 seconds for the 0-to-60-mph scramble, and we think that might be a conservative estimate.

The carbon-fiber structure, produced in an all-new facility in Woking, England, is the real story of the SLR, and it celebrates the relationship between Mercedes-Benz 
and McLaren in the Formula 1 circus. Under McLaren’s management, this new plant conducts the high-tech assembly procedures that will give birth to 3500 examples of the SLR over the next seven years.

This carbon-fiber road car exploits that material’s amazing strength and feathery weight for high performance and safety. The entire body is a composite molding, with beautiful front and rear aluminum subframes bolted and bonded to the tub to mount the engine and undercarriage. Below the tub is a completely flat underbody.

When you flip open the long clamshell hood, it’s a surprise to see how little of the exposed interior is filled by the engine. For optimal weight distribution (the percentage, front to rear, is 51/49), the engine protrudes only two or so feet forward of the base of the windshield. Ahead of that is a monstrous snorkel reaching for cool air rushing in around the three-pointed star.

Other neat features visible under the hood are the forged-aluminum double control arms, along with an anti-roll bar mounted above the suspension and torqued by a Formula 1–style rocker assembly.

At each end of the car are conical crash members made of 25,000 carbon-fiber filaments wound from 48 reels using techniques developed by the textile industry. As exhibits from crash tests proved, these crash members provide remarkable absorption and resistance to impact damage.

The composite body is palpably stiff to the car’s occupants, never emitting a squeak or groan on the worst surfaces, despite a suspension on the firm side. Those A-pillar-mounted gullwing doors—opening to 107 degrees and attracting hordes of onlookers—would undoubtedly betray deficiencies in the structure if there were any.

The inside of the SLR is as exotic as the Batmobile exterior, with carbon-fiber seat shells covered in fine leather and a cockpit built of contrasting colors and textures. To start the SLR, you turn the stubby key, flip a cover at the top of the gear selector, and thumb the button that hides there to bring the 5.4-liter V-8 rumbling to life.

Mercedes’ strongest five-speed automatic (with manual override) still required internal reinforcements to handle the enormous horsepower of the SLR. It offers three levels of transmission performance—comfort, sport, and manual. In manual mode, the box shifts only in response to the wheel-mounted buttons or a side swipe at the selector, and it has an additional three levels of response and shift speeds set by yet another rotary knob.

We like that this manumatic can be made fully responsive to the driver, turning the automatic box into something very like the paddle-shift system in Ferraris and allowing you to hold gears for corner entries and such. We like the electronic braking system less. There’s an initial dead zone in the pedal travel, and one instinctively feels for the usual hydraulic takeup point, whereupon the giant eight-piston front calipers take a firmer bite on the 14.6-inch ceramic discs than you’d planned.


Other than that, the SLR is largely devoid of the syrupy control feel that coats most Mercedes cars. Its steering is deliberate and linear, the power delivery smooth but somehow raw, the ride firm and immediate. There’s quite a bit of grip from the made-to-order Michelin Pilot Sport tires, abetted by a McLaren-tuned chassis and Mercedes-Benz’s electronic stability program, which—for once—has a pretty high threshold. A pity it still steps in so intrusively, but with so much potential and so much value in the car, maybe that’s a good thing.

There were mixed reactions to the SLR’s styling at its first appearance, but the positive response by potential buyers now suggests that every example will find a home.

Mitsubishi Eclipse Review

2008 Mitsubishi Eclipse GS Hatchback

For more than a decade and a half, the Mitsubishi Eclipse has been one of America's more popular sport coupes. Its success can be attributed to several factors that have remained constant throughout its run, including sleek styling, powerful engines, a decent amount of comfort, and affordability.

Interestingly, these traits also describe the traditional domestic rear-drive sport coupe, and some have described the Mitsubishi Eclipse as the Japanese version of a pony car. They point out that the Eclipse has typically not been as nimble as other imported coupes, and has instead been best at straight-line performance. The Eclipse has also always been designed solely for the U.S. market and is a rarity in other parts of the world.

The original Eclipse was the result of a joint venture in the mid-'80s between Mitsubishi and Chrysler, known as Diamond Star Motors (DSM). For model-year 1990 at a plant in central Illinois, the partners started production of what was known as the Diamond Star triplets: similar versions of the same Mitsubishi-engineered car, including the Eclipse, the Eagle Talon and the Plymouth Laser. The DSM partnership no longer exists as it once did, and only the Eclipse remains in production.

In total, there have been four generations of the Eclipse. Measured in terms of all-around performance and design, the latest one can be considered the best yet. But earlier Eclipses, assuming they have been cared for properly, could become an affordable and enjoyable purchase for the budding sport coupe enthusiast.

The latest Mitsubishi Eclipse has been available since the 2006 model year. It has a hatchback body style and can seat up to four people. Mitsubishi builds it on the same platform used for its Galant sedan and Endeavor SUV. There are two trim levels: GS and GT. The Eclipse GS is reasonably well equipped and comes with a 2.4-liter four-cylinder engine good for 162 horsepower. The main draw of the Eclipse GT is its 263-hp, 3.8-liter V6.

Both versions are front-wheel drive. The GS can be equipped with either a five-speed manual or a four-speed automatic transmission with a sequential-shift Sportronic mode. The GT comes with a six-speed manual, with a five-speed Sportronic automatic optional. Popular options include a sunroof and a powerful Rockford Fosgate audio system.

In reviews, the Mitsubishi Eclipse has earned favorable commentary for its powerful V6 engine, comfortable front seating and stylish interior. Noted downsides include a hefty curb weight that dulls handling, sluggish acceleration on four-cylinder models and a large turning radius.

Most consumers shopping for a used Eclipse will encounter the third-generation model, which was sold from 2000-'05. Like the current model, it has a hatchback body style, front-wheel drive and four-cylinder or V6 power. It's smaller than the current model, however, and less refined. The RS and GS trims of this generation were powered by a 2.4-liter four-cylinder good for 154 hp. The GT had a 205-hp 3.0-liter V6. All could be had with either a five-speed manual transmission or four-speed automatic.

Although this Eclipse was fairly popular with consumers, it attracted little critical acclaim. In Edmunds.com tests, editors noted that the Eclipse was not as sporting as previous versions and had a low-quality interior. Nor did the car change much during its run, though in 2003 Mitsubishi added a GTS trim that had a slightly more powerful V6 (210 hp) and more standard equipment.

When new, the first- and second-generation Eclipses were considered some of the best affordable sport coupes available. The original debuted in 1990. This Eclipse was also a hatchback, and these early models can be identified by their pop-up style of headlights. There were four different trim levels, each offering its own mix of powertrains. The top-of-the line model was the Eclipse GSX, which boasted a 195-hp turbocharged four-cylinder engine and all-wheel drive. In 1992, minor updates were made, including the addition of fixed headlights.

Compared to the foreshortened, almost stubby first Mitsubishi Eclipse, the second version (1995-'99) seemed long, sleek and gorgeous. It was a bit bigger than the earlier car and in many ways very similar mechanically. Normally aspirated or turbocharged engines were again offered, as was front-wheel or all-wheel drive.

With any of these early models, poor resale values have sunk purchase prices to very attractive levels. But reliability has never been a strong point for the Eclipse, and finding a well-maintained one (especially a turbocharged model) will be key for the smart shopper.

Mercedes-Benz SLK-Class Review

2008 Mercedes-Benz SLK-Class SLK280 Convertible

Introduced nearly a decade ago as an answer to its European rivals in the luxury small roadster segment, the Mercedes-Benz SLK-Class was the first vehicle to truly popularize the use of a power-retractable convertible top made out of steel panels rather than the more traditional fabric soft top.

Though more complex and bulky, a convertible hardtop design, with its coupelike profile and superior wind and weather protection, does provide significant advantages in the top-up position. Offering more security, as well as a quieter cabin than its competitors' soft tops, the SLK could convert from a closed coupe to an open convertible without leaving the driver seat.

Though suffering from uninspiring handling and questionable sporting credentials for hard-core driving enthusiasts, the original SLK230 and SLK320 were popular with consumers. Improvements over the years kept the first generation competitive, but after seven years on the market the Mercedes-Benz SLK-Class was ready for a redesign.

With a dramatic design inspired by Mercedes' Formula 1 racecars, the second-generation SLK is even more fetching than the original. It's also slightly larger and more powerful than its predecessor, yet still possesses the upscale roadster character that made it so likable over the years. Even better than the added space is the car's redesigned dashboard with its cleaner layout and higher-quality interior materials.

Though most SLK models are inexpensive by Mercedes standards, some potential buyers might flinch at the vehicle's above-average price — and others might prefer the sharper handling dynamics of its German rivals. But for a convertible that sacrifices little in performance and excels at luxury and prestige, we think a new or used Mercedes-Benz SLK is a very good choice.

Current Mercedes-Benz SLK-Class

The current-generation Mercedes-Benz SLK-Class luxury roadster has been available since the 2005 model year. It's a proper sporting roadster thanks to its stiff body structure, rear-wheel drive and available sport-tuned suspension and strong brakes. For power, Mercedes offers a choice of two V6s as well as a muscular V8 from AMG, Mercedes' in-house performance tuner.

The SLK280 features a 3.0-liter V6 that produces 228 horsepower while the SLK350's 3.5-liter V6 produces 268 hp. Either engine can be matched with a six-speed manual or a seven-speed automatic transmission. The Mercedes SLK55 AMG is the performance model. It comes with a 355-hp 5.4-liter V8 engine stuffed under its hood. A seven-speed automatic is the only transmission offered.

When retracted, the hardtop takes up space in the trunk, but there's still 6.5 cubic feet left for luggage. Inside, the cabin is attractive with soft-touch materials for most surfaces. Soft and supportive seats remain comfortable even after several hours of driving. Keep the windows up while the top is down and there's minimal wind buffeting.

If that's not enough, consider the optional Airscarf system that channels warm air to your neck and shoulders via dedicated registers in the headrests. It actually works quite well; and when combined with traditional seat heaters, the Mercedes-Benz SLK becomes one of the most useful all-weather convertibles on the market.

While the old SLK was more of a boulevard cruiser than a canyon carver, the new SLK delivers solid all-around performance in acceleration, braking and handling. Obviously, the AMG model offers the most performance of the group, and indeed it posts impressive numbers. Even the 280 and 350 models are fun to drive. The SLK's slightly less communicative steering and slower handling responses only become apparent when comparing them directly against this segment's more deliberate sports cars.

Past Mercedes-Benz SLK-Class models

The original Mercedes-Benz SLK debuted for the 1998 model year. Introduced as an answer to the BMW Z3 and Porsche Boxster in the premium small roadster segment, the SLK's most unique feature was its retractable hardtop roof, which offered more security as well as a quieter ride than its ragtop-roofed competitors. With the touch of a button, one could convert the SLK from a closed coupe to a cool convertible in less than 30 seconds without leaving the driver seat.

Initially, the SLK was available only with one drivetrain, a supercharged 2.3-liter inline-4 sending its 185 hp through a five-speed automatic transmission. But the SLK230's lack of a manual gearbox, along with its anemic exhaust note, made for little excitement among serious driving enthusiasts.

The SLK's second year brought a manual tranny as standard, moving the automatic to the options list. Ever conscious of its buyers' fashion leanings, Mercedes introduced Designo editions in 2000 that featured special colors (such as Copper and Electric Green) along with unique interior trim.

Those who liked the Mercedes-Benz SLK but wanted a more refined power plant had their wish granted for 2001, when the SLK320 bowed complete with a 215-horse 3.2-liter V6. Other good news that year included the replacement of the five-speed manual with a six-cog unit and more power for the 230's force-fed four, with output now rated at 192 ponies.

Perhaps in an effort to quash the SLK's reputation as a "boutique" roadster, Mercedes brought out the muscle-bound, AMG-tuned SLK32 for 2002. The SLK32 AMG brought 349 hp to the party by way of a supercharged 3.2-liter V6. Along with the power infusion, handsome double-spoke 17-inch wheels with performance tires were fitted, along with a massaged suspension, full ground effects and a discreet rear spoiler.

During the first SLK's run, we commented favorably about its distinctive retractable hardtop, its quiet composure on freeway drives and the impressive performance from the AMG variant. Noted downsides at the time included a lack of steering feel and the big blind spots with the top up.

Mitsubishi Eclipse Spyder Review

2008 Mitsubishi Eclipse Spyder GT Convertible Shown

The Mitsubishi Eclipse Spyder is a convertible version of the Eclipse coupe. In most regards, the Spyder provides a similar driving and ownership experience to the coupe, which means sleek styling, four-passenger seating, powerful engines and a reasonable amount of comfort.

In the affordable convertible segment, Mitsubishi has taken a balanced approach with the Spyder. With nimble and sporty two-seat roadsters on one end of the spectrum and four-seat family sedan-based convertibles on the other, the Eclipse sits comfortably in the middle. For most of its run, the Spyder's closest competitors have been convertible pony cars such as the Ford Mustang.

The Spyder has been available for all Eclipse generations except the first and has occasionally blipped out of existence as new generations of the Eclipse have debuted. Whether new or used, the Spyder should satisfy a shopper desiring a sporty two-door that provides plenty of wind-in-the-hair fun.

The latest Mitsubishi Eclipse Spyder is a new arrival for 2007. Like the coupe, it's built on the same platform used for Mitsubishi's Galant sedan and Endeavor SUV. There are two trim levels: GS and GT. The Eclipse Spyder GS is reasonably well equipped and comes with a 2.4-liter four-cylinder engine good for 162 horsepower. The main draw of the Eclipse Spyder GT is its 260-hp, 3.8-liter V6. Both models have a power-operated convertible soft top.

The GS can be equipped with either a five-speed manual or four-speed automatic transmission with a sequential-shift Sportronic mode. The GT comes with a six-speed manual, with a five-speed Sportronic automatic optional. All Eclipse Spyders are front-wheel drive.

In past Edmunds.com reviews, the Mitsubishi Eclipse Spyder has earned favorable commentary for its powerful V6 engine, comfortable front seating and well-suited nature for top-down cruising. Noted downsides include a hefty curb weight that dulls handling, sluggish acceleration on four-cylinder models, poor top-up outward visibility and a large turning radius.

There are two previous versions of the Eclipse Spyder. A Spyder was available for 2001-'05 model years of the third-generation Eclipse. Like the current model, it had underpinnings similar to the concurrent Galant and a power-operated top. This Eclipse is somewhat smaller than the current model, however, and less refined.

This generation's Spyder GS was powered by a 2.4-liter four-cylinder good for 147 hp. The GT had a 200-hp 3.0-liter V6. Both could be had with either a five-speed manual or four-speed automatic transmission. Though this Eclipse was fairly popular with consumers, it attracted little critical acclaim. In Edmunds.com tests, editors found that the car was not particularly fun to drive and had a noticeably low-quality interior.

The original Mitsubishi Eclipse Spyder was available from 1996-'99 and corresponded to the second-generation coupe. The GS model had a 141-hp four-cylinder engine, and the turbocharged GS-T was capable of 205 hp. A five-speed manual or a four-speed automatic were offered. The Spyder's top was a particularly nice one, with excellent insulation, one-touch power operation and a heated glass rear window. Rearward vision was compromised severely when the top was up, but the rear seat was retained and the car's structural integrity was impressive.

Chevrolet Impala Review

When Chevrolet sent the first Impala off the assembly line in 1958, it was meant to be "a prestige car within the reach of the average American citizen." It would seem that the company was successful; nearly 50 years on, the Chevrolet Impala has gone on to become one of America's most well-known nameplates.

Throughout the '60s, the Chevy Impala dominated the sales charts, culminating in 1965 when more than 1 million were sold. Though the popularity of smaller, midsize muscle cars slowly ate away at sales of the Impala, it continued to sell in big numbers, registering as the best-selling car in America in 1973.

The Impala nameplate languished in the early '80s, eventually getting dropped in 1986 in favor of the Caprice designation. To the delight of enthusiasts, however, a Caprice-based Impala SS briefly returned in the mid-1990s with a Corvette-derived V8 and a monochromatic color scheme that made the car a bad-to-the-bone, rear-wheel-drive family sport sedan.

Since the new millennium, the modern Impala has served as Chevrolet's main full-size sedan, capable of transporting up to six people. With front-wheel drive and V6 power on most trim levels, the current Impala isn't exactly a tribute to the past, but it does continue the tradition of large, affordable Chevrolet family sedans.

The move to smaller, more efficient engines gives buyers enough power when they need it while still providing respectable mileage -- never one of the Impala's strong points in the past. And for buyers who truly desire a V8, the latest Impala SS does indeed have one under its hood.

The latest Chevrolet Impala has been available since the 2006 model year. It's a bit bigger than the typical family sedan, and with a front bench seat can accommodate six passengers in a pinch. There are four available trim levels: entry-level LS, mid-grade LT, premium LTZ and performance-oriented SS. Improvements on this model compared to the previous-generation Impala include new engines, more composed handling, a higher-quality interior and updated styling.

The standard engine is a 3.5-liter V6 that produces 211 horsepower. Available on the LT and standard on the LTZ is a 3.9-liter V6 with 240 hp. The Chevy Impala SS has a 5.3-liter V8 making an impressive 303 hp. All Impala models employ a four-speed automatic transmission that sends the power through the front wheels.

Shoppers looking for a used Chevrolet Impala will most likely encounter the previous-generation model, which was offered from 2000-'05 with minimal changes. Its basic dimensions are very similar to those of the current model, but it lacks that model's significant updates. For this generation, there were two main trim levels -- base and LS. In 2004, Chevy added the SS trim.

Base-model Impalas were powered by a 3.4-liter V6 engine that produced 180 hp. Stepping up to LS trim got you a 200-hp, 3.8-liter V6. The SS had a supercharged version of the 3.8-liter V6 making 240 hp. Though popular in terms of sales, this Impala did not fare well in reviews conducted by Edmunds.com editors. Noted downsides included bland interior and exterior design, vague steering and a soggy suspension on base and LS models.

Previous to this, there was a short-lived Chevy Impala SS. Offered from 1994-'96, it was based on the rear-drive Caprice. The SS featured a 260-hp, 5.7-liter V8 derived from the Corvette, large 17-inch wheels and tires, a sport tuned suspension, a monochromatic exterior (black only in its first year) and many hardware upgrades normally fitted to law enforcement vehicles. Today, the '90s Impala SS's have taken on a "collectible" quality.

There are also plenty of Impalas left from earlier decades. Those early Impalas were often America's most popular car, and they still hold significance today. They are prime candidates for restoring, traditional hot-rodding or modern customizing, the latter typically involving powerful audio/video systems, massive wheels and/or hydraulic suspensions.