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Is one better than the other? A thinking engineer would cagily answer, “it depends.” Front drive is the Spocklike logical solution in low-power compact cars with high-mileage ambitions. Speed freaks swear by the Velcro traction of all-wheel drive, particularly if their engines are percolating more power than their tires can pour. And rear drive is the choice for passionate drivers… a rear-drive car’s steering wheel is a rare conduit to touch subtlety and balance, delicacy and finesse—even if it’s just on the way home from work. – Motor Trend

Nearly two decades ago the Honda/Acura NSX shook up the performance car scene.

This year, the Nissan GT-R is said to be doing the same.

But could the two cars be any more different?

Looking at this picture I stumbled across on the web – is the NSX is too much like a Formula 1 car or is the GT-R is too much like an SUV?

Do you like your cars analogue or digital? With an inherently low CG and body weight or with a lot of technology to compensate for a high CG and a more portly whole?

As Peter Tomalin points out in this month’s evo...

Yes it still rolls a bit, certainly more than an Evo, which also has sharper steering responses, but there’s an honesty and transparency to the STI, a kind of analogue feel, that’s very appealing.

I’m not arguing for one over the other, I’m arguing against anyone who obsesses over numbers and spec sheets when buying cars.

Up to now, I’d thought there were five basic types of stare. The Truly Gobsmacked (Veyron, Zonda, Koenigsegg), the Knowing Nod (Audi R8, Nissan GT-R, Merc CLK Black), the Cute As Hell Grin (new Fiat 500, old Fiat 500), the Call That A Car Smirk (Vauxhall Tigra, Toyota Prius, Fiat Croma) and There’s Something Nasty on The Sole of My Shoe (BMW X6, SsangYong Rodius, Merc R-Class). But the Clubman has created a sixth category: the Huh? It’s neither approving nor dismissive, just the facial manifestation of a question mark. As in “I wish I could put my finger on it, but why hasn’t this worked?”... [Compare this with the] very tidy previous-generation Cooper S hatch, a car that actually seems to get prettier with age, though I’ve no doubt this has something to do with the comparatively bloated appearance of its larger successor. Inside, too, the earlier car’s leaner, edgier, less clunkingly exaggerated architecture seems far sexier and more inviting. – evo

The problem is that the Ralliart is a heavy machine, what with all that transmission, and the SST transmission has an annoyingly tardy getaway. All would be forgiven were the Ralliart a rousing drive, but for all its claimed power the engine never really lets rip. You find yourself revving it to death to goad it along, easily done given the strange shortness of the intermediate gear ratios, and it’s much harder work than a torquey turbomotor should be. It sounds nondescript, too. But it will all come good in the corners, yes? No. This Lancer really misses its tougher brother’s AYC and the resultant favourable torque distribution to each rear wheel. There’ll be no lovely powerslides here; go too quickly into a tight bend and it understeers like the nose-heavy car it is. – evo

Although the [Ridgeline’s] entire engine is carryover, the all-aluminum 3.5L V-6 does have a new Magnesium dual-stage intake manifold that bumps the horsepower and torque up by three and two, respectively. Additionally, Honda keeps the current five-speed automatic, but does offer slightly different gear ratios, in some cases changed only 0.2 percent, to help to improve overall responsiveness. Of note, throttle response off idle is vastly improved, making it feel like the truck has more power off the line because of how strongly it jumps from a stop. A new computer software program works with the new gearing strategy to make it feel like there’s more power than the small gains in hp and torque would suggest. – Motor Trend

Over 3 years ago, I posted on the benefits of using your spare tire before it aged…

Recently ABC picked up on the same story, as you can see here.

Ordinarily I take pride in being ahead of the curve, but this time I’m just despondent at the number of people who not having read my blog have inadvertently put themselves at risk.

Tell a friend…

‘SL’ originally stood for Sports Light, and while the Mercedes-Benz SL is still sporting – to a degree – it’s certainly not light: 1910kg. This near two-tonner is a long way from the elegant, slim-pillared SLs of the 1970s and ‘80s, and long full stop – 4562mm end to end, more than many a family-sized hatch or even estate car, plus a broad 1820mm across. The SL 500’s sheer size and bulk, never-ending bonnet, sometimes floaty ride and over-assisted variable-ratio steering does make it feel rather boat-like at times to manoeuvre; it is not a neat, agile little thing, nor is it super-sharp… Proceed gently and gracefully to behave in keeping with this car’s character – or at least, as gracefully as you can given the disconcerting, jerky electronic brakes and slightly non-linear throttle response. Both pedals are somewhat dead-feeling, with little initial reaction and then a sudden reply when stronger pressure is applied… Jet-thrust acceleration just feels like an unhurried meander away from the traffic lights and intercontinental progress down the autobahn a Sunday stroll – until you reach a corner and suddenly realise quite how fast you’re travelling. Treat with respect. – 4Car

Luxury brands’ bean counters have severely stretched their products’ DNA. Merc’s bank vault gestalt took an enormous hit over the last twenty years. Bimmer’s SMG gearbox, iDrive multi-media controller, run-flat tires, SUV and dumbed down steering are a worrying divergence from their Ultimate Driving machine ethos. The aforementioned Lexus IS’ harsh driving dynamics bear scant resemblance to their magic carpet LS flagship. Only Audi creates a range of automobiles with brand-faithful consistency. – TTAC

I’m seriously impressed by what the GT-R accomplishes, and it serves out ferocious performance for the money. I get it. But I just can’t love it… The GT-R is too heavy and too computer controlled for my taste. Editor MacKenzie recently blogged about a similar drive in the new BMW M3 coupe and preferred it to Nissanzilla. I drove the same BMW the day before and arrived—independently—at the same conclusion. I’ll take its sonorous, high-winding V-8, its live, lithe feel, even more useable interior and trunk, and elegant look. The M3 gives up a smidgen of performance edge to the GT-R, but it’s a far more harmonious package and better satisfies my urges as a driver. - Matt Stone, Motor Trend