http://www.caranddriver.com/reviews/...mparison_tests


In truth, this comparo was centered around Buick’s handsome Regal Turbo, the newcomer on the block. We flanked it with the slightly less-expensive Volkswagen CC (whose turbocharged inline-four is but one cubic inch smaller than the Buick’s) and the more expensive Acura TSX fitted with the optional 280-hp V-6. Yes, we might’ve clutched fast to the base TSX’s 201-hp inline-four, but Buick is making a fuss about how its turboed four will tackle virtually all V-6 comers. So we decided to find out.

With a 60-horse edge on one competitor and an 80-horse edge on the other, the TSX V-6 predictably carpet-bombed the drag strip, besting its competitors in every accelerative event—save 30-to-50 passing potential—right up to its 131-mph top speed. Connect all that forward thrust to what is the shortest car in this group, and you’d summon some sort of deviantly agile missile, right?

Notice that the TSX racked up our fastest lane-change speed, topping the VW by 3.8 mph.

So, please examine the numbers. To 30 mph, the CC lagged merely 0.1 second behind the 80-horse-stronger Acura and was only 0.4 second behind it to 60 mph. Just as impressive, the CC absolutely annihilated the competition in the telling 30-to-50-mph top-gear test. That it was by far the lightest of our participants helped. That it achieved the best fuel economy is simply a tribute to conscientious engineering. If Buick is looking to perfect its four-cylinder turbo, it should look no further than VW’s version: quiet, smooth, responsive, and emanating subtle whirrings that will have you confusing it for a small V-6. Or a turbine. No matter what, it never sounds like a cheap four-banger.

The CC’s “bests” clogged the floodgates: best skidpad grip, best ergonomics, best fit and finish, best exterior styling, best interior styling, best handling, best transmission, best steering, best as-tested price, and best driver comfort. So enticing was the front-passenger seat that photographer Marc Urbano selected it for nearly every minute of our 900-mile Granot Loma odyssey.

“This is the only car that invited me to have fun,”

Although the TSX V-6 carries the highest base and as-tested prices in this group, it offers a list of features and amenities as long as your leg. What’s more, remember that it’s a European Honda Accord, so resale value will remain strong and nothing should break.

http://www.emercedesbenz.com/autos/m...-aerodynamics/
The new E-Class family is the new benchmark in the automotive world. Although the base tyres are becoming increasingly wide – not necessarily to the delight of the aerodynamicists – and the wheels are becoming increasingly large, the Saloon version is one of the world’s most streamlined four-door models, with a cd figure of 0.25. And the Coupé model’s cd figure of 0.24 is a new record for production cars.
Resistance that does not have to be overcome requires no power and, therefore, does not cause fuel consumption. As motor vehicles increase their speed, wind resistance above all becomes a factor, as it increases at the square of the vehicle speed: at a speed of around 80 km/h, it becomes greater than the sum of all other driving resistance, making it the key variable when determining the overall resistance. But even at lower speeds, the 1.2 kg or so of air per cubic metre that the car has to get through must not be neglected: in a modern car, assuming a typical customer driving cycle, around two litres of fuel per 100 kilometres are required just to overcome the wind resistance