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2008 M3 coupe
(Credit: BMW NA)As a fan of the predecessor to this current M3, the e46, I was skeptical about driving what some called a heavy, underpowered car that didn't quite live up to its ancestors' legacy. A few die-hard enthusiasts, amid cracking tired Bangle jokes that are oh-so-five-years-ago, called it the MPIG, bemoaning the addition of more sensors and high-tech gadgets that added weight and deterred DIYers. And I almost bought into it.
Sure, I'll never love the look of the car like I love the e46. But the new M3 is, for better or worse, one of those cars you have to drive to truly appreciate.
On a recent press trip in Monterey, we had the opportunity to drive the M3 as it should be driven: On empty, windy roads. And later, even better: Madza Raceway Laguna Seca.
The 2008 M3 is powered by an all-new, 4.0-liter V8 engine. This is a drastic departure from the inline six used on the previous generation of the 3 Series cars. The bigger motor catapults the output to 414 horsepower at 8300 rpm, with 295 pound-feet of torque. But the sound of the car remains refined. The engine sounds big, but still reminiscent of M3s past. Sure, there are bigger engines out there, but the M3 is powerful without being raucous. Acceleration is still plenty fast, and the engine revs so high, you could drive around town without changing gears -- if you really wanted to.
On the road portion of our drive, my driving partner and I were amazed at how soft the ride was while driving over uneven pavement. This was due to an optional Electronic Dampening Control (EDC) feature on our car which has three suspension settings: comfort, normal, and sport. But even in "comfort" mode, softness didn't equate to mushiness. The car still felt dynamic and responsive, even while going over potholes and railroad tracks.
The steering was about as tight as I'd ever felt on any BMW. Although faced with a slew of considerably sharp turns as we wound our way through the hillsides, I never had to take my hands off the three-and-nine position. And the nice thick M wheel was comfortable and pleasurable to grip.
At the track, it was time to take it to a whole other level. My manual coupe really let it rip when I got on the throttle, and the brakes bit down hard and fast before the turns. Even though I was only on stock Michelin Pilot Sport tires, the car stuck like glue through the apexes, and the car's back end came around nicely as I gave it more gas out of the turns. Only a few times did I push it hard enough to get those tires to "sing," but I never felt out of control. Admittedly, I did the whole track in third gear, but even so I never lacked for power or torque.
That said, the 2008 M3 is not a "track car" in the true sense of the word. But that's not the point. The beauty of the e92 M3 is that it can be a sensible, dignified daily driver, and still tear it up on track days. And although I am coupe-biased, I think the re-introduction of the M3 sedan will even further the M3's image of an all-around car that can serve many purposes and still be a thrill to drive.
Oh, and about that heaviness thing; BMW lightened the new chassis up quite a bit to compensate for the weight increase. An aluminum hood and suspension, as well as a carbon-fiber roof, shave some weight off, although the "unladen" weight of the coupe is still 3704 pounds, with the sedan weighing in a tad heavier at 3726 pounds. By comparison, the e46 M3 coupe is 3415 pounds. So just imagine the kind of horsepower boost the 2008 M3 could get if it were 300 pounds lighter. But if you're the kind of person who's bothered by that kind of heft, you're probably better off buying an old M3 and ripping all the seats out.
2008 Honda Accord sedan
(Credit: Honda)During a time when many car manufacturers are scaling down to offer smaller cars with improved fuel economy, the new 2008 Honda Accord is hitting the market with a "bigger is better" philosophy.
Besides having an obviously new look, the new Accord is larger in all interior and exterior dimensions. It's longer, wider, and taller on the outside, and roomier on the inside. In fact, the 3.3 cubic feet of additional interior space was enough to bump it into the EPAs "large car" category, although Honda says the car will still compete in the midsize segment.
Aside from the change in the physical appearance, other additions include a larger, 18.5-gallon fuel tank, the first use of Honda's active noise cancellation technology in a non-hybrid car, and variable gear ratio steering. In addition, several features will come standard on all Accord trim levels for the first time, including Vehicle Stability Assist (VSA), audio control buttons on the steering wheel, and 100 percent use of four-wheel disc brakes.
2008 Honda Accord coupe
(Credit: Honda)The 2008 Accord is available with four engine options. The base sedan includes a 2.4-liter, i-VTEC 4-cylinder engine, which puts out 177 horsepower at 6500 rpm and delivers 161 lb-ft of torque at 4300 rpm, and is available with a 5-speed automatic or manual transmission. A more powerful 4-cylinder engine, along with a high-flow exhaust system, puts out 190 horsepower at 7000 rpm and 162 lb-ft of torque at 4400 rpm.
The Accord's i-VTEC V-6 engine puts out 268 horsepower at 6200 rpm and 248 lb-ft. or torque at 5000 rpm. The 5-speed automatic transmission features Honda's Variable Cylinder Management (VCM) technology, which allows the car to operate on either three, four, or all six cylinders, depending on driving conditions, to conserve fuel when possible (but still provide plenty of power when needed). The top-of-the-line Accord coupe is also available with a close-ratio 6-speed manual transmission.
Interior with navigation
(Credit: Honda)The interior is filled with plenty of bells and whistles. All models include a power driver's seat, cruise control, and a MP3/WMA auxiliary jack. Some options, depending on the trim level, include a 6-disc in-dash CD changer, heated front seats, a premium 270-watt sound system with XM satellite radio, and dual-zone climate control. Navigation and Bluetooth hands-free system is also available on the higher-end sedans and coupes.
Despite the increase in size and performance, the 2008 Accord's fuel economy numbers remain reasonable. The 4-cylinder models with the 5-speed manual transmission yield 22 miles per gallon in the city and 31 miles per gallon highway. The automatic transmission gets 21 miles per gallon in the city, with the same highway performance. The V-6 sedans get 19 miles per gallon in the city and 29 miles per gallon on the highway. The EX-L trim level on the Accord coupe with the automatic transmission gets 19 miles per gallon in the city and 28 miles per gallon on the highway. The manual 6-speed is the worst performer, with 17 miles per gallon in the city and 25 miles per gallon on the highway. All mileage estimates are based on new 2008 EPA ratings standards.
The 2008 Honda Accord sedan is expected to go on sale in mid-September, with the coupe following a few days behind. Pricing has not been announced, but Honda reps say the cars will fall between $20,000 and $30,000, depending on the trim level.
2008 Cadillac CTS
(Credit: General Motors)The word "performance" seems to be thrown around a lot in the automotive world these days. With increasing expansion and competition within the luxury sport sedan category, manufacturers are eager to drop statistics about horsepower, torque, zero-to-60 speeds, and other numbers to woo (and maybe even slightly intimidate) potential buyers. But specifications alone can't convey the true spirit of a car; as Aristotle said, the whole is more than the sum of its parts. So it makes sense that the ideal road test subjects the car to a wide range of variables: twisty turns of varying camber, long straightaways, elevation changes, stop-and-go traffic, and many other factors.
But finding the opportunity for such a test can be tough, even for automotive journalists. While we always look for the chance to go fast, brake hard, and put a car through the ringer as much as we can, there is only so much testing we can safely and legally do on public roads. And that's why, during a recent press event for the all-new 2008 Cadillac CTS, I was pleased to find that not only did Cadillac provide the opportunity to drive a variety of terrain at length, but offered the chance to test a performance car the way it should truly be tested: on the race track. And not just any track, but Laguna Seca, arguably one of the best tracks in the country.
The drive begins
Our two-day road trip began in San Jose, Calif. The group, which consisted of several journalists and a handful of Cadillac execs and communications folks, paired off into a line of waiting Cadillac CTSs for the drive down to Carmel Valley. My car, which I shared with another freelance writer, had a 3.6 liter direct injection V6 engine, all-wheel drive, and the middle version of the CTS' three suspension options (known as FE2, although when asked, Cadillac reps couldn't remember what the FE stood for). Our route was carefully planned out for us ahead of time, but since I was the "local," I only half paid attention to the directions. The navigation system proved helpful; it loaded directions quickly, had a user-friendly interface, and was easy to read. And although we took a different path, we soon arrived at Laguna Seca with the rest of the group.
Interior and navigation
After a detailed discussion about various powertrain, suspension, and tire options, they turned us loose on the track. Two instructors from Laguna's Skip Barber racing school were on hand to conduct the session, one of whom graciously sat in the passenger seat to help me with my technique as I took my laps in the "track ready" CTS with rear-wheel drive, a six-speed automatic transmission, and the performance-oriented FE3 suspension. Although I was skeptical about an automatic transmission holding up on the track, I found that the gears changed surprisingly quickly, shifted at higher revs to provide ample power, and held on through the turns. The brakes also bit nicely before turn-in, and the tires were plenty sticky for a passenger car. Granted, this version of the car wasn't going to win any World Challenge races, but for a stock production car, it was full of pleasant surprises.
Later that night, we dined al fresco and traded stories about our experience at Laguna. Jim Taylor, general manager of Cadillac, explained that when his team was planning the CTS media drive, it wasn't easy to convince the powers that be to take the cars to Laguna Seca. But he got their attention when he spoke in terms they could understand: He told them that driving Laguna Seca was to a car enthusiast what playing Pebble Beach was to an avid golfer. Apparently that did the trick.
Lots of windy road
The next day, we spent nearly six hours and 180 miles on some of the most narrow, windy and deserted roads in central California. I had the pleasure of driving the first leg with Eric Clough, Cadillac interior designer. We discussed the interior design process in general, as well as some finer points, like why the sunroof cover was thin and translucent instead of rigid and opaque (answer: head room). We took blind corners and off-camber turns with ease, and were able brake quickly for chickens and families of quail who were crossing the road. (One of those chickens wasn't so lucky a few cars later, however.)
Later on, my driving partner was Kevin Smith, manager of Cadillac communications. We talked at length about Cadillac's presence in the Speed World Challenge series. Kevin explained that Cadillac deliberately chose to race production cars, as opposed to sponsoring, say, an open-wheel team, in order to translate what they do on the track as closely as possible into their customer cars.
Not only is the CTS deeply rooted in motorsport, but it's the first Cadillac model tested on the famed Nurburgring, considered by many to be the most technically demanding track in the world. European car manufacturers have long tested their vehicles on "the Ring," and now a new generation of American automakers is realizing the prestige and importance associated with this benchmark. John Zinser, vehicle line director for the rear-wheel platform at General Motors, says the extensive testing at the Nurburgring wasn't designed just to impress U.S. customers, it was to help convince potential buyers around the world that Cadillac is on par with other performance brands. In his words, the company's goal is to get the CTS on people's lists.
Testing at the Nurburgring
(Credit: General Motors)As our tour ended back in Silicon Valley, I'd developed a newfound respect for the latest version of the CTS. Cadillac seems to have hit the mark on a car that's luxurious to drive, yet can still stick the corkscrew up there with its European peers.
For more on the 2008 Cadillac CTS, see CNET's First Look.
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