2011 Ford Shelby GT500 finally gets aluminum engine, loses 120 pounds

Ever since Ford introduced the modern Shelby GT500 four years ago, almost no one has complained about the prodigious power levels produced by its supercharged 5.4-liter V8. With as much as 540 horsepower and 510 pound-feet of torque in the 2010 model, there was no shortage of grunt. No, the issue was an excess of mass.

Before the contemporary GT500 was born, Ford had a blown aluminum block 5.4-liter V8 in the short lived GT supercar. However, when the engineers at Ford's Special Vehicle Team developed the GT500, they opted to mount the GT's cylinder heads on the cast iron block used in the big F-Series pickup trucks. After debuting a visual refresh for the Mustang a year ago, Ford has spent the last two months announcing fresh new powertrains for the base and GT models. That process has now come full circle with SVT rolling out a heart transplant for the Shelby GT500. The 2011 model finally has the aluminum powerplant we all wanted when it debuted, and the effect is absolutely en-lightening.

The SVT engineers actually had a reason for going with the iron block in the first place. Mustangs like the GT500 and its Cobra ancestors often end up being heavily modified for use at drag strips and race tracks, and the SVT crew wanted to make sure the standard block could stand up to the rigors of those significantly higher outputs. They chose not to use an aluminum block until they had a chance to develop one with the same strength as the iron version, and that time has now come.

We recently had a chance to sit down with GT500 chief nameplate engineer Jamal Hameedi in his office at SVT's headquarters to learn more about what's new for 2011. Switching to an aluminum block was a bit more complicated than simply digging out the casting molds that were used for the GT. The engine in that 200+ mph supercar used a dry sump lubrication system and featured iron cylinder liners. The new GT500 engine is derived from the structural design of the older block but retains the wet sump system used in other Mustangs. The real magic is something that most owners will likely never actually see.



Last June we learned about an award that several Ford researchers had received for a cylinder bore coating system they developed called the Plasma Transferred Wire Arc (PTWA) process. The Ford press release at the time framed the award in terms of fuel efficiency and gave no real hint about what was about to come. It now turns out that the first production Ford to use the PTWA process will be the 2011 GT500.

Nissan actually licensed PTWA from Ford for use on its V6 engine in the GT-R.

The heart of the PTWA process involves feeding a steel wire into a device that heats it up to 35,000 degrees Fahrenheit and then sprays it onto the aluminum cylinder bores. Ford is not actually the first company to use a process like this. Similar mechanisms have been used to coat the fan blades in jet engines for a number of years. One of the primary differences is that Ford is using PTWA with a conventional steel alloy rather than some super exotic aerospace material. Ford isn't even the first automaker to use this specific coating process. That honor falls to Nissan, which actually licensed the technology from Ford for use on its V6 engine in the GT-R.

Hameedi believes that Ford has an important advantage over Nissan. Anyone that has ever used a teflon-coated pan is familiar with the problem of the non-stick coating peeling off over time. In the past BMW has also had issues with the nickasil coatings prematurely separating on some of its aluminum blocks. Getting any dissimilar materials to adhere to each other is always a problem, so the initial surface has to be specially prepared in order for the coating to have something to hang on to. Nissan licensed Ford's coating technology but used its own surface preparation process. According to Hameedi, Ford's surface preparation works so well that even after engines have gone through a full durability cycle the bores still look like new.



Using the PTWA process allows the block to have a thinner surface coating – only 150 microns deep – that is just as tough as one with cast or pressed-in iron or steel liners. However, using less material results in lower weight. According to Hameedi, the GT500 block is 8.5 pounds lighter than the sleeved GT version. Overall, the complete engine is 102 pounds lighter than the 2010 cast iron engine. The steel coating has also helped Ford reduce the internal friction of the engine, aiding both efficiency and power production.

Hameedi explained that some drag racers complained of power drop off on humid summer days, which was attributed to reduced heat transfer efficiency. SVT addressed this with a larger intercooler that helps the engine deliver more consistent power over its entire operating range as well as under different environmental conditions. Hameedi tells Autoblog that the new aluminum block engine should be able to survive "at least" as much maximum power in modified form as the iron block equivalent. Also aiding breathing is a larger exhaust system with 2.75 inch header pipes like those on the new 5.0-liter in the Mustang GT. Out of the box, the new powerplant delivers 10 more horsepower bringing the tally up to 550 hp with the same peak torque of 510 pound-feet. Eighty percent of that torque is available everywhere between 1,750 rpm and 6,250 rpm.



For 2011, Hameedi tells us "We're at the top of the power heap, we're the fastest accelerating vehicle, so this really wasn't about going any faster in a straight line. This was about improving the weight distribution and handling of the vehicle." The new engine contributed to a 120 pound overall weight reduction with most of that coming off the front axle. Most of the rest of the weight loss came from new lighter weight wheels that are part of the SVT Performance Package. The front wheels that come with the Performance Package remain 19 inches in diameter but are 4.7 pounds lighter. The rears grow to 20 inches but are still 2.8 pounds lighter. Cutting unsprung mass is never a bad thing when it comes to both ride quality and handling. Along with the extra rear grip provided by the larger Performance Package wheels and tires, SVT has added a 3.73:1 rear axle ratio.

The 2011 GT500 is three seconds faster around a certain un-named northern California racetrack.

Like other 2011 Mustangs, the GT500 gets a new electric power assist steering (EPAS) system that Hameedi describes as "extremely precise." At parking lot speeds, he describes the steering effort as Lincoln-like but it rapidly builds up as you drive more aggressively and it supposedly has excellent on-center feel, something that is often tough to achieve with EPAS. We'll have to wait a few more months to find out just how precise that is since we won't get to drive the car until Spring.

Getting any high-powered car to accelerate, stop or turn is highly dependent on the adhesion between the tire and the road surface, especially when it's wet. SVT has adopted the latest generation Goodyear F1 supercar tires for the 2011 GT500, which Hameedi says are "a major step" beyond the previous version in both wet and dry grip. With the reduced mass on the front axle, SVT has also modified the spring and damper rates on both base and Performance Package models. The latter version gets 20.5-percent stiffer front springs and 9.5-percent tighter rears that also bring the front end 11 millimeters closer to the road and the rear 8 mm lower.



One of the main criticisms of the Mustang convertible ever since the S197 debuted for 2005 (actually ever since pretty much forever) is a lack of structural integrity. Because of that flexibility, the 2010 model GT500 convertible was actually considered more of a cruiser model and was thus tuned more for ride comfort than handling. Thus the old convertible was only available with 18-inch wheels. For 2011, SVT took the lead on developing an upgraded body structure for the convertibles that should help keep the corners of the car from moving relative to each other. The effort was successful enough that the changes are being implemented across the board on all 2011 Mustang convertibles. The 2011 GT500 convertible also gets bumped up to the 19-inch wheels and offers handling that is supposedly much closer to the coupe without degrading the ride comfort.

For those who want the sun to shine but still want the extra stiffness of the coupe, the GT500 is now available with the glass roof that has been available on regular Mustangs for the past two years.



Regardless of the roof type, Hameedi tells us that the GT500 has "a very different driving experience driving an '11 from a '10, they're much more nimble, they feel more alive, the steering is quicker." The straight-line acceleration was improved by about 1/10th of second, but overall drivability and handling are said to be vastly improved. The upgrades are far more apparent on a road course than they are at the drag strip. According to SVT spokesman Patrick Hespen, the 2011 GT500 model is three seconds a lap faster than the 2010 around a certain un-named 2.3-mile-long, northern California racetrack that happens to play host to a big historic racing event every August. Closer to home at Grattan raceway in west Michigan, the 2011 GT500 is also about 2.5-3 seconds a lap faster. Given the relatively modest power increase, those are some big numbers.

The Performance Package also gets some modest visual differentiators including narrower racing stripes down the center of the body along with the new wheel design. Inside the car, the shift knob on the Performance Package model lacks the stripes found on the base model.



While most GT500 drivers are unlikely to be too concerned about fuel efficiency, it is a political and commercial reality that Ford does have to deal with. The EPA rated the 2010 GT500 at 14 mpg city and 22 mpg highway and slapped a $1,000 gas guzzler tax on the hood. The addition of EPAS, reduced mass and reduced friction all helped to improve the 2011 GT500's EPA numbers to 15 and 23 mpg and cleared the GT500 of the dreaded guzzler label.

[Source: Autoblog]

Porsche 911 Turbo S unveiled with 530 HP of goodness

The wunderkinds in Wiessach have wrought a new head of the family in the form of the 2011 911 Turbo S, the first 911 S model in five years and the first for the 997. In Porsche parlance, the S suffix generally means more power and better handling, and this car appears ready to live up to the badge.

As we surmised last August, the twin-turbo flat-six is boosted to 530 horsepower, though it sips fuel at the same rate as the "base" Turbo's with its 500-horsepower engine. All that power and 516 pound-feet of torque are transferred to all four wheels – now 19 inches in diameter with center locking nuts – through Porsche's seven-speed PDK dual clutch gearbox, and a torque vectoring system helps point the car directly where the driver wants it. 0-62 miles per hour should arrive in 3.3 seconds and top speed is pegged at 196 mph. For comparison's sake, the almighty 911 GT2 makes the same amount of horsepower (530), is slower to 62 mph at 3.7 seconds, but beats the new 911 S at the top end with a 204-mph terminal velocity.

Both fixed and folding roof versions of the Turbo S will officially debut at the Geneva Motor Show next month and go on sale in Europe in May. The coupe will cost €173,241 including 19 percent VAT (the actual base price is €145,400), while the Cabriolet goes €184,546, also including the 19 percent VAT (base price €154,900). U.S. market models should follow soon after.

[Source: Porsche]

Review: 2011 Hyundai Sonata

Imagine, for a moment, that you're forced to invent a new candy with the specific objective of taking a bite out of the market segment comfortably satisfied by M&M's, Skittles and Reese's Pieces. Sounds daunting, right? With that in mind, the all-new 2011 Hyundai Sonata is being placed right back into the middle of the hotly-contested family sedan segment, already occupied by such established players as the Honda Accord, Toyota Camry, Nissan Altima, Ford Fusion and Chevrolet Malibu, to name just a few.

Completely redesigned for 2011, the Sonata is freshly styled and more spacious than its predecessor. It brings a few innovations to the game, including a new direct-injected four-cylinder powerplant mated to a six-speed automatic – yet it has no V6 option. We put a couple hundred miles on the new Sonata in San Diego.

Erase everything you know about yesterday's Sonata. Forget those memories, delete the images. Reformat the hard drive. About the only significant things the all-new 2011 model has in common with its predecessor is the name badge on the decklid (now moved to the other side of the trunk) and the fact that they both burn a liquefied petroleum product and roll to their destination on pneumatic tires.

Now in its sixth-generation, the newest Hyundai dumps its consistent ho-hum styling in favor of what the automaker calls a "fluidic sculpture design." Created by the Hyundai Design Center team in Irvine, California, the sleek new four-door is a fresh face in a segment full of cookie-cutter sedans. Interesting and stylish, the Sonata offers an engaging mix of traditional sedan and four-door coupe rolled into one. Take special note of the chrome strip running from the tail of the headlamps clear to the base of the C-pillar, and the door handles deliberately positioned at different heights to aesthetically complete the bold character lines. The exterior is unique, rather exhilarating, and it looks downright expensive. We like it.



While the styling visually suggests otherwise, the Sonata is among the shorter "mid-size" vehicles within its competitive segment. The 2011 Hyundai Sonata and the Honda Accord are the only two in this class with an EPA "large car" classification – the Camry, Altima, Fusion and Malibu are all considered "mid-size" cars by the agency. Interestingly enough, the Sonata has the most total interior volume in the segment.

The Sonata's cabin continues the same "sculpted" theme as the exterior. Understandably, it debuts as a much more modern (um, futuristic?) looking cockpit. There are plenty of bluish lights, digital displays, buttons and even a hat-tip to Volvo for the humanoid-look climate control display. With knobs and buttons abound, it takes a few minutes to get accustomed to the vehicle's operation. But, after a few hours behind the wheel, it comes naturally. In practice, the human interface works even better than it looks, which is what really counts.



Under the hood is Hyundai's new direct-injected DOHC 2.4-liter GDI four-cylinder. The all-aluminum powerplant, fitted with continuously variable valve timing, is rated at 198 horsepower at 6,300 rpm and 184 pound-feet of torque at 4,250 rpm (the SE model bumps those to 200 horsepower and 186 pound-feet of torque). The Korean automaker offers two different transmission choices. The first is a traditional six-speed manual (M6GF2), the same transmission offered on the Hyundai Tucson. (Hyundai says "only a few percent" of owners will opt for the manual gearbox, so don't expect to see many in showrooms). The other transmission is the automaker's all-new six-speed automatic (A6MF2), also shared with the Tucson. This is Hyundai's first proprietary six-speed automatic (the Genesis and Veracruz use an outsourced Aisin gearbox) that's 26.4 pounds lighter and has 62 fewer parts than its five-speed predecessor. Fitted with a SHIFTRONIC manual shift mode, the SE trim level adds steering wheel-mounted paddle shifters for those Schumacher dreamers.

Unlike last year's model, the 2011 Sonata will not offer a six-cylinder option. Hyundai obviously realizes the Toyota Camry, Honda Accord, Nissan Altima, Ford Fusion and Chevrolet Malibu – the Sonata's primary competitors – are all offered with four- and six-cylinder powerplants. However, the Korean automaker isn't flinching. When asked why the new Sonata doesn't offer a V6 option, John Krafcik, president and CEO of Hyundai Motor America, boldly predicts that "V6 engines are going the way of the dinosaur." (Krafcik even went so far as to predict that no midsize sedans will have a V6 option in 2016 – the year more stringent EPA fuel economy regulations are enacted).

Power-hungry mid-size family sedan buyers shouldn't worry, as Hyundai is expected to introduce a turbocharged variant of the 2.4-liter GDI four-cylinder very soon. When talking about that engine, Krafcik smiles and says the yet-to-be-released turbocharged engine is "very delicious" (his exact words, not ours). It has an "endless reservoir of power... and we are shooting for the same EPA fuel economy as the normally-aspirated variant," he boldly adds.



Sure, a direct-injected four-cylinder is technically advanced and innovative, but it really isn't big news these days. What is big news is fuel economy and this is where the 2011 Hyundai Sonata climbs to the top of the podium. According to official EPA numbers, the Sonata earns 24 miles per gallon city and 35 mpg highway with the manual transmission and 22 mpg city and 35 mpg highway with the automatic. While those impressive efficiency numbers equal its four-cylinder challengers in the city cycle, all fall behind the Sonata in highway testing. When you consider even the strongest competition cannot muster more than 190 horsepower from their four-cylinder offerings, the 2011 Hyundai Sonata doesn't just beat its competition in the fuel economy battle, it frankly slaughters them. More on this later.

Posting big fuel economy numbers isn't easy. Hyundai not only focused its attention on the powertrain and fitted the Sonata with the aforementioned direct injection and efficient six-speed automatic transmission, but it has also added a "smart" alternator that pulls its power primarily when coasting. There is a low friction driveline with a unique bearing design, and low rolling resistance tires on all four corners. The body was sculpted with an aerodynamic design – an impressive drag coefficient of .28 – presenting a sleek profile to the wind. Lastly, the engineers optimized the body structure to save weight.

2011 Hyundai Sonata Limited

Tipping the scales at just 3,199 pounds, the 2011 Sonata is lighter than nearly all of its four-cylinder competition – 70 pounds lighter than the Accord and upwards of 108 pounds lighter than the Camry. It pays off in power-to-weight ratio, with the Sonata again leading the pack as it hauls around just 16.2 pounds-per-horsepower (for comparison, the Camry is 19.6, the Accord is at 18.5 and the Fusion is at 19.1). Don't think the lightened structure compromises safety either – the Insurance Institute for Highway Safety (IIHS) named the 2011 Hyundai Sonata one of its Top Safety Picks for this year.

The new chassis boasts improved body rigidity over the outgoing model, creating a more capable platform for the suspension. Speaking of underpinnings, the 2011 Sonata wears independent MacPherson struts up front and an independent multi-link design in the back. There are stabilizer bars front and rear and the SE trim level gets sport suspension tuning. Disc brakes are fitted on all four corners and tucked inside standard 16-inch wheels (the Limited models wear 17-inch alloys, while the sporty SE models have 18-inch wheels). An electrically-assisted steering rack alters boost based on engine speed (the SE trim level features a "sport" feel) and the Sonata also offers a class-leading turning diameter of just 35.8 feet (the Accord and Fusion add a couple of feet to that – kissing curbs).



Hyundai is offering three trim levels (GLS, SE and Limited) for the 2011 Sonata and several equipment packages. By the time you mix and match the trim levels, transmission and option packages, there are eight different models altogether.

Base price for the standard GLS model starts at just $19,195 (add $720 destination to all pricing), the sporty SE from $22,595, and the top-of-the-line Limited begins at $25,295. All models share the same engine, transmission choices, and full complement of safety equipment. To briefly summarize: The GLS starts with a manual transmission, cloth upholstery, manual seat controls, steel wheels, remote entry and a long list of power convenience equipment. An available "Popular Equipment Package" adds a power driver seat, 16-inch alloy wheels and interior trim upgrades among other things. The SE model starts with the automatic transmission, cloth upholstery, sport suspension, 18-inch alloy wheels and differentiating trim. The Limited models are fitted with leather upholstery, dual-temp climate control, a power-operated sunroof and 17-inch alloy wheels. Navigation with a high-res touch screen is also optional on all trim levels. Hyundai predicts about 60 percent of buyers will opt for the base GLS model, 10 percent will choose the SE, and the remaining 30 percent will step up to the Limited.

Consumers will be happy to hear that every 2011 Hyundai Sonata comes with iPod/USB connections, XM Satellite radio and Bluetooth phone connectivity as standard equipment – items are still optional on some cars costing three times as much. The base audio package feeds 104 watts through a six-speaker system (with AM/FM/XM/CD/MP3). A 360-watt system, adding a subwoofer and a six-disc CD changer, is optional on the GLS and SE and standard on the Limited. Audiophiles who buy the Limited may also upgrade to an even more powerful 400-watt system by Infinity.



We took first pick from more than a dozen brand-new Sonatas lined up outside our hotel, each with a set of keys ready to go. Attempting to satisfy the enthusiast within us, we jumped into a "Venetian Red" SE model first. Your writer's six-foot two-inch frame slid into the driver's seat with plenty of room. In fact, the seat had to be moved forward a bit for comfort (later that afternoon, we jumped into the rear seat behind "ourselves" and discovered that space and legroom was more than adequate). Outward visibility is good, and we didn't find any large blind spots on either side that wasn't solved with a simple mirror adjustment. We did find ourselves wanting some back-up sensors – no camera, just the simple beepers – to let us know where the rear bumper was during backing maneuvers.

Foot brake released and transmission in gear, we pulled out of the hotel. First impressions – the important ones – are that the new four-cylinder powertrain is just fine. Sure, it's no dragster, but it will chirp its front tires pulling away from a corner (would that be the litmus test?). We merged with traffic smoothly and settled down to a sedate cruise as we looked for the road out of town. The in-house six-speed transmission shifted nearly imperceptibly as it conducted the engine delicately through its paces. Power delivery of the 200-hp four is smooth, but the engine sang in a typical four-pot key (read: not so pleasant). The low rolling resistance tires did make a bit of a racket, but it was only evident because wind noise and is surprisingly low, even on the highway.



Hyundai will never claim the Sonata is a four-door sports car. Nevertheless, our burgundy SE sedan held more than its own when pressed into the corners. The steering was nicely weighed, and the vehicle's overall balance was surprisingly good. Nobody at Hyundai could tell us the weight distribution from memory, but the vehicle's overall low mass and suspension tuning made it enjoyable to drive at spirited speeds. We likely pushed the Sonata harder than most owners will during an unexpected emergency maneuver – and lived to talk about it.

Later in the afternoon, we took a higher-end Limited model for a 75-mile spin. Though the steering was slightly less responsive than the SE and the ride was marginally softer, it never put us off – although we admit preference for the sportier model. Funny thing, our wives, girlfriends, in-laws, neighbors and friends would rationally prefer the standard softer suspension for their Sonata family sedan. Not us, we like the SE.

We'd be remiss to not discuss fuel economy, as the Sonata's left a huge impression on us. As mentioned, the EPA rates the automatic models we were driving at 22 mpg city and 35 highway. In usual fashion, we typically take those EPA number and subtract a couple points to get "real world MPG," right? Well, it seems the 2011 Hyundai Sonata is also out to dispel that age-old calculation. In our "real world" driving up and down the hills surrounding San Diego, the on-board computer calculated 37.8 MPG during the morning trip... and we could have easily pushed 40 MPG had we attempted some hypermiling tricks.



Demonstrating the impressive mileage from the new direct-injected four, the Hyundai team hosted a fuel economy contest. Most drivers arrived back at the hotel with fuel economies in the high-30s and more than a handful dropped into the mid-40s. The day before our arrival, two teams topped an amazing 47 mpg and won a nice dinner for their efforts. Even if we assume the on-board computer was a few miles-per-gallon optimistic, the Sonata was still delivering efficiency more commonly associated with hybrids.

Fuel economy will undoubtedly draw consumers to the new Sonata. Others will be "emotionally connected" and impressed by the upscale styling and the spacious, modern interior. Some will take comfort in the automaker's 10-year/100,000-mile powertrain warranty and the five-year unlimited-mile roadside assistance program. Many will be drawn by a window sticker that represents value. Regardless of the motivation, Hyundai has been very successful getting people to buy its products lately. Recent sales figures show its new introductions, both car and SUV, have all been very well received by consumers. The 2011 Sonata is yet another sweet addition to that proven lineup, and it's got a pretty hard candy shell to boot.

[Source: Autoblog]

2011 Acura TSX Sport Wagon

Brush your long, grungy mop from your eyes, turn down the Nirvana and take a look around. It's the early '90s and an army of sport utility vehicles are flooding the streets. The newest four-wheeled object of America's affection has quickly become the default mode of transportation for everyone from inner city professionals to suburban soccer moms.

Fast forward a couple of decades and although sport utes are still around, they've largely been displaced by the crossover – the SUV's easier-to-maneuver, more fuel efficient and more comfortable unibody progeny. But even after years of refinement, the CUV is still a basketcase of compromises. Which begs the question: Did we have it right back in the day? Is a wagon still the best compromise of size, functionality and driving dynamics? We snagged the keys to a 2011 Acura TSX Sports Wagon to find out.

Needless to say, the TSX Sport Wagon is based on its sedan counterpart, but in addition to its two-box shape, Acura has set it off with a redesigned grille. The new piece looks far less hawk-nosed than the one worn by the four-door, as its been broken up by a thinner frame that creates a slimming effect. The lower bumper also improves front-end styling with a much wider and more aggressive appearance. Seeing the TSX Sport Wagon for the first time is a bit like running into that formerly plain-looking girl from high school who got some work done and now dates a pro baseball player; she looks nearly the same, but somehow better. And she knows it. All of which suggests that Acura's stylists may have been listening to at least some of the criticism they've received over the company's controversial front fascia.

The Sport Wagon's updated nose gives way to that long wagon body, which also benefits from a handful of well-placed styling elements. Noticeable fender bulges wrap around the 17-inch five-spoke aluminum wheels and serve to bookend a razor sharp shoulder crease. A strong character line takes over and works its way around the perimeter of the car. It's a neat visual trick that keeps your eyes moving along the bodywork, and it also helps to hide the extra length the wagon wears – a grand total of about 3.6 inches. The overall appearance, however, is somewhat sportier than the sedan because of how the rotund rear end sets off the car's stance.



The driver's perch gives you the chance to enjoy the TSX's dark trim and subtle contrast stitching on its seats. The heated leather front chairs wrap around your body like a mold and while the Audi A4 Avant, BMW 328i Sport Wagon and Volvo V50 might have nice seats, none of them offer standard heating and few are as comfortable. Rear seat passengers are well taken care of, too, as the wagon loses just 0.1-inch of headroom compared to the sedan, while leg, hip and shoulder room all remain the same.

Better still, the rear seats fold down nearly flat with the touch of a switch. The side pockets and lower panels can be removed to reveal even more storage options and the 28-inch height of the rear opening allows for some sizable objects to catch a lift. The 60.5 cubic-feet of rear cargo space is downright cavernous compared to the 50.5, 48.9 and 44.2 found in the Audi, BMW and Volvo, respectively. The closest you'll get to equaling the TSX's cargo hold is the Cadillac CTS Wagon which comes in at 58 cubes with the seats folded flat.



It's not just comfort and utility that makes the TSX Sport Wagon a near ideal place to log trips over the hills and through the woods. All of the knobs and switches are easy to reach, and the available infotainment system hits the moving target of today's technological standards. With the exception of the bulbous multi-directional controller blighting the center stack, the controls are logically laid out, providing an easy learning curve. Dual-zone climate controls keep more than just the driver happy and even the base seven-speaker sound system provides an enjoyable audio experience. The navigation system and rearview camera, however, only show up on the dashboard if you opt for the Technology Package, but Bluetooth and USB audio come standard.

The base model starts at $30,960 plus $860 for destination and handling, while the TSX Sport Wagon with Tech Package costs $34,610 plus D&H. When upgrading to the latter, buyers also receive a power-actuated tailgate, boosted ELS 460-watt 10-speaker audio system with voice recognition, navigation with real-time weather, traffic updates and dynamic re-routing, and the rearview camera. A loaded Acura TSX Sport Wagon with Tech Package still comes in under the base price of the A4 ($35,940), 328i ($36,200) and comparably-equipped V50 ($35,650). The Caddy? Just over $38,000 in base spec.



Comparing pricing and amenities never paints a complete picture, though, and that's where driving dynamics come into play. "Sport" is the TSX Sport Wagon's middle name, and after hauling around Southern California for a couple of days, the moniker is well-deserved. If just. The suspension is firm – almost surprisingly so – making this five-door a joy to push hard, at least on SoCal's smooth roads. The rack-and-pinion steering is also tight and responsive, combining neatly with the TSX's stiff suspenders to make for an engaging driving experience.

When the road turns even slightly rough, however, the TSX Sport Wagon transforms into something of a child's moonbounce. While never unsettled, on certain course surfaces we found the Acura to be not unlike navigating a Boston whaler across a choppy harbor. Suspension for this front-wheel drive wagon is composed of double wishbones up front and multi-link setup in the rear, and we suspect the issue lies with the constant-rate coil springs. Perhaps a set of progressive units would help smooth things out, but prospective buyers who live in areas blessed with four distinctly separate seasons should keep the TSX Sport Wagon's stiff nature in mind.



Under the hood of the TSX Sport Wagon lies a 2.4-liter four-cylinder producing 201 horsepower at 7,000 rpm and 172 pound-feet of torque at 4,300 rpm. That doesn't sound like much, but the powertrain actually provides a surprising amount of motivation for this 3,599-pound premium utility sled and sounds pretty good while doing it.

Power is routed to the front wheels courtesy of a five-speed automatic transmission, while a pair of paddles mounted to the steering wheel allow for manual gear selection. When left alone, the automatic shifts smoothly, though sometimes it plays a game of hide-and-seek when pressing on with authority. If you're not in the mood for the cogbox's automated games, you can always switch the transmission into Sport and use the paddleshifters. Fortunately, whatever speed you build is just as easy to shed thanks to the TSX's well-sorted 11.8-inch ventilated front and 11.1-inch solid rear discs.



A six-speed manual transmission would offer even more engagement, but sadly Acura can't build a business case for one. When pressed why we can't get a row-our-own version, Acura officials indicated that the company expects to sell around 4,000 units per year, or 10 percent of all TSX models sold. The take rate for manual transmissions amongst current TSX buyers is only around two to three percent, and with the wagon already making up a minority of TSX sales, it doesn't make financial sense to offer a three-pedal model.

So where is the V6 that's offered in the sedan? The four-cylinder does a surprisingly credible job, but the 280-hp, 3.5-liter unit available in the four-door would be a welcome addition. Just as Acura was listening to its customers with regards to the front-end design, it's also evidently deferred to market research regarding what engine to plunk in the TSX Wagon's beaky nose. As the theory goes, the average wagon buyer doesn't need 280 hp when 201 hp works just fine, and prospective buyers Acura spoke with placed a higher priority on fuel economy than power. The 2.4-liter is rated at 22 miles per gallon in the city and 30 miles per gallon on the highway, while the V6-powered sedan achieves 18/27 – numbers that would no doubt fall in the heavier wagon.



That all said, why is the TSX Sport Wagon finally available in the U.S.? Because Acura says it wants to provide an SUV alternative for its entry-level customers. The wagon is aimed squarely at those successful members of Generation-Y for whom owning an SUV has become a stigma. Priced below the competition and boasting better fuel economy, the 2011 Acura TSX Sport Wagon is not yet the near-luxury estate of our dreams, but it's a welcome step in the continued resurrection of the premium wagon.