Starting at $37,995, the Dodge Challenger R/T Scat Pack is the fastest of the bunch, racing from zero to 60 in 4.1 seconds.
Powered by a 6.4-liter HEMI V8, the Challenger achieves 485 horsepower. A six-speed manual transmission is standard.
That power comes at the expense of fuel economy. The Dodge Challenger R/T Scat Pack gets 14 mpg in the city and 23 mpg on the highway, the lowest rating in the group.
Now that the wicked 707-hp Challenger SRT Hellcat is out of the bag, it’s pretty hard to imagine ordering the Challenger any other way. Yet there are several other paths to Mopar bad-assery in the 2015 Challenger lineup. There’s the 305-hp SXT V-6, the 372- or 375-hp R/T model powered by a 5.7-liter Hemi V-8, and the Challenger R/T Scat Pack and SRT 392 models, which feature the previous top-shelf Street and Racing Technology engine, the 6.4-liter Hemi V-8.
With the Hellcat’s obscene output coming courtesy of a supercharged 6.2-liter, the 6.4 is Chrysler’s largest and most powerful naturally aspirated V-8. This year, engineers squeezed out 15 additional horses and 5 more lb-ft of torque for new figures of 485 horsepower at 6000 rpm and 475 lb-ft at 4200. Transmitting power to the rear wheels is your choice of a six-speed manual or a new eight-speed automatic, the latter with steering-wheel paddles that Dodge claims can summon shifts in as quickly as 160 milliseconds.
VIEW 45 PHOTOS
The historic Scat Pack name was resurrected for Challenger and Charger R/T models just last year and slapped on multistage Mopar performance packages for their shared 5.7-liter Hemi. Now the Scat Pack moniker essentially denotes a Challenger equipped like the cloth-seated R/T but powered by the bruising 6.4. As such, the R/T Scat Pack represents a huge pony-per-dollar proposition, starting at $39,890 with four-piston Brembos at all corners, a performance suspension, and beefy 20-by-9-inch wheels.
For $47,390, the SRT 392 model adds a “Viper-inspired” aluminum hood with a long center-mounted cold-air intake, 9.5-inch-wide Slingshot wheels, massive 15.4-inch front brake rotors with six-piston Brembos, leather seats, an 18-speaker Harman/Kardon audio system, and a one-day driver-training experience hosted by Dodge at select racetracks. The SRT model also features SRT Performance Pages, which not only display real-time vehicle data and ancillary gauges, but also allow the driver to choose different drive modes for the powertrain and chassis. Default, Sport, and Track modes are available to tailor steering effort, the new three-mode adaptive suspension, and the automatic transmission’s shift schedule; each parameter can also be adjusted individually. As before, there also is a full suite of timers to document your own hot-shoe heroics.
Driven back-to-back at Portland International Raceway in eight-speed automatic form, the Scat Pack and the SRT 392 proved virtually identical in terms of on-track prowess. Both offered copious grip and shockingly neutral handling despite weighing more than two tons and packing as much as 55 percent of that mass atop the nose. The broad, flat hood makes any listing behavior quite apparent, and we were mildly surprised at their levels of body control. Turn-in is sharp, and what understeer exists is nicely mitigated by the gas pedal. The tail comes out quickly and easily, even with the stability control on, but it’s easily caught. In the SRT’s Sport mode, there’s more leeway within the stability programming and the electric power steering provides decent feedback. The multi-piston Brembos bolted to both models deliver outstanding stopping power with little to no fade, even after dozens of whirls around PIR.
And of course, the two cars are spectacularly fast. Acceleration is prodigious, and the ZF-designed and Chrysler-built eight-speed automatic always seemed to have the right gear at the ready as we prepared to power out of corners. Dodge expects that the 6.4-equipped Challengers should be able to hit 60 mph in roughly 4.5 seconds and post quarter-mile times in the mid-12s. We saw 60 mph fly by in 4.5 and traveled 1320 feet in 12.9 when we tested a six-speed manual Challenger SRT8 in 2011 upon the 392 engine’s introduction, so those numbers are eminently believable, although we’ll need to strap on our own test equipment to verify them, of course.
We also spent a couple of hours in the SRT 392 on scenic roads tracing the banks of the Columbia River Gorge. On that narrow tarmac, the car was a bit of a handful due to its inescapable mass and its ability to achieve high speed without much effort. The Dodge steered obediently, but confidence on twisty roads is ultimately curtailed by the car’s formidable width and limited outward visibility.
We did appreciate, however, the adjustable suspension, which made what could have been a lumpy ride into a serene one. And the exhaust note, which grows more raucous the deeper one dips into the gas, fades into the background so as not to annoy during extended freeway stints. In all, the Challenger is a much better cruiser than before, which is good since—even with the aforementioned improvements—it’s still no match for the Camaro or Mustang when the road goes all bendy.
Volkswagen Golf R
Zero to 60 mph: 5.2 seconds (Details Below)
Starting at $39,375, the top-trim, 292-horsepower Volkswagen Golf R is one of the most affordable speed demons on the market. The high-performance hatchback can make the trip from zero to 60 mph in 5.2 seconds.
Underpinning the Golf R is a turbocharged 2.0-liter four-cylinder engine paired with a six-speed manual transmission. Buyers can opt for Volkswagen’s six-speed dual-clutch automatic transmission. The hatchback’s R trim comes standard with all-wheel drive.
The Golf R returns 22 mpg in the city and 31 on the highway. Models equipped with the automatic transmission get 23 mpg in the city and 30 mpg on the highway.
This is the Volkswagen Golf R in ‘Mk7.5’ form, inheriting all the updates that apply to the Golf range in general, plus some model-specific improvements. The Golf R needs no introduction, surely: from quick but soulless bit-part player to the de-facto hyper-hatch choice in one generational change, it appeals to both the head and the heart.
Engine, transmission, and 0-60mph time
The R’s familiar 2-litre TSI engine has had a minor recalibration to raise power from 297bhp to 306bhp, in the process keeping it ahead of the recently announced SEAT Leon Cupra 300 models and meaning that from now, the R has a power output that begins with a 3 even in “old” imperial horsepower terminology.
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Once again an enlightened VW offers the choice of either six-speed manual or twin clutch DSG transmissions, the latter being an all-new seven speed ‘box. Equipped with the twin-clutcher, the R sprints from rest to 62mph in just 4.6sec, which frankly, is a little absurd. An R fitted with three pedals and a stick still only takes an impressive 5.2sec for the same stat.
Nissan 370Z Nismo
Zero to 60 mph: 5.1 seconds (Details Below)Starting at $41,990, the Nissan 370Z Nismo cruises from zero to 60 mph in 5.1 seconds. The Nissan 370Z’s sport-tuned trim knows it’s fast: It comes with Recaro sport seats to keep you secure while cornering at dizzying speeds.
The 350-horsepower coupe runs on a 3.7-liter V6 paired with a six-speed manual transmission. It hits a top speed of 157 mph and returns a reasonable 19 mpg around town and 26 on the highway.
Nissan has released details of its updated 370Z Nismo, set to arrive in Europe in September. Mixing an improved chassis setup and weight saving with styling updates, the latest 370Z Nismo promises to bring a stronger challenge to rivals like Porsche’s Cayman and BMW’s M235i.
The 3.7-litre V6 engine itself remains unchanged, sending the same 339bhp and 274lb ft of torque to the rear wheels through a six-speed manual ‘box available with auto rev-matching. Like the old car the 0-62mph dash takes 5.2sec, with top speed is a limited 155mph.
Adding to the Nismo’s already 25 per cent stiffer chassis setup is tweaked rear suspension settings for the 2015 model year. Revised spring and damper rates are said to improve both comfort and performance, whilst better insulating new carpets and rear inner arches will help make the most potent 370Z a more refined steer.
Outside, the Nismo has received subtle changes including more aggressively styled front and rear bumpers, black headlight bezels as well as new 19-inch Rays alloy wheels. The rear features a more tightly packaged spoiler that works to ensure smoother airflow across the car, whilst red trim and Nismo badges add to the car’s performance focused exterior.
The cabin now features new Recaro seats adapted specifically for the Nismo, saving weight with a shell-based construction and matching the steering wheel with red and black leather and Alcantara.
The updated Nismo heads an overall updated 370Z range for 2015, with the standard range benefitting from similar suspension tweaks, new 18-inch wheels and new Spinal seats. The standard car’s 323bhp V6 can be mated to a six-speed manual or seven-speed auto ‘box, the former available with the same rev-matching tech as the Nismo.
Subaru WRX STI
Zero to 60 mph: 4.7 seconds (Details Below)
Subaru’s sportiest car, the WRX STI, needs just 4.7 seconds to zip from zerot to 60 mph. It starts at $35,195.
The 305-horsepower STI gets a turbocharged 2.5-liter four-cylinder engine mated to a six-speed manual transmission. All-wheel drive is standard.
The WRX STI reaches a top speed of 159 mph and achieves 17 mpg in the city and 23 on the highway.
The Subaru WRX STI is a rally-bred, enthusiast-focused sedan that delivers even more performance than the standard WRX. Increased levels of comfort and refinement mean that it's now as comfortable doing the daily commute as it is blitzing the back roads.
Recent Changes
For the latest model year, the STI gets an interior revamp, new Recaro seats, upgraded brakes, and a limited-edition "Type RA" variant co commemorate Prodrive's record lap time at the Nurburgring.
Overview
At first glance, the STI is visually similar to the WRX, but a closer look reveals that the STI subtly advertises its heightened capabilities with aggressive touches like deeper front air intakes, narrowed "falcon eye" headlights, burlier fenders and an oversized rear wing.
Power comes from a turbocharged 2.5-liter boxer four-cylinder that produces 305 horsepower at 6,000 rpm and 290 lb-ft of torque at 4,000 rpm. STI buyers will need to know how to drive stick - a slick-shifting six-speed manual is the only transmission available. It helps the sedan to accelerate from zero-to-60 mph in a claimed (and likely conservative) 5.1 seconds.
Brembo brakes bring the action to a halt, including four-piston calipers with 13.4-inch rotors up front, and two-piston calipers clamping 12.8-inch rotors at the rear.
Setting the WRX STI further apart from the standard WRX is its Multi-Mode Driver Controlled Center Differential mated to Subaru's existing all-wheel-drive system. A planetary-type center differential delivers up a nominal 41/59 torque split (front/rear), while a mechanical limited slip center differential helps apportion that power fore and aft in one of three automatic modes. A manual mode lets drivers pick one of six pre-selected center differential locking levels for various driving situations.
Another element of the WRX STI's performance arsenal is Active Torque Vectoring, which uses the car's stability and traction control systems to apply brake pressure to the inside front wheels for more neutral cornering. Notably, the stability control gives drivers the choice of three settings - normal, traction control only and off.
Further choices are offered up by Subaru's Intelligent Drive - or SI-Drive - powertrain management system, which features Intelligent, Sport and Sport Sharp modes accessed by a center console-mounted dial. Intelligent delivers a more relaxed feel, while Sport and Sport Sharp dial up responses for extra driving fun.
Unlike the standard WRX, as well as the Impreza economy sedan with which it shares a platform, the STI uses an inverted strut front suspension to improve cornering. Aluminum lower L-arms up front reduce unsprung weight. This stiffened setup delivers a ride that's firm yet livable for those who regularly traverse maintenance-neglected roads. The upside, of course, is relatively little body roll and impressive agility in turns.
The Inside Story
Like the WRX, the STI's interior is based heavily on that of the Impreza. That means a simple, no-nonsense design that trades expressive flourishes for intuitive ergonomics. Sporty, STI-specific elements include a flat-bottom steering wheel, (optional) combination alcantara/two-tone leather sports seats, imitation carbon fiber trim, and a red-face shifter knob. Recaro front sport bucket seats are optional.
Informative instrumentation is one of the STI's strong points. A special STI Design electroluminescent gauge panel uses a 3.5-inch LCD screen to display certain functions, including the selected gear, and a 6.2-inch screen mounted on the dashboard provides info on boost pressure, the traction control system, audio settings and Bluetooth connectivity.
The STI comes with a new 6.2-inch touch screen that runs the latest generation of Subaru's StarLink infotainment system. Through a user's Bluetooth-connected smartphone, Starlink provides access to Aha radio, which offers tens of thousands of stations of Web-based content like Slacker, MOG and Rhapsody.
Although undeniably not as practical as its five-door hatchback predecessor, the STI does boasts 12 cubic feet of trunk space and decent rear seat room. The rear seats fold down 60/40 in order to free up extra trunk space.
Trim Level Breakdown
The STI is offered in base model and Limited trims.
The base model comes standard with full power accessories, dual-zone automatic climate control, heated front seats, a six-speaker AM/CD/HD radio/SiriusXM stereo with USB and AUX inputs, a rearview camera, Bluetooth connectivity, cruise control, heated exterior mirrors, automatic headlights, auto up/down front windows, windshield wiper de-icer, and 18-inch alloy wheels.
To those features, the Limited adds or substitutes leather upholstery, power-adjustable driver's seat, harmon/karmon audio, a moonroof, and 18-inch BBS forged alloy wheels.
Buyers can spruce up the STI by selecting an option package that bundles navigation, a 7.0-inch touch screen, an upgraded harman/kardon sound system as well as keyless entry and start. Additionally, the STI's huge wing can be replaced by a more discreet trunk-mounted spoiler at no extra cost.
Infiniti Q50 Red Sport 400
Zero to 60 mph: 4.5 seconds (Details Below)
Starting at $47,950, the Infiniti Q50 Red Sport 400 is the automaker’s new-for-2016 high-performance sedan. It takes 4.5 seconds to zoom from zero to 60 mph.
The Q50 Red Sport 400 delivers 400 horsepower using a twin-turbocharged 3.0-liter V6 mated to a seven-speed automatic transmission that comes with a manual shifting mode. The sedan reaches a top speed of 153 mph and achieves 20 mpg in the city and 26 mpg on the highway.
This starts as an engine story. Late in the 2016 model year, Infiniti replaced the Q50’s aging 328-hp VQ-series V-6 with a new twin-turbocharged 3.0-liter V-6. The so-called VR30 comes in two strengths: 300 horses for the entry model and 400 for the Red Sport. The two versions are fundamentally identical and share the same block, heads, and turbochargers.VIEW 23 PHOTOS
Along with higher-capacity intercoolers, the 400-hp unit’s turbochargers spin at up to 220,000 rpm, a speed Infiniti says is the fastest of any production V-6. They push 14.7 psi of boost.
The 400-hp engine is plenty strong, getting the Q50 to 60 mph in 4.5 seconds, quicker than a BMW 340i and a Cadillac CTS Vsport and matching the last Mercedes-Benz C450 AMG Sport (now replaced by the C43) we tested. This VR engine is loosely related to the old 3.7-liter VQ, which justly earned a reputation for harshness across its rev range. The new VR still lacks smoothness, but only near its 7000-rpm redline. At low rpm, the engine does an excellent impression of a velvety inline-six, and turbo lag is virtually nonexistent. With an EPA combined fuel-economy rating of 22 mpg, which also happens to be what we averaged, the 400 beats the old VQ’s mark of 21 by just 1 mpg.
Our curiosity with Infiniti’s Direct Adaptive Steering (DAS), what the carmaker calls its steer-by-wire system, continues into the second-generation version found here. It adds $1000 to the Red Sport 400’s $48,855 base price. Under normal circumstances, there is no physical connection between the steering wheel and the steering rack. It made “disconnected steering” a literal term when it launched in 2014. About 15 percent of Q50 buyers opt for DAS, and Infiniti says most actually like it.
Steer-by-wire gives Infiniti engineers a blank sheet when it comes to tuning. From the center-stack menu, one can set steering ratio and effort to one of three modes (standard, sport, or sport-plus). While in sport or sport-plus, one can also alter the steering response, or how the steering reacts just off-center, using one of three sub-modes (default, dynamic, or dynamic-plus), giving the driver seven discrete steering-behavior choices.
BMW M240i
Zero to 60 mph: 4.3 seconds (Details Below)
The mid-level trim for BMW’s smallest coupe, the M240i, whizzes from zero to 60 mph in 4.3 seconds. More powerful than the 230i base model, the M240i delivers 335 horsepower with a 3.0-liter turbocharged six-cylinder engine paired with an eight-speed automatic transmission.
The M240i, which starts at $44,450, hits a top speed of 155 mph. It returns 21 mpg in the city and 32 mpg on the highway.
The top-of-the-line M2 gets 30 horsepower more and makes the journey from zero to 60 in four seconds flat, but it starts at $52,695.
This is the BMW that BMW should be building. While not as radical as the M3/M4, or even the M2, the M240i is sporty and spry enough to keep me happy. If this had the M-Sport seats up front and didn’t have the automatic, then I’d say this is a better bargain than the M2. Sure, the M2 is the king of the 2-Series lineup, but having driven similarly prepped versions of both cars, I can say that you’re not getting much more out of the M2. Hell, I’d say that the M240i is the best bang you’ll find at a Bimmer dealership.
Well, almost the best bang. This particular tester is loaded with a lot of extras that don’t do too much for the overall sporty experience. Wireless charging? Save $500 there. Retractable headlight washers? Don’t need those to enjoy driving -- there’s another $700. Parsing this down to stripper status makes it an even more attractive option in the BMW lineup; it saves weight and it shaves the price.
The M2 has some more horsepower, but I’d be hard-pressed to call the M240 anything but fast. The turbocharged 3.0-liter I6 spits out enough power to get you into serious trouble with the law. The eight-speed automatic shifts quickly enough to make you think it’s a dual-clutch, but you should still chase down a manual to optimize your dollar-for-fun-ratio. It might be cliché at this point, but the automatics aren’t as much fun, even when shifted by paddles, as manually rowing your own gears.
The rest of the M240i? Well, the suspension is aptly stiff, and without a lot of sidewall on the tire, you’re going to feel bumps. You won’t mind -- at least I didn’t. It doesn’t shake you to death like the ultra-firm jobs from AMG, but you’ll feel more connected to the pavement than, say, an X3. Without throwing it on the track, it’s tough to say how the brakes really hold up to abuse, but spirited driving on the street proved them to be fadeless and firm.
You could argue that getting similar metrics from a Ford Mustang or Chevrolet Camaro for cheaper makes more sense -- and I’d generally agree. The new Camaro is a track star in its own right, and dollar-for-dollar the GT350 Shelby Mustang is more fun than this 2-Series, but it doesn’t give you the same luxe-German experience. This 2-Series is an impressive performer, but still has the tactility and substance of a premium car.
Ford Mustang GT
Zero to 60 mph: 4.3 seconds (Details Below)
Starting at $32,920, the Ford Mustang GT shoots from zero to 60 mph in 4.3 seconds.
The Mustang GT runs on a 5.0-liter V8 paired with a six-speed manual transmission to deliver 435 horsepower – that’s a lot of bang for your buck. However, fuel ec
ENGINE & TRANSMISSION
Engine Displacement
4951 cc
Transmission Type
Automatic
Fuel Type
Petrol
Maximum Power
460 HP @ 7000 rpm
Maximum Torque
570 NM @ 4600 rpm
Engine Description
5.0L Ti-VCT V-8 Engine
Gearbox
10-Speed Automatic Gearbox
No. of Cylinders
8
Compression Ratio
11.0:1
Bore x Stroke
92.2 x 92.7 mm
Fuel Distribution
Sequential Multi-port Electronic Fuel Injection
Driving Modes
Drivetrain
Rear Wheel Drive (RWD)
PERFORMANCE & MILEAGE
Top Speed (KMPH)
250 KMPH (Limited)
Mileage (Combined)
7.65 kmpl (approx.)
Mileage (City)
6.38 kmpl (approx.)
Mileage (Highway)
10.63 kmpl (approx.)
DIMENSIONS & WEIGHT
Overall Length
4787 mm
Overall Width
2080 mm
Overall Height
1379 mm
Wheelbase
2720 mm
Ground Clearance
137 mm
Front Headroom
955 mm
Rear Headroom
884 mm
Front Shoulder Room
1430 mm
Rear Shoulder Room
1326 mm
Front Legroom
1130 mm
Rear Legroom
777 mm
Front HipRoom
1394 mm
Rear HipRoom
1204 mm
Front Track
1585 mm
Rear Track
1653.5 mm
CAPACITY
Seating Capacity
4 (2 + 2)
Number of Seating Rows
2 Rows
Number of Doors
2 Doors
Fuel Tank Capacity
60.9 litres
BRAKES & SUSPENSION
Front Brakes
Disc
Rear Brakes
Disc
Front Suspension
Double Ball Joint MacPherson Strut with Stabilizer Bar
Rear Suspension
Integral Link Independent with Coil Springs & Stabilizer Bar
Yes (Selectable-Effort Electric Power Assisted (EPAS))
Rear Defogger
MID (Multi Information Display)
203.2mm (8”) Colour LCD Touch Screen
EXTERIOR FEATURES
Twin Exhausts
Yes (Dual bright with rolled polished tips)
Outside Rear-view Mirrors
Yes (Both Side Electric)
Zero to 60 mph: 4.3 seconds (Details Below)
Starting at $49,200, the Audi S4 is the sport-tuned version of the brand’s popular A4 sedan. It takes 4.3 seconds to go from zero to 60 mph.
The all-wheel drive sedan gets a supercharged 354-horsepower V6 paired with a six-speed manual transmission. A dual-clutch seven-speed automatic transmission is available.
The S4 hits a top speed of 155 mph. It gets 21 mpg around town and 30 mpg on the highway.
Chevrolet Camaro SS
Zero to 60 mph: 4.1 seconds (Details Below)
The Chevrolet Camaro SS slots just below the ultra-fast, top-of-the-line Camaro ZL1 (which starts at $61,140), but the mid-level trim is quick in its own right. The Camaro SS shoots from zero to 60 mph in 4.1 seconds.
Starting at $36,905, the 455-horsepower Camaro SS trim gets a 6.2-liter V8 mated to a six-speed manual transmission. An eight-speed transmission with paddle shifters on the steering wheel is optional.
The sports car can hit an impressive top speed of 165 mph. It gets 16 mpg in the city and 25 on the highway.
Regular readers may recall that, over some 15,000 miles, our long-term 2016 Camaro SS has proved itself to be a comfortable cruiser as well as an extroverted destroyer of tires. Although it’s otherwise similar, the 2017 Camaro SS tested here is further equipped with the vaunted 1LE package, a collection of performance and cosmetic upgrades aimed at putting a sharper edge on all the attributes that make our long-term SS such a blast to drive. (For 2017, the 1LE package is also available on 1LT and 2LT V-6 models, but this review focuses on the V-8–powered SS.)VIEW 42 PHOTO
The $6500 1LE package includes a comprehensive list of hardware. Key items include an FE4 performance suspension with specific tuning for the springs, anti-roll bars, and magnetorheological dampers (GM’s Magnetic Ride Control); Brembo six-piston front monoblock calipers and four-piston rear calipers (painted red); aluminum-hat and iron-friction-surface rotors; an electronically controlled limited-slip, 3.73:1 differential; a six-speed manual transmission; a dual-mode performance exhaust system; and a track cooling package with engine, transmission, and differential coolers. Tasked with keeping the car in contact with the pavement are Goodyear Eagle F1 Supercar 3 tires constructed with a rubber compound developed specifically for the Camaro. Sized 285/30ZR-20 in front and 305/30ZR-20 at the rear, the imposing tires wrap 20-inch Satin Graphite forged-aluminum wheels (10 inches wide up front, 11 inches at the rear).
Telltale cosmetic items include an aggressive-looking fascia and grille with a larger splitter plus a rear blade spoiler; the aero aids are rendered in the same satin black as the hood wrap. The interior features a head-up display and Recaro front buckets, while the flat-bottomed steering wheel and the shift knob are both wrapped with a soothing synthetic-suede material that feels great under your fingers.
Mercedes-Benz CLA45 AMG
Zero to 60 mph: 4.1 seconds (Details Below)
The Mercedes-Benz CLA45 AMG cruises from zero to 60 mph in 4.1 seconds. Starting at $49,950, the luxury sedan makes 375 horsepower with a 2.0-liter four-cylinder engine mated to a seven-speed automatic transmission.
It gets 23 mpg in the city and 30 mpg on the highway. All-wheel drive is standard.
Starting at $47,950, the Infiniti Q50 Red Sport 400 is the automaker’s new-for-2016 high-performance sedan. It takes 4.5 seconds to zoom from zero to 60 mph.
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