Top Car Features,Pricing and many more Information related to 2009 Cars.

Posted on 20. Jan, 2009 by Frank in cars

What are the key elements of automotive perfection? From our perspective, the list of qualifications includes eager responses, supple ride quality, smooth power, supportive seats, athletic proportions with limited front overhang, attractive styling with familial features that endure through the generations, a car that is always entertaining to drive.

For us, the sum of those attributes is epitomized by the BMW 3-series. Not only is this true for 2009, the addition has been coming out the same way now for 18 years: a string of consecutive 10Best Cars appearances that’s unique in the 27-year history of these awards.

Renewed in 2006, the U.S. line of the 2009 3-series includes the broadest array of models in its history: four body styles, including folding-hardtop convertibles; four engine options, including a 3.0-liter, turbo-diesel inline-six and, a first for this family, a V-8. The latter is the 414-hp, 4.0-liter V-8 that propels the latest M3 coupe, sedan, and convertible to the threshold of supercar territory. There are even three transmissions, including BMW’s first dual-clutch automated manual gearbox.

Is this perfection? History has shown that there’s always room for improvement. But even so, in our view, no current family of cars comes closer to that elusive target.

VEHICLE TYPE: front-engine; rear- or 4-wheel-drive; 4–5-passenger; 2-door coupe, 2-door convertible, 4-door sedan, or 5-door wagon

BASE PRICE: $34,225–$68,675

ENGINES: DOHC 24-valve 3.0-liter inline-6, 230 hp, 200 lb-ft; twin-turbocharged and intercooled DOHC 24-valve 3.0-liter inline-6, 300 hp, 300 lb-ft; twin-turbocharged and intercooled DOHC 24-valve 3.0-liter diesel inline-6, 265 hp, 425 lb-ft; DOHC 32-valve 4.0-liter V-8, 414 hp, 295 lb-ft

TRANSMISSIONS: 6-speed auto with manumatic shifting, 7-speed dual-clutch automated manual, 6-speed manual

DIMENSIONS:
Wheelbase: 108.7 in Length: 178.2–181.8 in Width: 70.2–71.5 in Height: 54.1–57.0 in
Curb weight: 3350–4150 lb

FUEL ECONOMY:
EPA city/highway driving: 13–23/20–36 mpg.

Overview Of the 2009 BMW 3-series sedan:
Highs
Supple ride, first-rate fit and finish, smooth powertrains, decent fuel economy, twin-turbo six is stupid fast, turbo-diesel gives good mileage.

Lows
It can get pricey.

What’s New
Redesigned for 2006; ’09 models get freshened styling and revised iDrive. There’s a newly available diesel engine now, too.

Behind The Wheel
Great steering feel, a perfectly tuned chassis, and powerful engines combine to form the definitive sports sedan.

Capsule Review

The benchmark for sports sedans, the 3-series blends comfort, luxury, speed, and handling in a sublime way. A 10Best Cars award winner for nearly two decades, the
3-series is available with a 230-hp inline-six, a 300-hp, twin-turbo six, or a 265-hp six-cylinder turbodiesel.

2009 BMW 3-series convertible:

Highs
Fantastically supportive and comfortable seats, silky smooth six-cylinders; twin-turbo 335i is a rocket.

Lows
Unexpectedly heavy, steep bottom line, trunk gets small when the top is down.

What’s New
Redesigned for 2007; no major changes for 2009.

Behind The Wheel
No disappointments—properly weighted and precise steering and brakes; enthusiast-satisfying agility through the twisties.

Capsule Review

This is BMW’s impressive first attempt at a folding hardtop, which vastly improves the fifth-generation 3-series convertible’s outward visibility and refinement with the top up. A 328i finished first in a comparison test of five luxury droptops, including an Audi A4 and Volvo C70.

2009 BMW 3-series coupe:

Highs
Stellar steering feel, sports-car handling, powerful and quiet twin-turbo six, fuel efficient base engine, arguably the best-looking BMW.

Lows
Fully optioned examples can be pricey, nav system forces one to get iDrive.

What’s New
Redesigned for 2007; no major changes for 2009.

Behind The Wheel
Refined, quick, and fun to drive—it’s everything an enthusiast could want at a price that isn’t out of reach.

Capsule Review

Winner of a 10Best Cars award many times over, the 3-series coupe comes in two tasty flavors: the twin-turbo 335i, which nearly matches the performance of the last-gen M3, and the 328i, which blends speed and fuel efficiency almost perfectly. Both are available with all-wheel drive.

2009 BMW 3-series Sports Wagon:

Highs
Superb to drive; great handling; smooth, powerful, and fuel-efficient engines; looks a bit less odd now.

Lows
Doesn’t have a Vista Cruiser–grade cargo area.

What’s New
Redesigned for 2006; the 3-series wagon gets restyled front and rear fascias and the option of a diesel engine for ’09.

Behind The Wheel
High-quality interior, excellent seats, comfortable but firm ride, quiet and powerful engines.

Capsule Review

BMW’s 3-series wagon delivers the same dynamic excellence as the 3-series sedan but with a bigger cargo area. The steering, poise, and handling are nearly unparalleled in any vehicle, much less other wagons. All-wheel drive and a fuel-sipping turbo-diesel engine are optional.

2009 Cadillac CTS Cars:

Highs
Germanic chassis, distinctive exterior design, strong engines, copious rear-seat space, high-quality interior.

Lows
Manual transmission lacks refinement, slightly overweight.

What’s New
Redesigned for 2008; Sport package now comes with steering-wheel-mounted shifters.

Behind The Wheel
Quick underfoot, taut and responsive chassis. Skip the manual; automatic transmission is slick and offers manual override.

Capsule Review

All-new last year, the CTS continues to impress with its excellent refinement, powerful engines, knife-edge styling, handsome interior, and Germanic handling. A 10Best winner, the CTS offers all-wheel drive and a 304-hp, direct-injection V-6 although the base V-6 is plenty strong.

2009 Cadillac CTS-V:

Highs
Sophisticated good looks, handsome interior, quiet on the highway, seductive power.

Lows
A little hefty at the scales, a little thirsty at the pump.

What’s New
Redesigned for 2009.

Behind The Wheel
With 556 horsepower on tap, you can expect lots of hustle. But in light of the two-ton curb weight, the CTS-V’s eager responses, athletic balance, and absurd levels of grip and grace are stupefying. This is a true American thoroughbred.

Capsule Review

We liked the first hot-rod Caddy, with a couple of provisos: too much of a bad-boy, not enough Cadillac. The second generation ends those doubts with more agility, more refinement, and much more power from a supercharged 6.2-liter V-8. “World-class” is not too strong a term.

2009 Cadillac DTS:

Highs
V-8 power, voluminous trunk and interior, soft seats, soft ride, soft everything.

Lows
Slow-down-grandpa handling, dated four-speed automatic, expensive.

What’s New
Redesigned in 2006; no major changes for 2009.

Behind The Wheel
Cadillac’s other models subscribe to the German idea of luxury, but the DTS sticks to the American formula of soft, large, quiet, comfortable, and total sensory deprivation.

Capsule Review

This front-wheel-drive sedan may look like the rest of the Caddy lineup, but its handling and ride are more suited for the retirement set than the rest of its showroom siblings. Luxury and safety features abound, and for more rear-seat space, a long-wheelbase DTS-L is available.

2009 Chevrolet Corvette:

The big news in the Corvette camp this year is obviously the ZR1 supercar, the 638-hp rocket that’s the capo di tutti capo of Vettes. We’re seduced by Chevy’s new missile, but we can’t include it in our 2009 awards because it has a base price that’s some 34 grand north of our maximum base price of $71,000 (2.5 times the average transaction price for all light-duty vehicles sold in 2008). That cutoff (down $1000 from 2007) also eliminates the Z06, an ’08 listee whose ’09 base price has crept over the line.

But never mind. Extensively updated last year, including a useful infusion of horsepower, the standard Corvette coupe and convertible continue to deliver a level of performance and style that’s unbeatable for the money.

Beyond its credentials as an outstanding high-performance buy, we’ve also been impressed by the ongoing improvements in Corvette assembly quality, materials, and everyday comfort.

Cadillac coined the “American Standard for the World” mantra, but in the world of sports cars, those words describe the Corvette.

VEHICLE TYPE: front-engine, rear-wheel-drive, 2-passenger, 3-door targa or 2-door roadster

BASE PRICE: $47,895–$52,550

ENGINE TYPE: pushrod 16-valve 6.2-liter V-8
Power (SAE net): 430 or 436 bhp @ 5900 rpm
Torque (SAE net): 424 or 428 lb-ft @ 4600 rpm

TRANSMISSIONS: 6-speed auto with manumatic shifting, 6-speed manual

DIMENSIONS:
Wheelbase: 105.7 in Length: 174.6 in Width: 72.6 in Height: 49.0 in
Curb weight: 3200–3350 lb

FUEL ECONOMY:
EPA city/highway driving: 15–16/25–26 mpg

2009 Chevrolet Corvette coupe:

Highs
High chassis rigidity, handsome good looks, awesome 6.2-liter V-8, good luggage space, upgraded interior is quite nice.

Lows
Seats short on lateral support, cup holders still useless.

What’s New
Redesigned for 2005; Bluetooth, variable-ratio steering, and two colors for the interior-upgrade package are new.

Behind The Wheel
Excellent balance, neutral handling, fine brakes, plentiful torque, 0 to 60 mph in 4.0 seconds.

Capsule Review

Through most of its 50-plus years, the Corvette has been at the forefront of sports-car performance with an amalgam of style and speed that’s made it an American icon. Last year’s engine and interior upgrades made this quick, comfortable, and relatively affordable sports car even better.

2009 Chevrolet Corvette convertible:

Highs
430-hp V-8 (436 with optional dual-mode exhaust), tenacious cornering, surprising luggage space, flex-free chassis.

Lows
Excessive body motions, push-button doors, base interior is a bit chintzy.

What’s New
Redesigned for 2005; a power top becomes standard on the 2LT trim level, while the new 1LT trim lowers the cost of entry.

Behind The Wheel
Weighty steering, feline responses, tremendous brakes, lots of grunt.

Capsule Review

The Corvette began as a convertible more than a half-century ago and has gone on to become a world-class sports car. The latest Vette roadster has an ultra-rigid chassis for exceptionally athletic responses, and it was further enhanced last year with an enlarged, 6.2-liter V-8 engine.

2009 Chevrolet Corvette ZR1 :

Highs
Supercharged V-8 power, frightening acceleration, crisp handling, the top-dog Corvette.

Lows
Price, cheap and floppy seats, plebeian Corvette interior.

What’s New
Introduced for 2009.

Behind The Wheel
Tapping into all 638 horsepower will scare any passengers silly, and the handling is crisper and more accurate than lesser Vettes. Aside from the crazy power, the rest of the driving experience is typical Corvette, which is a good thing.

Capsule Review

At the top of Corvette hierarchy, and cresting the $100,000 mark, is the supercharged ZR1 that packs 638 horsepower. A hard-core chassis and improved aerodynamics crank up handling and stability, which is much appreciated considering the ZR1 can top 200 mph.

2009 Chevrolet Corvette Z06 :

Highs
Monster motor, superb chassis, surprisingly good ride and comfort, sweet styling.

Lows
Bucket seats don’t match performance potential.

What’s New
Reintroduced for 2006; larger capacity for the dry-sump oil system, power-operated hatch closure, and new wheels are among the 2009 updates.

Behind The Wheel
Surprisingly compliant ride and race-car reflexes go with massive power. Watch out for oversteer!

Capsule Review

The Z06 offers a blend of refinement, speed, and athleticism that’s unbeatable for the money, but its place at the head of the Vette table has been usurped by the beastly ZR1. With a 505-hp, 7.0-liter V-8 underhood, the Z06 flies from 0 to 60 mph in 3.4 seconds and has race-car reflexes.

2009 Honda Accord:

“A remarkable automobile from a remarkable automobile . . . company.”

That summary is from our January 1983 issue, when the Accord won a spot on our first 10Best Cars list. And it’s clear, 27 years later, that the praise still applies.

It’s equally clear that the Accord has evolved steadily to maintain its position as a mainstream pacesetter. From the compact sedan that won inaugural 10Best honors, the Accord has gone through seven generations en route to today’s coupe and sedan lineup, cars that are much bigger, much more refined, and much more powerful than their honorable ancestor. Indeed, in its makeover for the 2008 model year, the Accord sedan expanded to large-car status according to the EPA definition, which is based on a car’s interior volume.

Bigger is better from a family point of view, and we’re happy to report that the increase in size hasn’t diluted the crisp responses and exacting path accuracy that have always made Accords so satisfying to drive.

One proof of the Accord’s ongoing excellence is that through all those generations of models over 34 years, Honda has never felt any need to abandon that brand name. Another proof: 23 10Best trophies in 27 years. Outstanding barely describes this achievement.

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan or 2-door coupe

BASE PRICE: $21,445–$29,475

ENGINES: DOHC 16-valve 2.4-liter inline-4, 177 or 190 hp, 161 or 162 lb-ft; SOHC 24-valve 3.5-liter V-6, 271 hp, 251 or 254 lb-ft

TRANSMISSIONS: 5-speed auto, 5- or 6-speed manual

DIMENSIONS:
Wheelbase: 107.9–110.2 in Length: 190.9–194.3 in Width: 72.7–72.8 in Height: 56.4–58.1 in
Curb weight: 3250–3600 lb

FUEL ECONOMY:
EPA city/highway driving: 17–22/25–31 mpg

Introduction

Honda’s large family car, available in coupe and sedan form, isn’t just a perennial 10Best Cars winner, it dominates the list. The last time the Accord wasn’t on the list was 1997, and the car has appeared a whopping 22 times. The reason? Simple: The Accord has everything you want in a sensible car—reliability, a comfortable and friendly interior, and good fuel economy—plus good engines and lively handling to keep pulse rates raised.

The 2008 model year brought the eighth-generation Accord, which was first introduced back in 1976. The big news for 2009 is the addition of a diesel powertrain later in the year. Power and torque for that engine are expected to be about 160 horsepower and 260 pound-feet, which should provide a very different driving experience from Honda’s high-revving gas engines. Those are still around, starting with a 177-hp four in LX and LX Premium trim levels in the sedan. The coupe starts in LX Premium trim with an upgraded, 190-hp engine, which also comes installed in the EX and EX-L trim in both coupe and sedan. Finally, EX V-6 (sedan only) and EX-L V-6 trims come with, you guessed it, a six-cylinder engine good for 271 horsepower.

Verdict

The Accord is a favorite of ours because of its willing powertrains and fun-to-drive personality, with good steering feedback and controlled body motions. On the downside, the latest model’s new looks and gargantuan proportions may be a turn-off for those used to previous Accords, but to those folks we say not to worry: this is one darn good car.

What’s New for 2009

The V-6 power rating is up three horsepower. The diesel engine, Honda’s first for North America, is all-aluminum. Emissions are kept in check through a special two-section NOX converter. The first section stores NOX; the other converts NOX to ammonia (NH3). The ammonia then reacts with the stored NOX to produce water and nitrogen.

Highlights and Recommendations

The sweet spot for the Accord is the 190-hp four-cylinder. It sounds good, drives well, and returns the same EPA-rated 31 mpg highway as the base engine. High-end options such as satellite radio, navigation, leather, dual-zone auto climate control, and heated front seats require the EX-L trim or above. The V-6 offers impressive power and still returns decent fuel economy—29 mpg highway—but if you’re willing to give up the straight-line speed, you can save a lot of money without giving up much driving pleasure.

Safety

Honda likes to tout the standard safety equipment in its cars, and the Accord fills that bill. Front, front side, and curtain airbags are standard. Stability control, panic brake assist, and active head restraints also come at no charge.

2009 Honda Fit:

The name and the face are familiar, but this isn’t the same Honda Fit that rewrote big sections of the subcompact playbook when it made its U.S. debut in 2006. Known as the Jazz in other world markets, that car had been around since 2001, making it due for a major makeover, and that’s exactly what it got. It’s essentially a brand-new car—longer wheelbase, a little bigger overall, slightly roomier within, a little more mass, a little more muscle, a little more hustle, with the same fuel economy.

We were impressed with the high-quality appointments and design that distinguished the interior of the first Fit, but the makeover raises both elements of the inner car by a couple of notches. It also improves the usefulness of this amazingly voluminous small car. For example, the rear seatbacks flop forward with a single flip of a lever. Honda has added an adjustment for steering-wheel reach, as well as rake, and there’s also a nav-system option.

The best part is that Honda’s updates haven’t diluted this car’s warrior spirit at all. The Fit won’t contort facial muscles at full throttle, but its agility ranks at the top of the econocar charts. If there’s a better combination of thrift, practicality, and fun-to-drive, we haven’t seen it yet.

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 5-door wagon

BASE PRICE: $15,220

ENGINE TYPE: SOHC 16-valve 1.5-liter inline-4
Power (SAE net): 117 bhp @ 6600 rpm
Torque (SAE net): 106 lb-ft @ 4800 rpm

TRANSMISSIONS: 5-speed auto, 5-speed auto with manumatic shifting, 5-speed manual

DIMENSIONS:
Wheelbase: 98.4 in Length: 161.6 in Width: 66.7 in Height: 60.0 in

Curb weight: 2500–2650 lb

FUEL ECONOMY:
EPA city/highway driving: 27–28/33–35 mpg

2009 Honda Accord coupe:

Highs
Larger and more stylish than previous two-door Accords, has real street cred with the six-speed manual/V-6 combo.

Lows
Still just an Accord underneath, we’d rather have a BMW 1-series for the money.

What’s New
Redesigned for 2008; unchanged for 2009.

Behind The Wheel
Chic and ultra-refined, the Accord coupe offers real handling prowess—what Honda doesn’t?—and big grunt from the V-6.

Capsule Review

Redesigned for 2008, the Accord coupe is larger than its predecessor and separated more from the sedan by a wind-smoothed body and sportier interior. It drives sharper than the sedan, but still won’t be confused with a sports car. Luxury touring in an it’s-all-about-me body.

2009 Honda Accord sedan :

Highs
A solid no-duh choice for price-conscious shoppers, range of engines and trim levels, uses regular gas.

Lows
Much larger than ever before, ubiquitous, nothing says “family car” more succinctly.

What’s New
Redesigned for 2008; unchanged this year.

Behind The Wheel
Accords are reliably more fun to drive than Camrys and others. This Accord feels huge but still retains its good road manners.

Capsule Review

Growing longer and wider with its 2008 redesign, the ever-popular Accord hits ’09 unchanged except for revised V-6 power figures. Available with auto or manual transmissions and a long list of packages and trims, the fine-handling Accord continues as our favorite big mid-sizer.

2009 Honda Odyssey:

Highs
Drives like a car, loads people and goods like a steamship, fuel-saving tech.

Lows
Not really mini, can reach $40k, not many deals available.

What’s New
Redesigned for 2005; EX-L trim gains power liftgate and Bluetooth.

Behind The Wheel
Wheeling around the biggest Honda takes care, especially in parking lots. On the highway, it’s a pleasure cruiser with comfort for adults and an entertainment system for kids.

Capsule Review

The big Odyssey minivan is anything but mini, with ample space for seven and a full menu of options and luxury baubles. The 3.5-liter V-6 provides good thrust, and the Odyssey experience remains one characterized by refined driving manners and impeccable build quality.

2009 Infiniti G37:

Although BMW still rules this class—entry-level luxury sports sedans and coupes—Infiniti keeps edging closer to parity with the Germans. A 2003, ’04, and ’07 10Best winner, the G returns for ’09, thanks in large measure to the sedan’s new 3.7-liter V-6 rated at 328 horsepower, an increase of 22 over the previous 3.5-liter six.

We’re not immune to the appeal of more power, of course, but there’s more to the G’s story than increased muscle. The powertrain team also improved the refinement of the V-6 and the engagements and feel of the six-speed manual transmission, putting it on par with, if not ahead of, the gearbox in BMW’s 3-series. Similarly, the chassis engineers have maintained the G’s agile handling while simultaneously taking the hard edge off the ride quality, a particularly welcome improvement in the firmer Sport edition.

The G coupe and sedan haven’t changed much visually (though a convertible version is due in mid-’09). But that’s not a demerit; styling has never been a weak suit. And the quality of interior appointments and features compares well with any car in this class. Also, the G37 still enjoys a price advantage over corresponding BMW 3-series models. Think 335i performance for 328i money.

VEHICLE TYPE: front-engine, rear- or 4-wheel-drive, 4- or 5-passenger, 2-door coupe or 4-door sedan

BASE PRICE: $34,065–$36,715

ENGINE TYPE: DOHC 24-valve 3.7-liter V-6
Power (SAE net): 328 or 330 bhp @ 7000 rpm
Torque (SAE net): 269 or 270 lb-ft @ 5200 rpm

TRANSMISSIONS: 7-speed auto with manumatic shifting, 6-speed manual

DIMENSIONS:
Wheelbase: 112.2 in Length: 183.1–187.0 in Width: 69.8–71.8 in Height: 54.7–57.8 in
Curb weight: 3650–3850 lb

FUEL ECONOMY:
EPA city/highway driving: 17–18/25–26 mpg

2009 Jaguar XF:

In our first hands-on report concerning this new car [March 2008], we described the XF as “an athletic five-seater that defies ancient traditions.” That’s a key point, because Jaguar had been mired in a styling rut, perpetuating past designs to the point of irrelevance. We’ve heard a few pundits suggest the XF “doesn’t look like a Jaguar.” To which we say: Right, and none too soon.

Although there are elements from the XK sports car and the S-type sedan, the XF is essentially a new unibody, with distinctly higher platform rigidity than the S-type. It’s a little bigger than the S-type, on the same wheelbase, and a little roomier. Interior furnishings are quietly upscale, and there’s a sense of tailored comfort that’s common to high-end European sports sedans.

As pleasant as it is to behold, the XF’s most compelling attribute is outstanding dynamics. Power, from either the standard 4.2-liter V-8 or a supercharged 4.2-liter V-8, ranges from sufficient to stimulating, and the Jag’s responses to zigs and zags are gracefully feline.

This is the first Jaguar to appear on our 10Best Cars honor roll. We suspect it won’t be the last.

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

BASE PRICE: $49,975–$64,475

ENGINES: DOHC 32-valve 4.2-liter V-8, 300 hp, 310 lb-ft; supercharged and intercooled DOHC 32-valve 4.2-liter V-8, 420 hp, 413 lb-ft

TRANSMISSION: 6-speed auto with manumatic shifting

DIMENSIONS:
Wheelbase: 114.5 in Length: 195.3 in Width: 73.9 in Height: 57.5 in
Curb weight: 4100–4250 lb

FUEL ECONOMY:
EPA city/highway driving: 15–16/23–25 mpg

2009 Volkswagen GTI:

It’s been a quarter-century since the first GTI put an exclamation point on Volkswagen’s Rabbit lineup, and 25 years of continuous development through five generations have yielded a car that still defines the class it established in that other century.

VW’s robust 2.0-liter turbo four provides ample thrust, driving the front wheels through a six-speed manual transmission (standard) or, our choice, the slick paddle-shifted dual-clutch DSG automated manual.

But it’s the GTI’s rigid unibody that makes it such an agreeable partner, whether it’s the daily commute or a weekend back-road blast. Exemplary chassis rigidity allowed the development team to tune the suspension for a blend of precise response and smooth ride quality reminiscent of a car wearing BMW badges.

As an added bonus, GTI ownership includes an exceptionally high practicality factor. Like the Rabbit/Golf series on which it’s based, the GTI has grown over the years, growth that’s magnified by the versatility that’s shared by all hatchbacks. The option of three- or five-door body styles augments the practicality factor.

Practicality and fun in a small-scale, sporty German hatchback. It doesn’t get much better.

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 3- or 5-door hatchback

BASE PRICE: $23,640–$24,240

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4
Power (SAE net): 200 bhp @ 5100 rpm
Torque (SAE net): 207 lb-ft @ 1800 rpm

TRANSMISSIONS: 6-speed manual, 6-speed dual-clutch automated manual

DIMENSIONS:
Wheelbase: 101.5 in Length: 165.7 in Width: 69.3 in Height: 58.4 in
Curb weight: 3150–3250 lb

FUEL ECONOMY:
EPA city/highway driving: 21–22/29–31 mpg

2009 Porsche Boxster and Cayman:

The hallmark of a true sports car is how well it involves its driver in the driving. Although the Boxster and the Cayman differ in character—roadster versus hardtop—they’re alike in terms of how well they communicate every nuance of mechanical information to the pilots and how accurately they convert driver inputs into response. This is the essence of the car-and-driver connection, and few sports cars do it better.

Neither of these mechanically identical mid-engined cousins can be called inexpensive. Pricing for a basic Boxster, with a 245-hp, 2.7-liter flat-six, isn’t much under $50,000, and a loaded Cayman S easily surpasses $70,000. But we have yet to meet an owner who thinks his car isn’t worth the money.

This is the 10th 10Best appearance for the Boxster, and the third straight for the Cayman. Aside from several electronic comfort/convenience options—XM satellite radio and Bluetooth, iPod, MP3, and USB connectivity—both cars enter the 2009 model year unchanged. However, direct injection and dual-clutch automated manual gearboxes are expected to be on the list of mechanical particulars sometime in early ’09.

VEHICLE TYPE: mid-engine, rear-wheel-drive, 2-passenger, 2-door roadster or 3-door hatchback

ESTIMATED BASE PRICE: $47,000–$61,000

ENGINES: DOHC 24-valve 2.7-liter flat-6, 245 hp, 201 lb-ft; DOHC 3.4-liter flat-6, 295 hp, 251 lb-ft

TRANSMISSIONS: 5-speed auto with manumatic shifting, 5- or 6-speed manual

DIMENSIONS:
Wheelbase: 95.1 in Length: 171.6–172.1 in Width: 70.9 in Height: 50.9–51.4 in
Curb weight: 2900–3100 lb

FUEL ECONOMY:
EPA city/highway driving: 18–20/25–29 mpg

2009 Porsche Boxster:

Highs
Relatively affordable, steel-cut exhaust sounds, steering responds to a flick of the wrist.

Lows
Options make it pricey, less money can yield more power.

What’s New
Redesigned for 2005; direct-injection engines, a dual-clutch transmission, and minor styling tweaks for 2009.

Behind The Wheel
A perfect blend of brisk power, athletic suspension, mid-engine balance, and marvelous brakes.

Capsule Review

Some of the best miles we’ve turned were in Boxsters. The wee Porsche offers sharp steering, slick handling, and sweet sounds, and rotates around its center-mounted engine with a safecracker’s precision. Other ragtops have more luxury, but the line for drivers forms behind the Boxster.

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