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      Tested: 2002 Mercedes-Benz ML500

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      From the February 2002 issue of Car and Driver.
      As mid-cycle product updates go, this one’s a peach. Mercedes slipped a bigger V-8 into the ML430 sport-ute and called it the ML500. This second-quickest Benz ute climbs farther up the performance ladder, closer to the pavement-eating ML55 AMG.

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      By increasing the engine’s bore just 0.27 inch, the 24-valve V-8 now displaces 302 cubic inches and has 20 more horsepower (288 at 5600 rpm) and 37 more pound-feet of torque (325 at 2700 rpm) than last year’s 4.3-liter mill. Once spanked at the drag strip by the sportier BMW X5 4.4i, the ML500 now finishes first, scampering to 60 mph in a definitely untrucklike 6.7 seconds, 0.2 second quicker than the Bimmer.
      Keep the throttle pinned and let the throaty 90-degree V-8 ratchet through the five-speed automatic transmission, and the big Benz doesn’t stop pulling, further widening the gap with the BMW sport-ute. At 100 mph, the Benz is 1.8 seconds ahead, reaching the century mark in 18.6 seconds.
      That amount of zip makes you forget you’re hauling around 4869 pounds. The wide, flat torque curve (peak torque occurs from 2700 to 4250 rpm) provides prompt throttle response, and the tranny makes nearly transparent shifts.
      But when you have to turn, it’s back to Physics 101. This powerful specimen is still a truck, and its tires howl and its heavy body lists as it generates 0.75 g of grip. Still, that’s a 0.02-g improvement over that of last year’s model, thanks to the single running-gear change–17-inch wheels and tires replace last year’s 16-inchers. Mercedes, however, didn’t see fit to change the ML’s standard electronic stability program (ESP). When activated, it puts an end to any spin, but putting the dash-mounted ESP switch in the off position disables only the engine cutoff function and leaves the brakes to curtail slides. This Benz avoids even slight slides at all costs, and it’s like having the fun police continually on call.
      We doubt many potential ML owners will fret over an aggressive anti-skid system, however. They’ll pay more attention to the revised bodywork and interior.
      Both the ML320 and the ML500 have new front and rear bumpers, taillights, clear headlight lenses, and those 17-inch wheels. The changes are subtle but easily identified. Other than badges, the only exterior differences between the ML500 and ML320 are the ML500’s wider tires (275/55VR-17 versus 255/60SR-17) and chrome strips on the ML500’s tailgate and door handles. The ML55 AMG’s exterior is unchanged.
      Inside, this ML now has curtain airbags in addition to the front and side airbags, burled-walnut trim around the center console, and rotary climate-control switches. A navigation system is a $1700 option on the ML320 and standard on the two upper-end models. Absent are steering-wheel-mounted radio controls, which would be appreciated because operating the dash-mounted radio and navigation system requires an uncomfortable stretch. The new climate controls, however, look smart and are easy to use.
      The rest of the car is standard-issue Benz M-class. You sit high, thronelike, and the hood slopes away dramatically, providing excellent forward visibility. The full-time four-wheel-drive system is always on call, and the electronic traction-control system acts like a limited-slip device. A standard hill-descent system automatically creeps the ML down hills when a dash-mounted button is pressed.
      But this Benz is no hard-core off-roader. On road, it feels more sedan than truck, more family hauler than sports car. BMW’s X5 4.4i clearly trumps it in on-road handling (our long-term X5 4.4 towed a race car to the track and was then used for demonstration hot laps there, a feat we wouldn’t enjoy in the softer and duller Benz), but the Mercedes does offer far greater cargo space and optional third-row seating. With just the middle seats up, the Benz has 35 cubic feet of space compared with the X5’s 24. And the ML500 is less expensive–$45,615 to the BMW X5 4.4i’s base price of $50,045.
      But wait, the plot thickens. With 288 horsepower, the ML500 outhorses the 2001 X5 4.4 by six. For 2002, BMW added 8 hp, so it has a scant two more than the Benz. With Chevy surrendering the Ford Mustang/Chevy Camaro performance race later this year, could these two V-8 utes be the ones to take their place?

      Specifications

      SPECIFICATIONS
      2002 Mercedes-Benz ML500
      VEHICLE TYPE front engine, four-wheel-drive, 5-passenger, 5-door wagon
      BASE PRICE $45,615 (base price: $45,615)
      ENGINE TYPE SOHC 24-valve V-8, aluminum block and heads, Bosch Motronic ME2.8 engine-control system with port fuel injectionDisplacement: 302 cu in, 4945ccPower (SAE net): 288 bhp @ 5600 rpmTorque (SAE net): 325 lb-ft @ 2700 rpm
      TRANSMISSION 5-speed automatic with lockup torque converter
      DIMENSIONSWheelbase: 111.0 inLength: 182.6 inCurb weight: 4869 lb
      C/D TEST RESULTSZero to 60 mph: 6.7 secZero to 100 mph: 18.6 secStreet start, 5-60 mph: 7.1 secStanding ¼-mile: 15.3 sec @ 92 mphTop speed (drag limited): 135 mphBraking, 70-0 mph 183 ftRoadholding, 300-ft-dia skidpad: 0.75 g
      FUEL ECONOMYEPA city driving: 14 mpgC/D observed: 15

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      Tested: 2003 Infiniti G35 Coupe

      by

      From the January 2003 issue of Car and Driver.
      The first time Infiniti glued its Mt. Fuji-peak badge on a two-door was 13 years ago. The M30 was a four-year-old Nissan Leopard, rousted from the home market and hastily decorated with Infiniti tinsel to help fill out the new brand’s product line. Parked in the shadow of the fabulous Q45, the rectangular M30 made it painfully obvious where Nissan spent its product budget for Infiniti.

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      If John Adams were alive today, he might say, “One useless man is a disgrace, two are a law firm, and three or more are Nissan’s product-planning department.” The company pretty much fumbled its way through the high times of the past decade, succeeding the M30 and Q45 with a raft of eminently forgettable Infinitis while luxury competitors ate its lunch.
      Not so this time.
      The G35 coupe is the most appealing article to slide down the Infiniti chute since the original Q. Its hunky body hugs the earth and looks swish enough never to be confused with the four-door G35. It seats its patrons in comfort and supplies steaming performance, thanks to a few potent ingots of aluminum. Under the hood is the big 3.5-liter V-6 making its 280 horsepower, and down in the wheel wells the various control arms and links of the elaborate suspension reach for the pavement.
      Nissan’s product planners deserve credit for their moment of inspiration. A few years ago they decided to split the sports-car duties of the company’s sophisticated rear-drive FM chassis, which also underpins the G35 sedan. Whereas the old 300ZX came as both a two-seater and an elongated (and somewhat ungainly-looking) two-plus-two, Nissan decided to split the Z variants between its mainstream and upscale brands.

      View Photos

      Infiniti

      Exhibit A is the comparo-winning Nissan 350Z (“Hot Tin Roofs,” December, 2002) that features bucket seats for two on a 104.3-inch wheelbase. Exhibit B is the G35 two-door with slightly softer springs and four seats planted between axles that ride 112.2 inches apart.

      Highs: Buffed and buff body, a suspension that eats twisty roads, seats could be a centerfold for American Chiropractor.

      Note that this is also the wheelbase of the G35 sedan, a car that distinguished itself in a comparison test in October, 2002, (“Waiting for a Bimmer Beater”) by having the longest wheelbase of the group by more than four inches. In Holland, G35s would be put to work spanning canals.
      All that acreage between the wheels should bode ill for the coupe’s handling, especially since the example pictured here, at 3485 pounds, totes 122 more pounds than the recently tested and similarly equipped 350Z Touring from December; and especially considering that the G35 sedan was knocked for nervous oversteer that made turning off the electronic skid control on a public road a certified health threat.
      But whether because of the meatier 18-inch rubber that is standard on the six-speed coupe or a relocated center of gravity (or both), the G35 coupe remains unflappably stable and neutrally balanced. Indeed, the coupe turned in a scorching 0.90-g run on the skidpad, the highest number by 0.02 g we have recorded for the entire G35/Z family. The wheel is a precise scalpel and the turn-in aggressive, and the body remains level and composed through the corners.

      View Photos

      Infiniti

      At track speeds, the fun fades in the turns not because of tail wagging but owing to progressive front-end scrubbing. As with the Z, the G hits understeer at the border of its performance envelope, but it won’t intrude on your daily enjoyment of the car’s spry footwork unless you view your morning commute as a time trial.
      Even if it does, the clear vista forward from behind the wheel makes it easy to bayonet the G35’s snout precisely into corners. The gauges are low and, unlike the Z’s, corralled into a single binnacle that moves with the tilting column. If orange is your favorite color—it isn’t around here—you’ll love the otherwise plain dials.
      Rectilinear shapes and machined-metal accents, the industrial mayonnaise of the Z cockpit, are spread on less thickly in the G. Traditional rubber pedal pads, for example, stand in for the Z’s drilled aluminum shoe stops.

      View Photos

      Infiniti

      The coupe’s interior is an identical copy of the sedan’s, right down to the arresting mix of buttons. There are big black plastic jobs on the door panels, small metal kernels on the steering wheel, and modern double-size squares on the center column. The seat controls next to your inboard thigh are something else altogether, and the dash mixes up smooth surfaces with ones with elephant-skin texture and ones with polka-dot perforations. Nissan has become the company where no idea goes to waste.
      The G’s yards of textured black plastic and the matte silver center stack proclaim “luxury car!” and only whisper “on the cheap.” The door panels are as plain as the plains. The center console substitutes a true armrest with seat-heater buttons. The digital display up top that resembles a mail slot is thin on information. One nice bonus: All G35s get an in-dash, six-disc CD changer plus a tape deck for bookworms.

      Lows: Not so nice noise and vibration, interior mixes up its messages.

      The G’s seats greet their visitors with hospitality and make friends with all. One editor pronounced them the best thing this side of a Recaro. The forward buckets are big enough to support the lower legs, the seatbacks concave enough to counter sideways gravity in the corners. The pedals, the wheel, and the fungus-shaped shifter sit in close, accessible orbit, the latter being a precise but somewhat imperfect tool in that it gives the forearm a workout with overly heavy detents. Honda’s secret recipe for a perfect shifter remains, well, a secret.
      Two adults of female size can fit comfortably into the rear, but headroom is definitely wanting for six-footers. Perhaps more amazingly, two golf bags will squeeze into the G35’s eight-cubic-foot trunk. Don’t believe it? There’s a small placard thoughtfully pasted to the trunk liner to show how it’s done.
      The arching chassis brace that annoyingly bisects the Z’s hatchback trunk is present in the G, but because the G is not a hatchback and is 12.6 inches longer than the Z, the brace resides deep in the trunk under the parcel shelf. Z owners will need more than a spatula to fit two golf bags; they’ll need a crowbar.

      View Photos

      Infiniti

      The brace contributes to the G’s relative indifference to bumps and frost heaves. Impact energy still finds its way through the taut structure, especially since road-surface changes are being telegraphed nearly verbatim by the robust 45-series Michelin rubber around the wheels. But the cockpit is isolated and the ride compliant enough to polish off the harsh edges.
      More vibrations come through the pedals and shifter from the six coffee cans up front. As in all the G- and Z-cars fitted with Nissan’s VQ DOHC 24-valve 3.5-liter V-6, the engine makes trucklike torque at low revs and trucklike sound and vibrations at high revs. The river of sine waves through the cabin and the rasp of the exhaust make going to the redline in the G less intoxicating than in, say, an Acura 3.2CL Type-S or a BMW 330Ci, two alternative selections in the duo-door class with vastly superior sound signatures (“Hobson’s Choice,” July 2002).
      In straight performance numbers, the G35 keeps the pace. The G35’s 6.0-second 0-to-60-mph dash and 14.6 quarter-mile are within a 10th or two of the Type-S and 330Ci (and about a half-second down on the Z Track), even if the aural experience is lacking. The G35’s combination of Brembo calipers and 12.8-inch front rotors needs only 157 feet to convert 70 mph of kinetic energy into heat, seven fewer than the 350Z Track and fewer than both of the previously cited coupe competitors.

      View Photos

      Infiniti

      Okay, the Acura pulls off its performance with 20 less horsepower and front-wheel drive, but it’s styled to win snooze competitions. The BMW has better moves, lighter controls, and more fluid power delivery, but buyers have to walk at least another eight thousand steps into their bank account for a similarly equipped 330Ci.
      Of the FM offshoots we’ve tried so far, none won the near-universal approval enjoyed by the G35 coupe. Perhaps that’s because the G35, positioned as a luxury touring car, seems a more honest sales pitch than the go-for-it 350Z, considering the limits of the engine and chassis. No doubt it has something to do with the fact that few of the G35 sedan’s foibles manifested themselves here.

      The Verdict: In some ways a better Z than the Z.

      And unlike a few other sedan-based coupes out there, the G35 offers more than just two fewer doors and a boosted price. Infiniti is awakening. Who says 13 is an unlucky number?
      Counterpoint
      There will come a time during the ownership of a 350Z when one fantasizes about hauling more than a single passenger and enjoying luggage capacity beyond that of a toothbrush and a pair of Speedos. At that point one might wish he or she had opted for the 350’s larger and more elegant brother, the Infiniti G35 coupe. This is one tasty machine, a legitimate two-plus-two with accommodations for a duet of rear-seat travelers and ample trunk space for weekend jaunts. Heavier by 122 pounds and down by seven horsepower against the Z, this is not so much a sports car but rather a captivating grand tourer that ranks with the best in the world. —Brock Yates
      This coupe’s low-roof shape, tapering to a high tail, really does it for me, same as the fastback Kellison GT did back when I was sketching cars in study hall. It had a low forehead and gun-slit side windows, perfect for Bonneville or for lurking in any of the small Iowa towns I might drive to. I showed my dad a picture of it once. There was a long pause. Expecting admiration, I leaned forward to hear every nuance. His verdict came down in one word: “Preposterous.” Years later, when “bad” is good and “sick” is extra cool, I think this Infiniti coupe is perfectly preposterous. Make mine black. I’m way behind in my lurking. —Patrick Bedard
      I’m starting to see 350Zs roaming the streets of L.A., and the design is not growing on me as I thought it would. Reason enough to buy an Infiniti G35 coupe instead. It’s a great-looking car with a just-about-perfect stance, and it flaunts elegant contours. So it’s 7 hp down on the Z-car; big deal, there’s enough power to have fun with, and the slightly longer wheelbase helps avoid the dreaded freeway hop with which the 350Z is amply endowed. And then there’s the back seat. At six foot five, I contend that only gnomes can sit back there, but the space is great for briefcases and jackets. The final point in the argument? Infiniti dealers. Case closed. —Barry Winfield

      Specifications

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      2009 Audi Q7 V12 TDI Diesel First Drive

      by

      Some folks are writing off the diesel. The future, they say, lies in electric vehicles, with hybrids as the transitional technology. Diesel fuel is expensive, they continue, and there is the further popular conception that diesels are not “clean.” In reality, a diesel typically shaves 30 percent off fuel consumption, and diesel fuel savings are even more substantial at high speeds. New technologies make burning diesel as clean as—if not cleaner than—gasoline combustion.

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      It is true that the European market for diesels is still huge, but for most companies and consumers, diesel is a means to achieve fuel efficiency, not fun. There is, however, one company where diesel enthusiasm still reigns: Audi. Allow us to offer as proof Audi’s twin-turbocharged V-12 TDI, packaged into the unabashedly large Q7 SUV. Think of it as Audi’s unconventional response to the Mercedes-Benz ML63 AMG and Porsche Cayenne Turbo S—the latter of which sits on the same platform as the Q7—as well as upcoming M versions of the BMW X5 and X6. In fact, the Q7 V-12 TDI was developed by Audi’s Quattro GmbH high-performance division, and Audi even considered officially dubbing it an RS model.
      A diesel-powered Audi RS? The company decided against it so as not to limit this SUV’s appeal, but we wouldn’t have objected. The straight-line performance of the Q7 V-12 TDI is impressive. From 1750 through 3250 rpm (the redline is a low 4500 rpm, typical for a diesel), it delivers an earth-melting 738 pound-feet of torque. The long, flat ceiling of the torque curve suggests that more would easily have been possible, were it not for concerns about the transmission’s durability. Even so, this Q7 uses a strengthened six-speed ZF HP32—the biggest, strongest unit available on the market. Power for the diesel is rated at a flat 500 horsepower.

      View Photos

      A Quick, Angry-Sounding Beast
      On the road, few cars can keep up. Audi says the 0-to-62-mph sprint takes 5.5 seconds, and—more impressive—112 mph is achieved in 15.7 seconds. These figures, which we haven’t verified with test equipment, seem absolutely credible. Power is instantly available. Push the throttle, and you get treated to an evil growl as the Q7 lurches forward. We were surprised at the elevated sound level. Audi wants it that way, though, and in fact, it’s almost completely designed into the exhaust system. The 6.0-liter V-12 works smoothly and quietly otherwise.

      Tested: 2009 Audi Q7 3.0 TDI Diesel

      At 155 mph, a governor kicks in. The theoretical top speed is 171 mph in standard configuration, and 176 mph would be possible with minor tweaks. But the cutoff is fine with us, since it is part of a voluntary agreement by the German auto industry that has thus far helped to keep the autobahn unfettered by an overall speed limit. After all, we prefer a real 155 mph to a theoretical 176.
      This 6.0-liter V-12 is completely new, but it shares components with Audi’s family of V-6, V-8, and V-10 engines. Audi wants you to believe this engine is derived from that of the Le Mans–winning R10 TDI race car, but there are few commonalities besides the high-pressure common-rail injection system.
      Less Hippo, More Tutu
      Despite this SUV’s considerable heft—5700-plus pounds—it feels light and agile. The steering setup is more direct than in other Q7 models, and the adaptive air suspension can be dialed into a dynamic setting that pushes the capabilities beyond typical-SUV territory. In this setting, body roll is almost nonexistent. As for the Quattro all-wheel-drive system, the power distribution is flexible, but the standard setting is 40 percent front and 60 percent rear.

      View Photos

      Roadholding is further improved by the Q7’s huge rubber; 20-inch wheels are standard, 21-inchers are optional. Audi engineers have lapped the Nürburgring Nordschleife in as little as 8 minutes 50 seconds, a hugely impressive performance for a large, top-heavy SUV. Of course, this means off-roading is off-limits; with this SUV’s footwear, you’d probably need to get towed off wet grass.
      Stopping power from the standard carbon-ceramic brakes is exceptional, and we were not able to produce any fade, despite a considerable amount of high-speed braking during autobahn stints. The carbon discs measure 16.5 inches in the front and 14.8 out back.
      Audi Refinement Inside, Big Presence Outside
      The interior shows Audi’s trademark attention to detail. Our test car was decidedly sporty, with carbon-fiber appliqués and a dark, cold color scheme. There is no loss of room for people or cargo over more pedestrian Q7s, meaning space is abundant.

      View Photos

      It’s fine to show off your choice of a V-12 diesel with a badge on the rear, but first you need more plebeian vehicles to move out of the way, and Audi has made sure the Q7 V-12 TDI does not stay unnoticed in rearview mirrors. Large air intakes and two strips of LED daytime running lights are unique to this version of the Q7. More subtle modifications to the rest of the exterior include vertical chrome strips in the front grille, RS-type aluminum mirror covers, wider fenders, and a restyled rear bumper with two large exhaust tips.
      This SUV isn’t exactly politically correct, but you’ll smile every time you fill it up. Fuel consumption in the European cycle is rated at 21 mpg, a figure that is entirely realistic. On a particularly challenging stretch with repeated top-speed charges, we averaged about 13 mpg. Not great, but a figure that is hard to reach in any high-powered SUV with a gasoline engine, even if driven moderately.
      Audi is considering further applications. There is a running prototype of an R8 equipped with this engine, and the next-generation A8 is another likely candidate. It could also fit into the Porsche Cayenne, but we vividly remember the pointed tongue lashings Porsche CEO Wendelin Wiedeking has given diesel power in recent years. We suspect, too, that Audi wants to keep this technology for itself.
      At the equivalent of about $185,000, this is the most expensive Audi currently offered, even slightly topping the long-wheelbase A8 W-12 that, admittedly, has less power. The U.S. won’t get the Q7 V-12 TDI for now (commence lower-lip trembling, American diesel fans), but Audi executives aren’t shutting the door entirely. Should we buy a lot of Q7s fitted with the 3.0-liter V-6 TDI, they might reconsider.
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      2021 Mercedes-AMG E53 Cabriolet Delivers Both Speed and Grace

      by

      The hierarchical nature of model positioning means it is easy to view the 2021 Mercedes-AMG E53 as less desirable than the AMG 63 S sitting above it in the E-class range. Yet, such a judgement is unfair. The considerable talents of AMG’s gently electrified six-cylinder give it a different character than the range-topping V-8 but one that’s almost as equally compelling. In those variants where both powerplants are offered, it is entirely justified to prefer the smaller engine on grounds other than sheer parsimony. With the stylish E-class cabriolet, however, the point is moot. The AMG E53 is where the convertible tops out.

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      Some will bemoan AMG’s continued refusal to combine the sonorous muscularity of its twin-turbo 4.0-liter V-8 with the cabriolet body. But the electrically assisted 3.0-liter inline-six of the AMG E53 proves almost perfectly suited to the car’s laid-back driving manners. A mid-term facelift for 2021 hasn’t wrought any significant mechanical revisions—power and torque figures remain unchanged—but it has brought more toys and revised styling to the range-topping cabriolet.

      View Photos

      Mercedes-AMG

      As with the E-class sedan and wagon, the cabriolet and closely related coupe get a heavily revised front end with new headlights and a radiator grille apparently inspired by the W194 300SL racer that won the Carrera Panamericana in 1952. Narrowed at the top and wider at the bottom, this is effectively an inverse of the pre-facelift grille and one that we think better suits the car. Changes at the rear end have been more limited, the E-class cabriolet (and its coupe counterpart) getting taillights with new internal elements. As before, the AMG E53 gets quad exhaust pipes beneath the rear bumper. The lesser E450 makes do with slightly squashed-looking dual exhaust tips.
      More obvious changes are evident in the cabin, which remains spacious and extremely well-finished but which has migrated to the latest version of Mercedes’s MBUX infotainment system. This is certainly crisper looking than the old setup and adds high-tech features like augmented-reality navigation, which superimposes direction-pointing arrows onto a live video feed when approaching intersections, but we found the system lacking in intuitive smarts and sometimes complicated to operate. Mercedes also gave the E53 a new four-spoke steering wheel to provide real estate for a proliferation of touch-sensitive controls, many of which replicate functions still served by surviving pre-facelift buttons. Buyers will doubtless get used to the complexity—or shortcut it with the smart “Hey, Mercedes” voice assistant—but we are increasingly nostalgic for the recent past when Benz’s user interface was both simple and intuitive.

      View Photos

      Mercedes-AMG

      Beyond mild ergonomic niggles, the rest of the driving experience impresses all the way. The E53 powertrain continues to use a very clever 3.0-liter inline-six that has both a conventional exhaust-driven turbocharger and an electrically powered 48-volt compressor that adds boost at lower engine revs. The six is paired with a substantial integrated starter-generator that, although it can’t power the car by itself, is able to add up to 21 horsepower and 184 pound-feet of torque to the combustion engine’s output of 429 horsepower and 384 pound-feet. (The lesser E450 uses the same engine and starter-generator but lacks the e-turbo.)
      The powertrain’s complexity remains effectively invisible. All the E53 driver will experience is the combination of effortless low-rev muscle—with a total absence of detectable lag—and an impressively bristly top end. No, the six-cylinder can’t match either the firepower or theatrics of the E63 S, but it is still able to deliver forceful acceleration when unleashed. The last E53 coupe that we tested blasted its way from zero to 60 mph in just 4.1 seconds, and we expect about the same for the slightly heavier cabriolet. Only at high speeds does the E53 start to feel anything less than blisteringly quick. On a stretch of limit-free German autobahn on our test route, the rate of acceleration fell away above an indicated 125 mph, a speed at which the E63 S sedan kept pulling at a barely diminished rate. While obviously lacking a V-8 soundtrack, the E53 makes some impressively muscular noises under hard use, with the Sport and Sport Plus modes allowing for some pops and crackles on upshifts and when the accelerator is lifted at higher revs.

      View Photos

      Mercedes-AMG

      The punchier dynamic modes sharpen the rest of the E53 driving experience, too, although not one turns it into a true sports car. Air springs and adaptive dampers are firmed up in the more aggressive settings but not sufficiently to corrupt the cabriolet’s ride. Nor does the body control feel wayward in Comfort mode, the cabrio’s 4600-pound mass kept in check over the roughest surfaces we could find. The weight is more obvious when asking the car to change direction quickly, and with the cabriolet’s roof stowed we did notice slight evidence of the car’s weakened structure, the rearview mirror vibrating slightly over certain road surfaces. The cabriolet’s steering delivers crisp cornering response, although little natural feel passes beyond the generous power assistance. Traction from the quick-acting 4Matic all-wheel-drive system is impeccable on dry pavement. It takes an unsympathetic level of abuse to persuade the E53 to relinquish any rear-end grip.

      View Photos

      Mercedes-AMG

      The E53’s hybrid powerplant remains almost perfectly suited to the cabriolet’s dynamic demeanor—rapid but relaxed, adding character without dominating the experience. Even cruising at speed with the roof folded, the E-class cabrio’s cabin is impressively free of drafts or buffeting. The Airscarf system directs hot air to the top of the seats, making it possible to enjoy top-down driving in conditions that would be too chilly for most convertibles. The nine-speed automatic gearbox is also smoother at lower speeds than on V-8-powered models, where AMG replaces the torque converter with a wet-clutch pack.
      Luxurious cabriolets have been part of Mercedes’s offerings in the United States for as long as the brand has been selling cars here, but that might not be the case for much longer. We know that the future of all the brand’s cabrios (and conventional coupes) are under review in the face of sliding sales. Losing a car like this would be a huge shame. The E53 continues to feel like a high point for both its brand and its wider genre.

      Specifications

      Specifications
      2021 Mercedes-AMG E53 Cabriolet
      VEHICLE TYPE front-engine, all-wheel-drive, 4-passenger, 2-door convertible
      BASE PRICE $83,900
      POWERTRAIN turbocharged, supercharged, and intercooled DOHC 3.0-liter inline-6, 429 hp, 384 lb-ft + AC motor, 21 hp 184 lb-ft; combined output, 429 hp, 384 lb-ft; 0.9-kWh lithium-ion battery pack
      TRANSMISSION 9-speed automatic
      DIMENSIONS Wheelbase: 113.1 inLength: 190.6 inWidth: 73.1 inHeight: 56.2 inPassenger volume: 90 ft3Trunk volume: 10 ft3Curb weight (C/D est): 4600 lb
      PERFORMANCE (C/D EST) 60 mph: 4.1 sec100 mph: 10.2 sec1/4 mile: 12.6 secTop speed: 130 mph
      EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 23/20/26 mpg

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      The 10 Best 8-Inch Subwoofers to Buy 2020

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      A subwoofer is a pretty simple device. It’s got a cone, some copper and a big magnet. How you arrange, package, and design those parts, though, leads to hundreds of options. Choosing the right one can be a time-consuming mess of numbers and brands claiming to be the best. To combat that, we put together some tools to get you thumping asap.

      Advantages of an 8″ Subwoofer
      There are many advantages to the very approachable 8″ subwoofer. They represent a great first step in an audio upgrade.
      First of all, 8″ subs often fit into factory systems. If your car came with a sub, it’s probably an 8-inch cone. Second of all, they offer the least expensive way to get into the world of sweet, sweet bass. You don’t need a huge amp to drive them, and you don’t need giant, expensive enclosures.
      How to Choose an 8″ Sub for Your Car
      First up is this quick buying guide. We’ll hit all the key things you need to know. Afterward, we will hit you with our recommendations, so you don’t have to slog through pages of garbage. At the end, after the list, is a ton of information about subwoofers. It’s there just in case you want to know about the nitty-gritty or talk shop with the bass king at your cars and coffee.
      Type of Subwoofer
      The first thing we need to cover is the type of sub you want to buy. It is pretty general, so don’t worry about knowing about ohms, resistance, or RMS just yet. You just need to know where the sub is going to fit into your audio system design.
      There are three main types, four if you include non-aftermarket options. You can dive into the fourth and learn more about each at the bottom here if you want.
      Component Subwoofers: Component Subwoofers are just speakers all by themselves. You will need a place to mount them, an amp to power them, and all the wiring to tie them in.
      Enclosed Subwoofers: Enclosed subwoofers come in their own enclosure. That’s really convenient if you already have an amp and have space to work with.
      Powered Subwoofers: Powered subwoofers, or ‘all-in-ones,’ come with an amp and an enclosure. A powered sub takes all the thinking out of it. Run some wires to it and boom, done.
      Power Rating
      Speakers have three primary measurements: the peak wattage, the RMS wattage, and the resistance.
      Peak vs. RMS
      Peak wattage is how fast you can run a mile. RMS wattage is how fast you can run a marathon. Advertisers like to show you the peak power because it’s a big number. It’s really not very important since running a speaker at peak will destroy it quickly. For more on the numbers, head down the page here.
      Resistance
      On a speaker, you’ll usually see a funny little omega symbol like this: Ω. That’s the ohms. Most car audio equipment is 2-ohm or 4-ohm, but some subwoofers can be as low as 1-ohm. Ohms affect sound clarity, with lower ohms producing lower-quality sound.
      Matching Your Amp to Your Subwoofer
      Amps will have an RMS rated at multiple ohms. Just make sure that you match both. If you don’t, you’ll have problems. Let’s say you hook a speaker rated to 200w RMS at 4ohms to an amp putting out 200w RMS at 2ohms. You’ll actually be feeding your speaker twice the energy it’s rated for, and it will blow up.
      Hoffman’s Iron Law
      The last piece of the puzzle for getting the best sub for your car is choosing the speaker’s style. Since this guide is only about 8″ subs, that makes it a lot easier. There is still a lot of variation, though, and there is no best answer. There is only the best answer for your situation and what you are willing to sacrifice. To determine that we have the awesome sounding Hoffman’s Iron Law of Speaker Building. It’s the easiest way to compare different speakers.
      Hoffman’s Iron Law says that you can only choose two of the following:
      Excellent Sound Quality: We go over variations in sound quality here, but it’s mostly expressed in the frequency range. The lower the optimized frequency, the better the bass will sound. Typically you want less than 50hz at the bare minimum.
      High Efficiency: A sub is more efficient if it can get loud and produce good quality using less energy. In a practical sense, this is tied to cost. The more power you need, the more money you will have to shell out.
      Compact Size: Most people need a sub that fits into a confined space, so you have to balance that against the other categories. Since the diameter of every 8″ speaker is 8″, like the name implies, we’ll focus on enclosure size. A bigger enclosure means more volume and clarity.
      Naturally, if you want considerable volume for cheap, you will need something gigantic or something that doesn’t sound great. If you need something tiny, you will either be sacrificing sound quality or spending a ton of mullah. You can read more about it more in-depth at the bottom here.

      Top 10 Best 8-Inch Subwoofers 2020
      1. Best Overall 8-inch Subwoofer: Rockville SS8P Powered Under Seat 8″

      View on Amazon
      Why we like it: The Rockville SS8P is the best plug-and-play bass boost your sound system can get.
      Editor’s Rating:

      Sound Quality
      The sound of the Rockville SS8P is fine: it’s not going to distort easily, but you will not be getting the lowest lows or best volume. You will also be missing some fullness because the enclosure is so shallow. That being said, it’s not for specific purposes: it’s designed to be a great all-rounder.
      Efficiency
      It’s inexpensive, runs off 100 watts RMS, and allows for high-level inputs. You won’t be selling a kidney to afford to run this unit. The downside is that you’re capped at 100 watts. It’s enough to fill out a factory system, but not to produce eye-watering bass.
      Size
      It’s not the smallest complete setup on this list, (that honor goes to the Recoil SL1708) but it’s close. You won’t have any problem finding a place to install it.
      Verdict
      The Rockville is an all-in-one, and it’s designed to be incredibly easy to install. That’s really cool. It means that anyone can get set up with a good hit of bass. They choose to focus on keeping it compact and efficient, which is also cool. Unfortunately, thanks to Hoffman, we know that means you won’t be getting top of the line sound quality or volume. If you want a little more volume in a system that’s still very easy to install, check out this MTX sub on our list.

      Pros
      Incredibly convenient, you don’t need an amp or enclosure
      Inexpensive
      Works with any system
      Enclosure is durable and well built

      Cons
      Low volume
      Not very much control over the sound profile

      2. Best Budget 8-inch Sub: Boss Audio CXX8

      View on Amazon
      Why we like it: Boss is the leader of budget audio, and the CXX8 8″ sub shows us why.
      Editor’s Rating:

      Sound Quality
      The CXX8 is optimized for 49hz, which is just about the bare minimum for a subwoofer to be acceptable. The materials are cheap too, which means it’s more prone to distortion.
      Efficiency
      With a 600 watt peak, you can drive this little sub using just about every amp on the market. It’s cheap and can run off of cheap amps, like the ones manufacturer Boss is famous for.
      Size
      This sub will fit into just about any medium-sized enclosure and thrive. It’s 4″ deep, so it’s not as shallow as others like the JBL, but it’s also not a monster that needs an entire kitchen cabinet to function.
      Verdict
      With the CXX8, you’re sacrificing some volume and quality for a small sub that costs pennies. If you really need the ultimate in quality from an 8″ sub, you can spend a grand easy to set up some of the powerhouses on this list. Otherwise, clean out your couch and grab one of these. It is a perfect first step into the car audio world.

      Pros
      Inexpensive
      High wattage rating for the price
      Very durable

      Cons
      Sound quality could be better
      Wire connection points are weak

      3. Best Premium 8-inch Subwoofer: Skar Audio ZVX-8

      View on Amazon
      Why we like it: With the Skar ZVX-8 you’ll get 15″ sub sound out of an 8″ sub.
      Editor’s Rating:

      Sound Quality
      Ultra low-frequency response, high-quality materials, and dual voice coils make this the best sounding subwoofer on this list. You will get some distortion at high volume when you drop below 30hz, but everything is relative. For a tiny 8″ sub, that little distortion is really amazing.
      Efficiency
      You won’t find any efficiency here. This sub is rated to 900 watts RMS. It needs more power than every powered sub on this list hooked together, and there’s nothing cheap about that.
      Size
      The speaker sits at nearly 8″ deep. It’s a big unit for being so small in diameter. Still, because of the ultra high-power, you can get away with a relatively small enclosure.
      Verdict
      Skar is a big player in the bass world; they know how to make an audiophile smile. Unlike most 8″ subwoofers, the ZVX sacrifices your wallet instead of sound quality or volume. The only way to get louder and higher quality from a sub is to step out of the 8″ world.
      You will need an amp that has enough power to drive this sub, and you will need to build a custom enclosure. If you don’t need that quality, save some money and look at this much more reasonable Skar.

      Pros
      Can handle massive amounts of power
      Dual voice gives you tons of wiring options
      Punches way above its size in volume and clarity

      Cons
      Expensive
      Needs a serious amplifier

      4. Best Sound Quality: MTX Audio RT8PT

      View on Amazon
      Why we like it: The MTX RT8PT is small enough to fit in the trunk without sacrificing frequency response.
      Editor’s Rating:

      Sound Quality
      The MTX RT8PT is probably the best sounding powered sub on this list. MTX really focused on building a product that is simple to work with, and that doesn’t sacrifice frequency response.
      Efficiency
      It’s more expensive and uses more power than the Rockville, but it’s not bad. There’s nothing to complain about for a unit that comes with its own amp, enclosure and can be driven by any head unit.
      Size
      It’s squarely medium-sized. It won’t fit under your seat, and you won’t be able to hide in a factory cut out. It’s not too big, though, not like the Skar enclosed speakers on the list. There are just more compact options.
      Verdict
      The MTX is probably the closest you can get to a compromise on all of Hoffman’s metrics. It’s medium-sized, medium quality, and has a decent efficiency rating. Unlike the Rockville or the Recoil, it doesn’t go all-in on saving space. Unlike some of the higher power options like the Boss, it doesn’t go all-in to get the most volume out of a small speaker. It just tries to stay right in the center of everything.
      If you do decide to go with the MTX, get an 8″ grate for the front. They did a great job making a beautiful carpeted enclosure. Unfortunately, they left the front of the speaker exposed to the elements. Spend the few extra dollars to protect it from loose objects bouncing around your trunk.

      Pros
      Very easy to install
      Provides great volume for the size
      Enclosure is carpeted, designed well and sturdy

      Cons
      Not as compact as other all in ones
      The speaker is very exposed and can be damaged if not protected

      5. Best Compact 8″ Component Sub: JBL Stage810

      View on Amazon
      Why we like it: The JBL Stage810 has a slim profile so you’ll have no problem fitting it into your build.
      Editor’s Rating:

      Sound Quality
      With a range of 38-200hz, there’s not much to complain about. It’s not going to distort easily, and JBL is pretty well known for making great sounding audio equipment.
      Efficiency
      Don’t let the 800 watts on the box fool you, the JBL is only rated to 200 watts RMS. That puts it nicely in the range of most five-channel amps, and means it’s a great compromise between shelling out a ton of cash for a dedicated monoblock and the horrors of a factory sound system.
      Size
      It’s a bit chunkier than the Boss, but you can still get great results with a medium enclosure or factory location. We think it provides a good return on power and quality against its small size.
      Verdict
      The JBL is a great compromise between the low sound quality of the Boss and the crushing price of the Skar ZVX. It’s very middle of the road, afraid to take it too far in any direction. It’s not the cheapest thing, it’s not the most compact, and it’s not the best sounding, but it’s hard to go wrong for the price. If you take audio seriously but are just getting into the custom system world, this is a great sub to grow with.

      Pros
      Great frequency response for the size
      JBL Sound Quality is top-notch
      Does not need much space

      Cons
      More expensive than similarly built subs
      Max wattage is misleading

      6. Best Low Power 8-inch Sub: Skar Audio IX-8 D2

      View on Amazon
      Why we like it: If you don’t have a big amp but still want crystal clear bass, the Skar IX has you covered.
      Editor’s Rating:

      Sound Quality
      Skar is at it again with the lowest lows on the list at 30hz. That’s amazing for an 8″ sub. Unfortunately, it’s rated for so little power that it will distort much faster than its bigger brother, the ZVX.
      Efficiency
      This amp is almost efficient enough to be used with a factory head unit. It has an RMS of 150 watts at 2-ohms, so you won’t need much to get that ultra-clear bass you want. Just don’t expect any kind of volume.
      Size
      The speaker itself is small. It’s short and compact, but you will want a bigger enclosure to take advantage of the frequency range and lack of volume, and you’ll have to buy or construct it yourself.
      Verdict
      The Skar IX-8 is all about the sound quality at low power. You will have to engineer a good enclosure to take advantage of that quality. The low power keeps everything in budget and offers a really approachable project, though. If you want to learn about cabinet building and get the most out of that project, this Skar is for you.
      If you don’t want to learn about cabinet building, you can head to this area on the list and learn about Skar’s pre-built enclosures. There’s no shame in wanting to save time and let the engineers figure it out for you.

      Pros
      Great quality for the price
      Dual voice coils mean tons of wiring options
      Inexpensive

      Cons
      Power rating is low
      Needs a custom enclosure

      7. Best Weatherproof 8″ Sub: Kicker CompRT

      View on Amazon
      Why we like it: The Kicker CompRT can be placed anywhere. It’s shallow, well built, and weatherproof.
      Editor’s Rating:

      Sound Quality
      The sound quality is decent. You can tell they tried their best to keep the lows low and clean while keeping the materials resistant and shallow. For your average rock and roll outing, it’s fine. If you plan on doing a thesis level analysis of Beethoven, stick with any of the Skar offerings on this list.
      Efficiency
      The Kicker Dual Shallow has a 600 watt peak and a very reasonable 300 watt RMS. That’s very middle of the range for 8″ subs, so if you want a compromise between using an inexpensive amp while still getting some good volume, this is a good choice.
      Size
      Size is where the Kicker shines. It’s very compact and shallow, and because it’s got decent power, it can still thump in a very confined space. It’s easy to install into just about anything. That includes boats, since this sub is rated for outdoor use.
      Verdict
      When you first look at this sub, you might run away at the sight of the price. Yes, it’s a very compact sub with some great power numbers, but so is the Boss on the list for less than a quarter of the price.
      Two things set it apart and make it worth the price tag. First, it’s made of high-quality materials and can handle a higher load for longer periods than the Boss. Don’t get us wrong, Boss is an excellent company, but Kicker is a more serious player. Second, it’s weatherproof. You can install it on your Harley, or in your Jeep, or on your boat, and not give it a second thought as you blast tunes through the countryside when it’s pouring rain.

      Pros
      Weatherproof
      Very compact design
      Higher powered than other slim speakers

      Cons
      The waterproof design hurts sound clarity
      Expensive

      8. Most Features: Kicker 11HS8

      View on Amazon
      Why we like it: The Kicker 11HS8 is an easy to install plug and play system that has tons of options for dialing in the perfect sound.
      Editor’s Rating:

      Sound Quality
      The Kicker Hideaway doesn’t have the lowest frequency response, and it’s likely to distort at volume. However, it shines in one area: how much control you have over the sound. Unlike other powered subwoofers that focus on being simple, the Kicker 11HS8 is crammed full of features like adjustable low pass filters and phase canceling. That way, you can tweak the sound to your heart’s content.
      Efficiency
      Even though it has a little more power than other compact powered subs, it’s still a little on the wimpy side, especially when you consider that it costs twice as much as the Rockville. It can feel like you are paying double the money for bass that still won’t rattle your windows.
      Size
      Like the name implies, you can hide this sub just about anywhere. It’s only a little bigger than the Rockville. but still a lot smaller than the MTX, so you get a good compromise between the two.
      Verdict
      Let’s be honest here, this is just a higher quality, marginally louder and slightly better-sounding alternative to the Rockville SS8P. It has the same qualities and drawbacks: not the best sound, okay power and great size. If you are looking for something that’s just a step up from the average compact powered sub, Kicker has you covered. It’s still incredibly easy to install and convenient.
      Though, the truth is that if you are willing to put in the elbow grease, you will get a better system sourcing all the parts individually and building your own box. If you don’t see yourself placing a high value on the convenience of the 11HS8, there’s a Skar 8″ component sub on the list waiting for you.

      Pros
      Very easy to install
      Lots of features make it easy to dial in different sounds
      High volume for the size

      Cons
      Expensive compared to other all in ones
      Bigger than other all in ones

      9. Best Dual Enclosed 8-inch Subs: Skar Audio Dual 1400w

      View on Amazon
      Why we like it: The Skar Audio Dual is a pre-built cabinet that has so much bass it can practically break windows.
      Editor’s Rating:

      Sound Quality
      With two high quality 30hz 8″ subs installed into an engineered enclosure, you will be getting the best sound quality that an 8″ sub can offer. The dual speaker design overcomes most of the pitfalls of a small speaker giving you mad volume without distortion.
      Efficiency
      It takes a ton of power to drive two subs, even if they are small. The speakers are 350 watts RMS each; even one alone takes a hefty amp to run. Together they have a 1400 watt peak. That’s getting into competition territory.
      Size
      When we talk about the enclosure’s size for the Skar SDR, there are two things you have to keep in mind. First, compared to a 15″ sub, it is still really tiny. The box is barely 15″ deep. Second, they are cramming two speakers into the box. That being said, this thing is two feet long, a foot and a half tall and a little over a foot deep. You are going to need a big trunk or cargo area to take advantage of a subwoofer enclosure of this size.
      Verdict
      It’s pretty easy to see that staying compact is not a priority with the Skar SDR-2. If you have the space, you’re getting a professionally engineered box with two high-quality subs ready to go. Just hook it up to your amp and blow the doors off.
      If you are looking at the size and power requirements and thinking you could stand to scale it back slightly, the MTX we recommend might suit you better. It costs less, takes up less space, and isn’t quite as in your face. On the other hand, if the SDR-2 just doesn’t look like it’s crazy enough, Skar has you covered with the SDR-3 found over here on Amazon. No one will question your priorities when they have three tiny subs loosening their teeth.

      Pros
      Huge power rating
      Enclosure is very well built
      Comes with 2 subs for full sound

      Cons
      Takes up a lot of space
      Needs a big amp to power it

      10. The Most Compact 8-inch Powered Sub: Recoil SL1708

      View on Amazon
      Why we like it: The Recoil SL1708 is only ten inches in diameter and three inches tall. It still somehow cranks out 120 watts RMS.
      Editor’s Rating:

      Sound Quality
      The 40-150hz range on this sub will give you okay lows, but you’ll notice that it really kills the traditional bass range’s upper frequency. That’s fine if you gravitate towards hip hop or other percussion-heavy music, but might leave you wanting more if you are into rock or metal.
      Efficiency
      The Recoil is cheap. Unfortunately, even though the box says 120 watts RMS, you won’t get the volume of other compact powered amps. It doesn’t have the heat dispersion to run at high watts for long, and the built-in amp is an older style class a/b amplifier that isn’t as efficient as the Rockville’s.
      Size
      If the sound isn’t amazing and it’s not very efficient, it’s got to be incredibly small, right? Yes. Yes, it is. It’s just under 10″ in diameter and only stands 3″ tall. The entire unit, including amp, wires, and enclosure, is smaller than some of the individual speakers on this list. That’s insane.
      Verdict
      With the Recoil, it’s all about size. It’s loud enough; you will still get bass that can compete with the rest of your sound system at reasonable volumes. The quality is good enough, you probably won’t be turning it up loud enough to hear the distortion. You can hide it anywhere and install it wherever you want. If you want to have fun watching your friends freak out because they can’t tell where the bass is coming from, here’s a powered sub for you.

      Pros
      Ultra-compact
      Inexpensive
      Uniquely designed

      Cons
      No much control over the sound
      Low volume

      Everything You Need to Know About Subwoofers
      Here is the in-depth scoop on the topics from the quick guide, plus a few that weren’t.
      The Four Types of Subwoofers to Buy
      We said earlier that you really only need to concern yourself with the first three. That’s because the fourth could be several thousand pages of catalog space all on its own. These four categories will cover just about any style you can find in the wild.
      Component Subwoofers
      A speaker by itself is called a component speaker, since it’s one part of the system. It’s cheaper to buy them alone like this, especially with budget options like this Boss we recommend, but you’ll have to be more hands-on to install them. You’ll also need to do your own math to match the amp to the woofer.
      The biggest advantage of buying a sub as an individual component is that you have full control over everything. Do you want to build in half a yacht’s worth of airspace? Go for it. Want to power it with a small fusion reactor? No problem, just make sure your wires are thick enough.
      Enclosed Subwoofers
      Subwoofers from the manufacturer in their own enclosure get you on the path towards bass town a lot faster than buying just the component. The engineers who built it already did the work to research, design, and tune the enclosure for you; all you need is an amp. Sub boxes like this two-speaker unit on our list by Skar will set you up to burst your eardrums fast.
      The only issue is that enclosed subs tend to just be generic boxes that you have to fit into your car. That’s not an issue if you are willing to sacrifice all your trunk space or kick your passengers out. It can be annoying if you want to do something a bit more tasteful than having a big box rattling around in the back, though.
      Powered Subwoofers
      A powered sub is everything you need in one box. The amp is already attached, the box is already built, the speaker is already wired in. One of the advantages to a powered sub is that they can be ultra-compact, like this Rockville on the recommendation list. It can slide right under your seat and deliver sweet bass for no effort.
      If you want any control over any of the components, though, then you are out of luck. You can’t add a bigger amp for more power, you can’t build a bigger box for more volume, and you can’t switch out the speaker for more depth. The price of convenience is steep sometimes.
      Car Specific Subwoofers
      This is the fourth category we told you not to worry about, and that’s because these subs are meant for a certain make and model. If your car isn’t that make or model, then they won’t fit.
      Some cars have subs from the factory. If they do, then you can buy an upgrade for the factory system. Manufacturers may also make special enclosures that fit perfectly into your vehicle. Unfortunately, there are thousands of makes and models on the road. If you are looking for a specific factory sub for your car, you are better off looking at forums tailored to your car or speaking with your car dealer. If you’re not tied to a factory option, any of the subs on this list could work for you.
      Watts, Ohms and Coils
      When you talk about power in the audio world, you are talking about wattage. Watts themselves are a product of voltage and amperage, and they make a good unit for measuring energy. The higher the wattage, the more energy a device uses. In speaker terms, the higher the wattage, the more likely you are to lose your hearing. Easy enough.
      The only problem is that manufacturers like to show you big numbers to make it seem better than it is. To get a feel for what a subwoofer can really do, you have to consider peak watts, RMS watts, resistance, and the number and size of the voice coils.
      Peak Wattage
      The peak wattage is the number they will shown first when measuring subwoofer power. The peak wattage is the maximum amount of power you can send to the speaker before it self-destructs. You don’t really ever want to hit the peak. The speaker won’t blow up right away, but it will definitely distort and sound like garbage. Plus, a lot of companies sort of, well, downright lie about the peak wattage.
      Companies use absolutely perfect conditions in unrealistic temperatures to calculate the peak number. These lab numbers can be next to useless in the real world. Generally, cheaper subs like the Boss on the recommendation list will only tell you the peak numbers and hope you don’t look too close. That doesn’t mean they are bad. It just means you have to do a bit of digging or use this guide to give you the rundown.
      RMS
      RMS stands for Root Mean Square. While calculating this number is quite complex, a practical explanation is that RMS represents how much energy a speaker can put out over long periods. It’s a much more useful rating in the real world than the peak wattage.
      The problem is that manufacturers will still fudge it so that the number is higher on the box. Even though a subwoofer might technically be rated to 150 watts RMS, the construction and wiring might mean it doesn’t sound as nice at that power level. That can lead to scenarios where a sub might stay louder than others despite a lower power rating. We have an excellent example in the recommendation section. The Rockville powered sub can get more volume out of 100w than the Recoil powered sub can get out of 120 watts.
      Resistance
      Resistance is measured in ohms which are represented by the omega (Ω) symbol. Lower resistance means more power, but higher distortion. Usually, people don’t prioritize sound clarity when it comes to bass, which is why subs usually sit at 2 ohm or even 1 ohm. People who really value sound quality will want to stick to speakers designed for it like the heavyweight Skar on the recommended section.
      When it comes to comparing audio components, resistance is pretty straightforward. A speaker with 200 watts at 2 ohms will be louder than a speaker with 200 watts at 4 ohms. Sometimes manufacturers are really good at offering different resistances and configurations, like Skar, a company that’s particularly consistent with their product quality.
      Sometimes manufacturers don’t even want to tell you what the resistance is. The JBL we recommend, for instance, seems to not want you to know that it’s a 4-ohm sub and not a more conventional 2-ohm sub, because that means it will be quieter than a 2 ohm. It’s not a bad sub by any means, but it illustrates that the numbers are never to be taken individually.
      Voice Coils
      Voice coils are the windings of copper that make up the heart of a speaker. The length, width, and size of wire all contribute to the sound quality and how much power they can handle. In general, and this is very, very simplified, a bigger voice coil can utilize more power and give you more bass. You can dive down a bottomless rabbit hole on this web page, but bigger is better for our purposes.
      A component speaker with a larger coil like the Skar IX we recommend sounds better than the Boss, even though they have similar ratings and are the same diameter. The trade-off is that the Skar costs more and needs more room to install because like Hoffman’s Law points out: everything is a trade-off against something else.
      Dual Coil Vs. Single Coil
      A dual coil sub has more wiring and output options than a single coil. They don’t sound different, and it isn’t necessarily better to have a dual coil. You just have more room to play with wattage and resistance.
      To see it better, look at the JBL on the list. It’s a single coil sub, it only has one set of posts. Take a good look at the Skar IX and you’ll see two separate sets. That means you can wire them up for 4 ohms, or wire multiple speakers in parallel.
      Upgrading Your Sound System
      A subwoofer by itself does wonders for a sound system, but it takes a lot more than an 8-inch sub to have a truly top-of-the line setup. Consider adding in the following products for a commercial-grade speaker system.
      Car Stereo: Along with a new sub or driver, a car stereo is one of the best bang-for-your buck items when working on upgrading your sound system. Whether you’re just looking to move up from a tape deck or you want to add Bluetooth capability and a whole host of other features, a custom, inexpensive car stereo can make a big difference.
      Sound Deadening Mats: While some cars need sound deadening mats more than others, annoying rattles and out-of-place engine noises take a lot of joy out of blasting music in your ride. sound-deadening mats can go along the way if you have an older car. Check out a list of our favorites here.
      Speakers: Subs, drivers, woofers, speakers, and more, there are many factors that play into a speaker setup. Check out our list on some of the best general speaker setups on the market.
      Sound Quality
      It’s always hard to talk about sound quality because it can be really subjective. Some people love ultra-clear bass that punches through the rest of a song, while others like the warmer mid-range centric tones you might find in classic rock. It’s safe to say that you want to give good volume to low notes without distortion when it comes to subwoofers. Sound quality is a combination of things. Primarily, the materials the sub is built from, the style and shape of the parts, and its construction quality.
      Materials
      There’s a lot of thought that goes into what type of stuff a speaker is built from. The considerations include the price, the durability, and the sound they can produce. Like with all things, it’s all about trade-offs. More responsive materials are less durable. To be durable and responsive, you need to spend a lot. It’s sort of amazing how often the “you want 3 things but can only choose 2” rules come up, isn’t it?
      You can see it live in our recommendations. The Kicker we recommend is made of super durable material that can handle just about anything, but you will pay for it. If not, the Boss is also made from durable materials, but the sound quality suffers for it.
      Style and Shape
      Style and shape include the voice coil design, which we covered previously, but it also includes other factors, like cone depth and cone shape. The bigger the speaker, the better it is at producing low notes. The smaller the speaker, the less energy it needs. This is an area best left up to the manufacturer, with no real winner: it’s more about priorities. Each manufacturer designs their subwoofer to run a balance between frequency response range and sensitivity.
      The frequency range is more useful at a glance. Typical bass notes range from 20-200hz, so the lower the sub can go, the more bass clarity you will have. On the other side, if the range is too narrow, it will clip the upper range, and you might end up with holes in your sound system.
      Build Quality
      Compared to the other aspects that define a speaker, this one is simple. It costs money to build a speaker using principled engineering and attention to detail, so a cheap speaker probably won’t have those things. What that leads to is rattling, imprecise responses, and premature failure. Better built speakers sound better. Seems sort of obvious, but it is important to keep in mind.
      Enclosures
      The science of building an enclosure is something argued about in every corner of the audio world. If you are buying something like the Skar Dual above or a powered sub, you don’t have to worry about it. If you aren’t, then space is pretty much your biggest concern.
      Enclosures range from simple metal boxes to full-on fancy pants DIY projects like the one in this video. There are two main enclosure styles: ported and sealed. Ported enclosures are more for resonance. They have vents and openings so that the pressure can travel further, and they tend to be louder. Sealed enclosures are quieter but offer a more defined sound. Which you choose is all about your personal preference.
      As for the design and size of the box itself, if you are going to go the DIY route, just know that you are about to do a lot of research. There’s even consumer software just for that purpose of testing different enclosures virtually. It can help to check out pages like this one that offer an overview of just how many styles and ideas there are.
      Turn It Up
      Whether you are just starting out on the audiophile journey or want some extra bass punch for your commute, an 8″ sub is the perfect answer. After a deep dive on the best subs on the market, the only thing left for you to do is choose one, sit down and crank the volume. Just don’t blow out your eardrums. If you do, you won’t be able to enjoy that sweet bass anymore, and life without bass is boring. More