Mazda showed a freshened RX-8 alongside their race-inspired Furai concept at the 2008 Detroit show. The 2009 model features several evolutionary tweaks as well as a new sporty option package.

On the outside, all RX-8s will get revised front fascias, bumpers, headlights and taillights. The exhaust tips are also larger, now measuring 90 mm. The front fender side gills have been replaced with smaller openings that now house turn indicators.

A redesigned center stack joins a new steering wheel on the interior. The tachometer also gets an update and will now vary the red zone depending on engine temperature. Redesigned seating in all four spots aims to increase rear leg room.

Driving dynamics weren't ignored in the update. A trapezoidal strut tower brace adds rigidity up front, while rear suspension geometry has been revised for better handling.

A new R3 option package - an homage to the R1 and R2 packages offered on the RX-7 - adds some attitude to the RX-8. A sport suspension with Bilstein shocks is paired with foam-filled front suspension crossmembers for a smoother ride and more control. Exterior bits include a rear spoiler, side sills, fog lights and a sportier front bumper. Nineteen-inch forged alloy wheels are wrapped in performance rubber. The interior gets Recaro front seats, a 300-watt Bose sound system, and convenience options like Bluetooth and Mazda's keyless entry and start system.

The 2009 RX-8 will continue as the only mass-produced rotary-engined car on the market today.

Click the link below for high-resolution RX-8 images.

Mazda showed a freshened RX-8 alongside their race-inspired Furai concept at the 2008 Detroit show. The 2009 model features several evolutionary tweaks as well as a new sporty option package.

On the outside, all RX-8s will get revised front fascias, bumpers, headlights and taillights. The exhaust tips are also larger, now measuring 90 mm. The front fender side gills have been replaced with smaller openings that now house turn indicators.

A redesigned center stack joins a new steering wheel on the interior. The tachometer also gets an update and will now vary the red zone depending on engine temperature. Redesigned seating in all four spots aims to increase rear leg room.

Driving dynamics weren't ignored in the update. A trapezoidal strut tower brace adds rigidity up front, while rear suspension geometry has been revised for better handling.

A new R3 option package - an homage to the R1 and R2 packages offered on the RX-7 - adds some attitude to the RX-8. A sport suspension with Bilstein shocks is paired with foam-filled front suspension crossmembers for a smoother ride and more control. Exterior bits include a rear spoiler, side sills, fog lights and a sportier front bumper. Nineteen-inch forged alloy wheels are wrapped in performance rubber. The interior gets Recaro front seats, a 300-watt Bose sound system, and convenience options like Bluetooth and Mazda's keyless entry and start system.

The 2009 RX-8 will continue as the only mass-produced rotary-engined car on the market today.

Click the link below for high-resolution RX-8 images.

Mazda showed a freshened RX-8 alongside their race-inspired Furai concept at the 2008 Detroit show. The 2009 model features several evolutionary tweaks as well as a new sporty option package.

On the outside, all RX-8s will get revised front fascias, bumpers, headlights and taillights. The exhaust tips are also larger, now measuring 90 mm. The front fender side gills have been replaced with smaller openings that now house turn indicators.

A redesigned center stack joins a new steering wheel on the interior. The tachometer also gets an update and will now vary the red zone depending on engine temperature. Redesigned seating in all four spots aims to increase rear leg room.

Driving dynamics weren't ignored in the update. A trapezoidal strut tower brace adds rigidity up front, while rear suspension geometry has been revised for better handling.

A new R3 option package - an homage to the R1 and R2 packages offered on the RX-7 - adds some attitude to the RX-8. A sport suspension with Bilstein shocks is paired with foam-filled front suspension crossmembers for a smoother ride and more control. Exterior bits include a rear spoiler, side sills, fog lights and a sportier front bumper. Nineteen-inch forged alloy wheels are wrapped in performance rubber. The interior gets Recaro front seats, a 300-watt Bose sound system, and convenience options like Bluetooth and Mazda's keyless entry and start system.

The 2009 RX-8 will continue as the only mass-produced rotary-engined car on the market today.

Click the link below for high-resolution RX-8 images.

Who says diesels can't be fun? With the oil-burning R10 racer and R8 LeMans TDI concept under its belt, Audi seems to be saying otherwise. Further proof is the brand's new A3 TDI Clubsport Quattro concept, debuting later this month at an Austrian VW /Audi festival.

Built around the revamped 2009 A3 three-door, the TDI Clubsport Quattro blends the new car's styling with that of a DTM series racer. We see Audi's distinctive grille and LED running lamps up front, but the car looks almost race-ready. Already lowered by 1.3 inches, the Clubsport Quattro concept has a mean stance thanks to a widened track (1.3 inches in front; 1.8 inches out back), bolt-on fender flares and 20-inch alloy wheels. The interior isn't forgotten, either; custom racing buckets coddle front passengers, who also experience customized dash trim and leather padding.

But the heart of the TDI Clubsport Quattro lies with the diesel motor itself. Starting with the 2.0-liter direct-injection turbodiesel I-4 available in the European A3, A4 and TT, Audi revised the motor's induction, exhaust, and fuel injection systems to wring out more power. The result is a motor that cranks out 224 hp (112 hp per liter), and a walloping 332 lb-ft of torque at a miniscule 1750 rpm. That's an increase of 54 hp and 74 lb-ft over the production engine.

Predictably, power is transferred to all four wheels via the legendary Quattro all-wheel-drive system, channeled through a six-speed manual transmission. Along with rowing his or her own gears, the driver will be able to electronically dial in settings for the car's acceleration and suspension characteristics.

Audi says the car will reach 62 mph in 6.6 seconds and hit a top speed of 142 mph while meeting the upcoming 2010 Euro5 emission standards.

The Nissan Maxima was one of the original near-luxury cars, a fast and comfortable sedan that was a real standout, both visually and in its performance. But with the past couple redesigns, the Maxima's star dimmed. Even people within Nissan acknowledged that the car had lost its way.

Now comes an all-new 2009 Maxima, and Nissan is crowing that it's the return of the four-door sports car (that being the Maxima's 1990 tag line). While Nissan is to be credited for turning the Maxima around, this really does turn the clock all the way back to the Maxima's halcyon days.

The car is completely restyled, and the effort has been largely successful. The length has been trimmed by almost four inches, the wheelbase by about half that much. The track, however, is wider, a fact emphasized by the bulging fenders. The front overhang has been snipped, and what's there is further visually shortened by the angled off corners, which give the new Maxima the athletic look of a rear-wheel-drive car.

We had hoped the Maxima might in fact switch to rear-wheel drive (perhaps borrowing the Infiniti G35's excellent chassis), but alas, it was not to be. The Maxima rides on Nissan's D platform, which also underpins the Altima and the Murano.

Predictably, the reduced length and wheelbase shrinks the interior space, which, in a measure of pure volume, is now less than that of the Altima. Still, rear-seat space is okay for adults up to six feet tall, although toe room under the front seats is tight. The outgoing car's restrictive four-seat option, with a rear-seat center console, has been dropped and we can't say that we miss it. Nor do we miss the odd, undersized, front-to-back, fixed-glass moonroofs in the previous car. In their place is a conventional sunroof or, as an option, a two-piece full glass roof with an opening front section.

The Maxima's interior has received a much-needed, comprehensive upgrade, punctuated by a nice, fat-rimmed steering wheel. Other highs include deeply cushioned armrests, supple leather (an option), logical switches, and a nav screen interface lifted from Infiniti. Only the console and the lower door panels still appear designed to appeal to Nissan/Renault chairman Carlos Ghosn and his once-celebrated persona as "le cost cutter."

The Maxima might look convincingly like a rear-wheel-drive car from the outside, but it's a different story when you're sitting behind the wheel. The windshield slopes far away from the driver, in the manner of a classic cab-forward, front-wheel-drive sedan. More strangely, the hood sweeps up at the sides and has a bulge in the middle with a curved inset at the rear. This, combined with a deep dashboard with a swell that rises ahead of the driver, creates a view that's kind of like looking out over a roiling sea.

At least the Maxima's chassis is unlikely to induce seasickness. Riding on the available sport suspension (upgraded springs, dampers, and anti-roll bars), our test car was very buttoned-down, yet it absorbed bumps well. It did suffer a side-to-side rocking motion, which is a common pitfall of cars with stiff anti-roll bars. The upside is that the Maxima turns in with alacrity and doesn't plow straight ahead the way many big, front-wheel-drive sedans do. Ultimately, though, the Maxima is too big and heavy to be a back roads dancer.

The steering is now speed-sensitive, and it provides decent feel once you're up and rolling but too much assistance in low-speed maneuvering. You can certainly feel the torque (all 261 lb-ft of it) flowing to the front wheels, but the Maxima has manners enough to fight off its urge to go hunting around the lane when you stab the throttle.

Speaking of urge, Nissan's 3.5-liter V-6 provides plenty, as it's now fortified with an additional 35 horsepower, bringing the total to 290 hp. Nissan is unique among automakers in its dedication to the continuously variable transmission - it has replaced conventional automatics in most Nissan models with CVT - and the payoff is evident in the Maxima's standard Xtronic, which is the most sophisticated CVT we've ever driven. Our test car came with shift paddles (part of the sport package), which may seem absurd with a CVT, but they actually worked great, so convincingly does this transmission ape a geared automatic and so well-thought-out is its programming.

Unlike some paddle-shift gearboxes, the console shift lever doesn't have to be moved to the side (activating the Sport mode) before the paddles can be used. But if it is, the transmission will hold a paddle-actuated "downshift" indefinitely. If the lever is in D, the transmission will upshift and return to automatic operation a few moments after the driver paddles down to a lower ratio. Very smart. The only time this transmission acts like a CVT is when you floor the accelerator and hold it, which sends the revs to the top of the tach and keeps them there.

For all the CVT's cleverness, however, we couldn't help wishing for the option of a manual gearbox, a choice that went away in recent years and which, in our eyes, was one of the hallmarks of the four-door sports car back in the day. Despite a shapely new exterior and an improved cabin, the Maxima really has not returned to its golden youth, when it stood head and shoulders above other mid-sized offerings. The Maxima is a bigger, more powerful car now, and that has brought the limitations of its front driven wheels into sharper relief. At the same time, a whole field of competitors (including Nissan's own Altima) has grown up around the Maxima. The one-time obvious choice for those seeking a quick, comfortable, well-appointed sedan is once again a good choice, but it's just one good choice among many.

Did you hear? Gas is expensive now. So perhaps you're thinking of a smaller, more economical SUV. Ford picked the right time, then, to enhance the powertrains of its Escape SUV, which was reskinned last year.

The biggest changes are bestowed on the Escape's four-cylinder engine, with displacement growing from 2.3 to 2.5 liters. The revised engine puts out 171 hp (up from 153). The I-4 model now makes the sprint from 0 to 60 mph in 1.7 fewer seconds, which is comparable to the outgoing V-6 Escape. The I-4 will now be available on all Escape trim levels, adding a Limited model for those seeking a more luxurious trucklet that's still easy on gas.

The 3.0-liter V-6 was not forgotten in the upgrades. While its displacement stays the same, horsepower increases by a noticeable 40 hp for a total of 240. The newfound power comes courtesy of a higher compression ratio (10.3:1), as well as new cylinder heads, cams, injectors, pistons, and intake and exhaust manifolds.

Part of the fuel economy boost is due to a new six-speed automatic transmission, offered on both the four- and six-cylinder models (a five-speed manual is still standard on four-cylinder Escapes). With two more forward ratios than the outgoing automatic, Ford expects an increase of 1 mpg on all six-speed models, despite the increased power of both engines. A taller top gear is aimed at highway cruising and contributes to the better fuel economy, while more gear choice means less hunting on hills and when passing power is needed. We had the opportunity to drive '08 and '09 models back-to-back and can confirm that the extra ratios and horsepower are a big help to what used to be a sluggish little truck.

There are also some subtle changes that help the Escape go longer between fill-ups. The air dam below the front bumper has been extended downward, and rear tire spoilers have been added. Low-rolling-resistance tires contribute to lower fuel usage, as well as a quieter ride, though the noise reduction was difficult to detect on our rain-soaked drive.

Speaking of fuel economy, hybrid Escape models will also see some changes for 2009. The gasoline portion of the hybrid powertrain gets the new 2.5-liter engine using the Atkinson combustion cycle. Revised programming helps make the transition from engine to electric motor less perceptible to drivers. A new brake pedal sensor improves feel and minimizes the sensation when going from regenerative to conventional brakes. Ford has also added a Limited trim level to hybrid Escapes.

All Escape models receive some chassis tweaks for 2009. A rear stabilizer bar reduces body roll, and ride benefits from retuned dampers. The electric power steering system, added for 2008, has been recalibrated to provide better on-center feel and reduced low-speed effort.

Though the Escape's interior was overhauled in 2008, Ford snuck in a few more changes for '09. Soft material replaces hard plastic door inserts, and the newly recontoured seats use soy-based foam, like those already found in the Mustang. But the most interesting addition is Sirius Travel Link, which comes packaged with the optional navigation system. The service offers traffic, national weather (current conditions, five-day forecast, radar, ski reports), fuel prices (sorted by distance or price, with the option of adding them as a waypoint on a trip), sports scores, and movie listings. In addition to touchscreen control, these features can be accessed while driving with voice prompts like those used on Ford's SYNC system, which is also offered on the Escape.

The 2009 Escape goes on sale this June and its Mercury twin, the Mariner, will get the same upgrades. We will also see the new 2.5-liter four-cylinder engine and revised hybrid powertrain in the 2009 Ford Fusion and Mercury Milan, which will be Ford's first sedans with a hybrid option.

Inside a lower-level room of Hyundai America's Technical Center, Honda and Toyota parts are scattered everywhere.

Headlight assemblies sit on tables to the right. Closer to the wall are car frames - each individual section painted a different color.

And waiting for us outside this room is the reason Hyundai completely dissected an '08 Accord and '07 Camry - the refreshed 2009 Hyundai Sonata.

Benchmarking cars such as the Camry, Accord, and Nissan Altima, Hyundai inspected every inch of its mid-size competitors in an effort to give the Sonata some impressive mid-cycle enhancements. For 2009, the Sonata gets new headlights and taillights, a slightly revised fascia with a deeper grille, and several new color options.

Thanks to a more linear air intake path and standard five-speed automatic, the Sonata's fuel economy and power also receive a boost in both the 3.3-liter V-6 and 2.4-liter four-cylinder models (which now have 249 hp and 175 hp, respectively). However, its horsepower numbers still don't match the V-6 Accord or Camry, and the V-6 is only a bit more powerful than the one in the Ford Fusion (which has the least V-6 grunt in the mid-size class but partially makes amends by offering all-wheel-drive).

Finding the revised Sonata gains power and sips less fuel is welcome news, but perhaps more important is that Hyundai completely redesigned the car's aging interior for 2009.

Taking styling cues from its Veracruz SUV (which we have described as having a Lexus-like cabin), Hyundai gave the Sonata a new center console, audio and HVAC instrument panel, new door trim, and blue ambient lighting. Other interior upgrades include a minor seat angle adjustment and a new touch-screen and voice-activated navigation system that allows drivers to input a destination without taking their eyes off the road or stopping their vehicle (and it's a bargain at only $1250). Though the Sonata is shorter than the Camry and Accord, it has more interior volume. And at $26,345, a fully loaded version costs a few thousand dollars less than comparably equipped models of either Japanese competitor.

During test runs of two different V-6 Sonata models, we grew partial to the 3.3-liter Sonata SE (identified by a rear spoiler and five-spoke wheels), which feels less floaty than the Sonata Limited because of a recalibrated sport suspension. For longer trips, we'd probably take the Limited model with its intuitive navigation, iPod and USB connectivity, and more attractive interior (although some staffers prefer the SE's silver-accented dash).

However, if you do order the Sonata Limited, be prepared to sacrifice some of the SE's better steering feel for style.