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Buick revived the Roadmaster nameplate in 1991, the automaker tapped into nostalgia for the fullthrottle, road-hogging prowess of the original Roadinaster that Buick retired in 1958. But the '91 Roadmaster Estate Wagon's 5-liter, 170-hp V8 engine-small for a 4,400-pound vehicle only kindled a sentimental yeaming for the engine muscle of the original.

We applaud Buick's decision to put a more powerful engine into the '94 Roadmaster Estate Wagon, giving this venerate nameplate the punch it deserves: Its 5.7-liter, 260-hp V8 engine, in a 4,572-pound wagon, evoked memories of cruising the main drag in dad's big 1960 Olds right after he had the bands tightened.

Our test wagon carried a base MSRP of $25,599 and had a $2,144 option package that included air conditioning, electronic climate and cruise control, heated outside mirrors, six-way power seats with armrests, programmable door locks, remote keyless entry, a cassette player and other amenities. Additional option items such as leather/vinyl front seat, a leather-wrapped steering wheel and the trailer-towing package brought the MSRP to $29,468.

Walkaround

The styling of the Estate Wagon is definitely a throwback to the hefty land cruisers that predated the 1973 energy crisis. Simultaneously elegant, functional and substantive, this is the vehicle you would buy if you owned a ranch or a construction company.

The slanted, wind-deflecting front hood and dramatically angled windshield of our Dark Cherry Metallic test vehicle revealed the extent of Buick's aerodynamic impulses: The roof-support pillars blended in with the front doors, which yielded a cleaner line and visual continuity. The sunroof was so expansive, it looked like it belonged on a railroad observation car. The luggage rack was solid but compact.

Another nod to bygone days was the copious amount of chrome that adomed the Estate Wagon-from the beefy bumpers and assertive side moldings to the ubiquitous door trim and inset door handles. One area of compromise, however, was the front grille, which was chrome-colored plastic.

Popping the hood was relatively easy, but when it was up, the tops of the headlights were exposed to allow an unimpeded view of the headlight wiring and other innards. Perhaps this access facilitates repair work, but a vehicle so well-appointed cries out for cosmetic headlight covers. The Inside Story

Entry into our Estate Wagon's cavernous front-seat area was aided by conveniently mounted leather straps that helped us close the wide doors. Easing into the wagon's plush leather/vinyl seats was akin to settling into a favorite leather chair. The six-way power seats could be operated even after the key was removed from the ignition.

Befitting such a comfort-oriented layout, all of the necessary power assists were ergonomically displayed on the driver's-door armrest-sparing the knuckle-scraping annoyance of reaching under the seat for such switches.

The analog-numbered dashboard was easy to read. We also appreciated the armrest-mounted lights that, when the doors were open at night, illuminated the ground below and alerted oncoming traffic to our open doors.

The pullout ashtray/coin tray/ cupholder unit jiggled a bit much for our taste, with about 3/4-inch of play. The cupholder in particular was so unsteady that had we tried to secure a cup of coffee there, we were sure we would have ended up with a puddle of hot liquid on the carpet.

The leather-rich seating was roomy enough for six adults. Even though Buick says the Roadmaster will carry eight, the rear-facing third seat is probably best reserved for kids.) Both the third and second seats folded down, providing 92.4 cubic feet of cargo space. The tailgate could open two different ways: down, to enable easy loading of large and heavy objects, or to the side like a car door for easy passenger entry and exit.

The Estate Wagon's child-safety lock ensured that the rear hatch could be opened only from the outside-an inconvenience if the rear seat was occupied by impatient adults, but a potential lifesaver if the aft occupants were curious children.

Interior Features

Entry into our Estate Wagon's cavernous front-seat area was aided by conveniently mounted leather straps that helped us close the wide doors. Easing into the wagon's plush leather/vinyl seats was akin to settling into a favorite leather chair. The six-way power seats could be operated even after the key was removed from the ignition.

Befitting such a comfort-oriented layout, all of the necessary power assists were ergonomically displayed on the driver's-door armrest-sparing the knuckle-scraping annoyance of reaching under the seat for such switches.

The analog-numbered dashboard was easy to read. We also appreciated the armrest-mounted lights that, when the doors were open at night, illuminated the ground below and alerted oncoming traffic to our open doors.

The pullout ashtray/coin tray/ cupholder unit jiggled a bit much for our taste, with about 3/4-inch of play. The cupholder in particular was so unsteady that had we tried to secure a cup of coffee there, we were sure we would have ended up with a puddle of hot liquid on the carpet.

The leather-rich seating was roomy enough for six adults. Even though Buick says the Roadmaster will carry eight, the rear-facing third seat is probably best reserved for kids.) Both the third and second seats folded down, providing 92.4 cubic feet of cargo space. The tailgate could open two different ways: down, to enable easy loading of large and heavy objects, or to the side like a car door for easy passenger entry and exit.

The Estate Wagon's child-safety lock ensured that the rear hatch could be opened only from the outside-an inconvenience if the rear seat was occupied by impatient adults, but a potential lifesaver if the aft occupants were curious children.

Driving Impressions

Aside from its power improvement over earlier versions, the modified engine features a new power-train control module that opens the fuel injectos sequentially to smooth out the idle and beef up performance. The result was a thrust-happy but luxurious ride, with acceleration comparable to a 250-pound linebacker who runs the 100-yard dash in 10 seconds.

When we hit the expressway, the Estate Wagon zoomed from 50 to 70 mph with velvety ease and still felt as though it had much more to give. Although the speedometer topped out at 120 mph, we felt this beast could hit a lot higher with minimal strain.

The Estate Wagon's standard heavy-duty suspension had us floating, even at high speeds. When we took a big S curve at 40 mph, the suspension grabbed the road confidently. Our test model had the optional, and highly recommended, limited-slip differential. At only $100, it delivered extra traction on icy roads.

New for '94 was the variable-assist steering previously available only on the Roadmaster Sedan. We darted in and out of traffic at 45 mph using only fingertip pressure, while at higher speeds, the steering tightened up accordingly. And just one finger was needed for a parallel-parking maneuver, during which the wagon's expansive windows afforded superior visibility.

Hitting the brakes while traveling at 65 mph, we could feel the weight, torque and engine muscle, but we also felt confident that the standard antilock brakes were more than capable of bringing this massive vehicle to a controlled stop.

Summary

The Buick Roadmaster Estate Wagon is a big, comfy throwback to the days when wagons were wagons, when gasoline was 35 cents a gallon and when carmakers didn't let a little thing like gas mileage keep them from bulking up a vehicle with generous amounts of chrome and weight. That's not to say the Roadmaster is a gas hog. For a wagon, the mileage is a respectable 17 mph in the city and 25 mph on the highway.

Stylish and well-appointed, the Roadmaster Estate Wagon will be a pleasure to drive, especially for everyone who remembers those carefree, energy-rich days.

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One thing most car buyers know is that the Buick Division of General Motors makes big, comfortable sedans.

Buick may not be on the cutting edge of the auto industry, but it usually builds cars with the solid handsomeness that mature, more conservative buyers seem to find attractive. This year's LeSabre Limited is no exception.

Buick's sales leader underwent substantial restyling two years ago, and there are just a few additional changes this year. One welcome new feature, standard on both the Custom and the more expensive Limited models, is a passenger-side air bag.

The LeSabre is classified as a full-size sedan and shares the competitive arena with the Ford Crown Victoria, Mercury Grand Marquis, Chrysler Concorde and Dodge Intrepid.

Both the LeSabre Custom and Limited are fron-twheel drive, four-door sedans with 3.8-liter V6 engines that produce 170 hp at 4,800 rpm and 225 pound-feet of torque at 3,200 rpm. Independent front and rear suspension and anti-lock power front disc and rear drum brakes are standard.

Our test vehicle was the LeSabre Limited, finished in an attractive Light Blue Metallic. Standard equipment included electronically controlled four-speed automatic transmission, dual air bags, air conditioning, a power antenna, cruise control, power windows and door locks, an AM/FM stereo with a cassette player and four speakers, and, among other standard safety features, security locks to prevent kids from opening doors.

Our test car was equipped with an option package that included leather seats, 16-inch aluminum wheels, a CD player, six-way power passenger seat and the Gran Touring suspension. Last but certainly not least, our LeSabre had a dual automatic climate control system that made it possible to customize temperatures for both the driver and front passengers feature that may have strong appeal for twosomes who fail to agree on a common temperature.

The total price of our vehicle, including options and destination charges, was $27,146.

Walkaround

The LeSabre does not indulge in dramatic styling statements; on the contrary, styling is very straightforward. There is a hint of the old Jaguar in the hood and grill presentation, but that is a design to which we are all accustomed by now. More LeSabre-like is the protective chrome and hard-rubber beltline that encircles the automobile. On the sides, it provides a more than adequate shield against other doors in a parking lot. In the front and rear, it is substantial enough to form the fascia of the bumpers.

Because of its clean, unencumbered design, there's not much doubt that this car is aerodynamically sound. The large door handles do stick out, but that is what we've come to expect from a Buick. On most cars, handles are recessed and hidden in the door. On the LeSabre, they stick right out, as if to announce there will be no nonsense involved in getting into this car.

The trunk offers a substantial 17.1 cubic feet of space with easy access at bumper level, and it's deep enough so that luggage can stand upright. A trunk net is a nice option to keep cargo from being tossed around. The trunk's interior was finished with a molded felt-like material that we wished was more substantial.

Large, attractive reverse lights and taillights span the rear of the car, split in the middle for the license plate holder.

One nice feature that has come to be expected on upscale full-size sedans such as the LeSabre is the electronic remote that allows owners to unlock the car doors, open the trunk or turn on the interior lights from approximately 30 feet away.

Interior Features

The LeSabre will seat six as honestly as any car that bills itself as a six-passenger sedan, but the front and rear seats in our test vehicle were bucket-shaped. Four passengers would be very comfortable traveling coast-to-coast. However, shorter trips to lunch or to the golf course would be as far as we would want to go with six.

The analog instruments have traditional black backgrounds with white numerals-very neat and easily visible. Controls on the driver's left armrest operate the power windows, six-way seat and outside mirrors. The dash curves deftly into the front door panels and contains headlamp and emergency blinker controls as well as heat and air vents.

Cruise control and wiper controls are set in the turn-signal stalk to the left of the steering column, an arrangement present in all GM vehicles and one we've come to dislike because it is cumbersome.

The sound system, including AM/FM radio and, in our option package, a CD player, are on the right of the instrument cluster, as are the controls for heat and air conditioning. All are within reach, have large controls and are easy to operate.

The LeSabre is a roomy, comfortable car. A tall person will find plenty of headroom even with the driver's seat raised to full height. A console storage bin between the front seats provides ample room for CDs, tapes and coins. The visors have vanity mirrors with adjustable lighting and double extensions-one to swing to the side and one to fold down. The height of the three-point seat belt is adjustable. Map or reading lights are available to front- and back-seat passengers. Visibility was good all around, except that through the rearview mirror we couldn't see precisely where the trunk ended. Our driver had to learn to make that judgment.

Driving Impressions

We found the LeSabre's independent front and rear suspension system, supplemented by automatic level control and optional variable-effort power steering, provided sure control and a stable ride in various driving situations. Our LeSabre carried us over an unpaved road, quietly leveling out the bumps. In city traffic, it maneuvered smartly with the firmness of a sportier car. At highway speeds, we cruised smoothly, very much in control, appreciating the quietness of the ride even when encountering potholes in a construction area. The low center of gravity and automatic level control, part of the Gran Touring suspension package, resulted in stable cornering and sure handling with no noticeable roll.

The 3.8-liter V6 engine produced adequate power with excellent acceleration, both from a standing start and when passing. Gear transition was very quiet, very smooth.

The anti-lock brake system was sure and earned our confidence after repeated testing at both low and high speeds.

Summary

There are few new bells and whistles on the 1994 Buick LeSabre - dual air bags and an improved traction control system top the short list. However, we weren't disappointed with the lack of change; the LeSabre, in all its glory, is still a satisfying and comfortable family car.

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Japanese import vehicles have been called many things over the years-high-quality, well-engineered, fuel-efficient. One adjective that hasn't been used very often, though, is luxurious.

The Acura Vigor is certainly a vehicle striven to change that perception, combining many of the best elements of a sports coupe and a touring sedan.

In our test vehicle, a 1994 Acura Vigor GS four-door sedan, we found an ambitious and innovative attempt to improve the import sedan in terms of ride, elegance and Performance. For an MSRP of $28,827, our Vigor GS delivered all the power assists, conveniences and safety measures we've come to expect in a luxury midsize sedan, including an AM/FM stereo with cassette and CD players, air conditioning, a lush leather interior and dual air bags-all standard.

It also boasted a number of technical marvels, most notably a five-cylinder, 2.5-liter, 20-valve power plant delivering a level of performance that competing four-cylinder import sedans would be hard-pressed to match.

Unfortunately, the Vigor GS doesn't reach the upper echelon of luxury sedans because its interior is too small, inches short of what its prime competitors are offering

Walkaround

Our exterior tour of the Vigor GS met our expectations for a flawless fit-and-finish, in legendary Japanese tradition. However, we found little in its styling to suggest a kinship to earlier, smaller Japanese imports.

Finished in a deep Sherwood Green Pearl with a nicely contrasting tan interior, our test vehicle was devoid of any inconsistencies in paint quality or deviations in seam width or color match between the metal and vinyl components. Dramatically flared front and rear fenders, a slinky aerodynamic profile and slightly upswept rear fenders put the Vigor GS at the head of the class in the sports sedan school of styling.

In front, a rather diminutive black grille showcased the Acura logo and was framed by a thin ribbon of chrome. Broad, four-section headlight assemblies covered in clear, impact resistant plastic occupied more than 60 percent of the front end. Above, there was a sloping, sculpted hood that, taken together with the grille shape, reminded us of a Mercedes-Benz treatment.

In profile, a black vinyl splash guard/rocker panel molding added to this vehicle's sport sedan image. All these styling touches set the Vigor GS apart from its competitors, such as the slab-sided European offerings and the rounded, cookie-cutter domestic sedans.

A wide, protective side molding traveled from the front fender well to the rear well and matched the car's body color perfectly. Oversized side-view mirrors and recessed door handles also matched the body color.

The rear fenders and upswept trunk lid highlighted the rear styling treatment. Oversized red and white tail-lamp assemblies wrapped around the rear fenders. Molding identical to that on the side of the car protected the body-colored vinyl bumper; this molding encased the bumper and extended to the back of the rear wheel wells, giving the trim a uniform look.

Acura seems to be proud of its identity-as well as the Vigor nameplate-and hopes its owners will share that pride. A large Acura "A" appears on the middle of the trunk lid with the corporate name to the left and "Vigor" spelled out in prominent chrome below that. Even the distinctively spoked alloy wheels bear the Acura logo. Viewed from any angle, there's no mistaking who makes this seda.

Interior Features

Well-organized and elegant are terms that come to mind when describing the interior of this fully equipped sedan. Visible through the thickly padded steering wheel was a nicely arranged instrument panel containing the speedometer, tachometer, fuel and temperature gauges-all with white needles and graphics against a black back round for maximum legibility. These readouts were accompanied by a host of warning lights.

The positioning of other controls and features revealed Acura's quest for easy access and superb ornization. Large power window and door lock buttons were situated on a near vertical portion of the driver's armrest. The center panel housing the eight-speaker stereo system and the air-conditioning controls was slightly angled away from the driver for better legibility and easier access.

We were pleased to discover a thick rubber seal between our car's roof and its doors-just one of the many painstaking measures Acura stylists have taken with the Vigor GS to isolate its occupants from outside elements and road noise.

Elegant and comfortable but far too snug was our overall impression of the interior scheme. Wood grain accents and luxurious leather seats made this an eye-pleasing car. The four-way power driver's bucket seat featured adjustable lumbar support for maximum comfort.p> Our big complaint was that all these creature comforts were crowded into an interior that lacked a few inches here and there. This was particularly true for rear seat passengers, whose legroom was definitely restricted by the front seatbacks. We think the reason for the cramped interior lies in the positioning of the Vigor GS's rear wheels. Unlike Chrysler's LH sedans, the GS's wheels are positioned well forward; although this gives the car an unusually large trunk, it noticeably reduces interior space.

Driving Impressions

Particularly when compared with earlier, smaller, Japanese imports, the Vigor GS would fulfill any buyer's wish list in terms of ride, handling, sound isolation and performance. None of those old four-cylinder jobs would be able to match the response we unleashed from the Vigor GS's five-cylinder, 20-valve, 176-hp engine. Our test vehicle ripped from 0 to 60 mph just as a true sports sedan should. When it accelerated from 60 to 90 mph in fifth gear, the Vigor GS eclipsed our highway passing requirements by a comfortable margin.

Shifting was smooth and effortless with the five-speed manual transmission. Even cruising at low speeds through a parking lot was fun thanks to the inclusion of a wide-range second gear. Cornering and maneuvering were quick and stable with the Vigor GS's sophisticated, double-wishbone, four-wheel independent suspension smoothing things out.

Wind, engine and road noise didn't penetrate the interior of our test vehicle at any speed. And bumps, jolts and road shock were all but nonexistent during our two days of testing—and we traveled on some rough, broken-down city streets and hilly freeways.

Summary

Team Acura accomplished one important part of their mission with the Vigor GS sedan: They've given owners of older, smaller imports a responsive, elegant and comfortable step up to a midsize sedan.

Acura also created a marvel of technical sophistication with the Vigor GS and filled it with thoughtful extra touches, such as a tiny visor over the rearview mirror to reduce headlight glare. However, this car fell inches short of becoming one of our favorite midsize sedans because of its elegant but way-too-snug interior.

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Audi has redesigned the TT for the 2008 model year. Audi's goal in the redesign was to make a bigger sports car with better handling characteristics. We think they succeeded. The new car is wider and longer than last year's model for more comfort yet it feels light and tossable.

The 2008 Audi TT will appeal to true sports car enthusiasts and weekend cruisers alike. Handling is crisp and steering is direct. With the standard 17-inch tires, the ride is quite compliant for a sports car, but it can be busy and bumpy with the available 18s and 19s. The interior is top-notch Audi. Tight panel gaps and soft-touch materials abound. The new, bigger TT is more accommodating to larger drivers than most of the other sports cars in this class. Both engine choices offer brisk performance, and the 2.0T is easy on gas.

The new Audi TT comes in a range of body styles, with engine and transmission options, and available all-wheel drive. You can choose anything from an affordable, high-mileage hatchback with plenty of cargo capacity to a more-powerful, high-end two-seat roadster with unique interior appointments. Watch your options, though, because pricing can run high. No matter what TT you choose, you'll be sure to have fun behind the wheel.

The TT is once again offered as a two-seat roadster or 2+2 coupe. Each is available with front-wheel drive or quattro all-wheel drive. Both body styles are 5.4 inches longer and 3.1 inches wider than the previous TT, which was last offered in 2006. The wheelbase has grown as well, up 1.8 inches to 97.2, but the weight is down more than 150 pounds, thanks to the extensive use of aluminum. V6 and turbocharged four-cylinder engines return, but the four-cylinder is a 2.0-liter instead of a 1.8.

Both the coupe and roadster are offered as front-wheel-drive 2.0T and all-wheel-drive 3.2 quattro models. The 2.0T models have a 2.0-liter turbocharged four-cylinder engine that makes 200 horsepower between 5100 and 6000 rpm and 207 pound-feet of torque from 1800 rpm to 5000 rpm. The 3.2 quattros use a 3.2-liter V6 that produces 250 horsepower at 6300 rpm and 236 pound-feet of torque from 2500 to 3000 rpm.

The 2.0T has EPA fuel economy ratings of 22 mpg city and 29 highway for the roadster and 23/31 for the coupe. EPA ratings for the 3.2 quattros are 17/24 for roadsters and 18/24 for coupes. Audi recommends premium fuel for both engines.

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To View Acura Extended Warranty Coverages and Pricing For:

• Acura MDX Extended Warranty
• Acura RD Extended Warranty
• Acura TL Extended Warranty
• Acura RL Extended Warranty
• Acura TSX Extended Warranty
• Acura CL Extended Warranty
• Acura NSX Extended Warranty

Visit: http://www.ServiceContractsDirect.com

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