2008 Chrysler Town and Country

General Motors and Ford are quitting minivans in favor of crossovers, but Chrysler, the company that invented the modern minivan, is bringing out its fifth generation of the family favorites. Chrysler's outgoing vans ushered in fold-into-the-floor second-row seat stowage (dubbed Stow 'n Go) - a meaningful advantage, particularly for those who regularly carry large pieces of cargo. Other than that, though, the last-generation Chrysler minivans seemed like a halfhearted update. They didn't look very different from their predecessors, and they lost ground to top-flight competitors from Toyota and Honda (note that those companies' interest in minivans does not seem to be waning). The 2008 Chrysler/Dodge vans are an entirely more convincing effort, narrowing the gap in mechanical refinement and bolstering the company's historic penchant for innovation.

Unlike the fourth-generation vans, the new Chrysler and Dodge minivans at least look new. The roof and the sills have been widened, creating flatter sides, and the nose has been pulled out, making it more distinct from the body. The whole effect is to make the vans more squared-off and trucklike, moving them away from their egg-shaped predecessors and, perhaps, making them a bit less emasculating for dads who have to be seen in them.

Underneath the new skin, the basic chassis design carries over, with key alterations such as a longer wheelbase and a revised suspension. The new top engine, an enlarged version of Chrysler's 3.5-liter V-6, displaces 4.0 liters and cranks out 251 hp. Both the 4.0-liter V-6 and the 197-hp, 3.8-liter unit use a new six-speed automatic that gives the whole powertrain more polish. The taller top gear helps make highway cruising quieter - as does the im-proved drag coefficient and the thicker side glass - although the engines' sound quality still isn't as refined as that of the best Japanese competitors. The six-speed has Chrysler's AutoStick manual shift capability, but the movement of the dash-mounted gear lever felt sloppy in the preproduction examples we drove. The base engine soldiers on with a four-speed transmission, although it has a revised cam profile that helps extract more power and torque from its 3.3 liters.

© Source: automobilemag

Minitest 2008 Lotus 2-Eleven

VEHICLE TYPE: mid-engine, rear-wheel-drive, 2-passenger, 0-door roadster
BASE PRICE (U.K.): $68,532
ENGINE TYPE: supercharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port fuel injection
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 90.6 in Length: 150.5–152.4 in Width: 67.3 in Height: 43.8 in
Curb weight: 1650 lb

We are amazed and mostly delighted by the way Lotus has played so many tunes on the theme of the Elise. Lightweight cars are the thing today, so it is a surprise to learn that this thoroughly modern British sports car dates back 10 years—although it only came to the U.S. officially for 2005.

Milestones in Elise development were the introductions of the Exige coupe, the 2-Eleven-style 340R, and a redesigned roadster, and the replacement of the original Rover engine with the 1.8-liter Toyota VVTL-i (for the U.S. launch) and supercharging that engine for the Exige S. Along the way, the same chassis, made with bonded aluminum extrusions, has been adapted to create the Opel Speedster for GM, the Lotus Europa S, and the electric Tesla roadster, and it will be further modified for Lotus's Project Eagle, a two-plus-two scheduled to appear by the end of 2008.

This is an ultra-quick car (0 to 60 mph in 3.8 seconds, claims Lotus) that is also agile, with so much grip and responses so perfect it makes an average driver look heroic. But only on a track, because in the U.S., the Lotus 2-Eleven is not certified for public roads.

© Source: caranddriver