The Car Throttle Guide to AWD Luxury Sedans (Saloons)

The conventional wisdom is that, if you're made your way up the corporate ranks to a good salary, and want a nice sedan that pleases both you and your ego, you get a 3-series BMW.  Hell, I've apparently followed that logic - even if I'm a few years off the chronological order.  It's been this way for a long time, and for good reason: the 3-series is rightfully the standard bearer in the small luxury sedan market.

Now, back in the day that was true unless you lived in an area that got heavy snow.  Northern Michigan.  Sweden.  Montreal. Bolder, Colorado.  If that was the case, a light powerful rear-drive 3-series about as useful as a chocolate teapot.  Back in the 80's, you might've wound up getting a Land Cruiser, or a Grand Wagoneer, or something else heavy with two transmissions levers: one for the transfer case, one for the gearbox, body-on-frame, but still tough and refined with a bit of luxury.  In the 90's this changed to the Land Rover Discovery, Grand Cherokee, Lexus RX300, or maybe one of those weird Audi Wagons.  Sure, there was the relatively rare (E30) BMW 325xi, but back then the concepts of a legitimate luxury vehicle and real winter weather prowess were, mostly, mutually exclusive ideas.

Compelling evidence in the BMW vs Audi debate.

Today?  Ha, no.  All-wheel-drive has become an almost assumed option, as likely to be offered on a small or mid sized luxury sedan as an automatic.  So if you just landed that sweet-paying job that happens to be in, let's say Maine, how do you pick?  How are all these cars different?  Glad you asked.  Because not all AWD systems are created equal.  Let's take a look at the market for $30-45,000 AWD luxury sedans and see if we can make some sense of it.

First, a bit of differentiation on systems.  AWD setups can be divided into two different segments, if you will: native AWD and auxiliary all wheel drive.  Native AWD means the entire drivetrain was designed from the get-go to power all four wheels, and auxiliary AWD means the vehicle was originally 2WD, and had an AWD system "added on."  Among the latter group, there are Native RWD setups (usually longitudinal-engined with a transfer case at the the back of the transmission, sending a driveshaft at an angle to an offset differential on the front) and Native FWD setups (which have either a viscous or mechanical transfer case of some sort which will power the driveshaft to the rear wheels when they detect the fronts are slipping.)

Let's take a tour through the brands that offer luxury sedans which spin all four, and try to make some sense of it all.

Acura

Acura sells three different sedans (although "sell" is a relative term for the RL, of which they sold less in the US last year than Ferraris, no kidding), and two of them are available with AWD setups.  Both are labelled as "SH-AWD" which stands for "Super Handling All Wheel Drive," proving that the Japanese do have a sense of humor.  The SH-AWD system is fairly complex and effective for an auxiliary AWD setup, unlike Honda's less impressive "real time AWD" setups.  Since the RL and the TL SH-AWD use the same powertrain, we'll focus on the newer and arguably more desirable TL.

2012 TL SH-AWDMSRP: $42,885Engine: 3.7L SOHC 24v VTEC V6, 305bhp and 273lb-ft (transverse mounted)Transmission: 6-speed manual or automaticFront differential: OpenCenter Differential: None (driveshaft to rear wheels driven directly by transfer case from transaxle)Rear differential: electronically controlled, individual planetary gears and active clutch packs which distribute torque left-to-right to neutralize under/oversteer

The SH-AWD system is arguably one of the most high-tech out there, especially for transverse-engine cars.  Although there's no center differential to distribute torque front to rear, the transfer case can apportion power between 90:10 and 30:70 front to rear, and the rear differential can send 100% of torque to either rear wheel.  By actively overdriving one of the wheels in a corner, slip characteristics can be neutralized, giving the SH-AWD cars an even balance of grip.  Honda first dabbled with this torque-transfer diff in the 5th generation Prelude, which mainly offered dry-road handling benefits.  It's now available in the TL and RL, and the MDX/RDX/ZDX SUV's.  Unlike Honda's simpler Real Time 4WD and VTM-4 systems, SH-AWD always sends some power to the rear wheels on takeoff, decreasing the likelihood of front wheelspin before the system intervenes.

Pros: SH-AWD provides performance-handling benefits on dry and slick roads, making the TL feel less like a front-biased "slip 'n grip" setup.  Also, the TL is one of the few AWD cars in this segment available with a manual.Cons: the front-to-rear torque distribution is still reactive, meaning the front wheels may spin before the rear wheels grip in a straight line; this is an inherent flaw in auxiliary AWD systems.  Also, the complexity of the system could be a potential concern for long-term reliability.

Audi

Audi is a pioneer in AWD systems, and theirs has evolved considerably over the years.  They offer two different types of AWD in their sedans and hatchback: "Torsen" (Torque-sensing) Quattro in vehicles with longitudinal engines, and Haldex (auxiliary) AWD in transverse-engine vehicles.

Audi A3 2.0T QuattroMSRP: $30,850Engine: 2.0L Turbocharged 16v I4, 200bhp/207lb-ftTransmission: 6-speed twin clutch automated manual (S-Tronic)Front differential: Open, Electronic Brake LockCenter differential: Electronically controlled multi-plateRear differential: Open, Electronic Brake Lock

The A3 uses Haldex AWD.  Haldex is a name you'll hear often; it's a Swedish company that licenses its AWD technology to a large number of manufacturers.  It's designed for transverse-engined applications, such as the A3.  The Haldex center differential is a multi-plate clutch unit (rather than a viscous unit) which can send power to the rear wheels when it receives a signal that the fronts have started to slip, thus making it an auxiliary system.  The A3 uses "Electronic locking differentials" for the front and rear - which means they're normal open differentials, but when an ABS wheel speed sensor detects slippage, it applies the brake on that wheel to transfer power across the axle to the one with grip.  There is no mechanical locking function- meaning the entire system is "reactive" - it does something after a wheel starts to slip, rather than before.  The TT also uses this system.

Pros: Seemless operation in the dry, minimal fuel economy penalty, can fit in the A3's tight engine bayCons: an entirely reactive system which waits for the wheels to slip before doing anything; "real" Quattro (read some Audi forums, you'll see) works much better.

Audi A4 2.0T QuattroMSRP: $33,300Engine: 2.0L Turbocharged 16v I4, 211bhp/258lb-ftTransmission: 8-speed automatic or 6-speed manualFront differential: Open, Electronic Brake LockCenter differential: Torque-sensing with planetary gearset, allowing an asymmetric 40:60 static torque distribution, self-locking.  This differential can send up to 80% of torque to either axle.Rear differential: electronically locking

While the A4's Torsen system uses the same "brake-lock differentials" in front and rear as Haldex, it's center differential is where the advantage is found: rather than 90% of torque going to the front wheels as standard, 60 percent goes to the rear, giving the new A4 a more rear-biased demeanor.  It has a 4:1 split ratio, meaning it can mechanically send 80% of torque to either axle depending on grip.  It doesn't rely on electronics to decide where to send torque; it's already gone to the right place before the wheel even slips.  The current S4 uses this same system, with the optional addition of an electronic rear differential that actively partitions torque from left to right to correct understeer.  The A6 and A8 also uses this system.

Pros: How all-wheel-drive should be done: active, not reactive front to rear torque split means you almost always have grip, with a good static distribution.  Center diff is mechanical and predictive.Cons: Still open front and rear differentials except on optioned-up S4's, the A4 is still quite nose-heavy even if it's better than previous models in that regard.

BMW

BMW's AWD system is known as xDrive.  It's fairly sophisticated, in comparison to BMW's previously simplistic "do we have to offer AWD?" setups.  Unsurprisingly, it's somewhat similar to Audi's Torsen Quattro setup.

BMW 328i xDrive

MSRP: $36,600Engine: 3.0L DOHC 24v I6, 230bhp/200lb-ftTransmission: 6-speed manual or automaticFront differential: open, electronic brake-lockCenter differential: Multi-plate, electronically actuated, lockingRear differential: open, electronic brake-lock.

The main difference between Audi Torsen Quattro and BMW xDrive is the native driven wheels: The BMW xDrive system is built off the RWD setup, even though the stock torque split is 40:60 front to rear (like the newer Audis.)  The multi-plate center diff (rearward of the transmission) can send 100% of torque to the front or the rear wheels, and can also lock at 50:50 for maximum traction.  Left-to-right torque distribution is done by brake-locking differentials through the stability control system, like the Audi.  It can also use the brake lock differentials to correct for oversteer or understeer.  These systems are finally on similar footing - finally.  BMW's old AWD setup was a lot less capable.  The downside is increased ride height and weight on xDrive models, which numbs steering response and turn-in.  Can't have your cake and eat it too.  The xDrive system is available on almost all BMW's now - 328/335 sedans coupes and the 328 wagon, 5-series sedan and GT, 6-series Coupe, 7-series sedan, and all the SUV's have it standard.

Pros: Rear-biased active AWD, good handling balance, full center differential torque split capability, available with manual or automatic transmissionCons: Heavy, higher ride height, fuel mileage and fun-to-drive penalty.

Cadillac

In Cadillac's continuing efforts to keep up with the Joneses, the CTS sedan is available with all-wheel-drive in V6 form - sadly, no CTS-V AWD yet.  The STS is also available with AWD, but it's technically out of production already, so we'll skip that.  The ATS will be available with AWD as well, but there isn't a wealth of details on that yet as it isn't in production.

Cadillac CTS AWDMSRP: $39,900 ($45,065 if you want the 3.6L V6)Engine: 3.0L DOHC 24v DI V6, 270bhp/223lb-ftTransmission: 6-speed automaticFront differential: open, electronic brake-lockCenter differential: multi-plate clutch type, electronically controlledRear differential: open, electronic brake-lock.

It's actually a bit difficult to find detailed information on Cadillac's AWD setup, but after some forum digging I found the goods.  The system is supplied by Borg-Warner, and uses a multi-plate clutch type center diff and brake-lock front and rear differentials.  The static torque split for Cadillac is 25:75 front to rear: only Infiniti's system has a higher static rear torque split.  This system is very similar in function to BMW's setup, being integrated with the stability control system to brake individual wheels and send power where there's traction.  Cadillac owners seem to like it. The upcoming (transverse-engined) XTS large sedan will use a Haldex setup.

Pros: Rear biased torque split, native RWD chassis, Borg-Warner makes good drivetrain components, minor MPG penaltyCons: Automatic transmission only with long 3.23:1 final drive ratio, $3,000 price premium model for model - although some of that's accounted for by the standard automatic tranmission.

Chrysler/Dodge

Both the Chrysler 300 and the Dodge Charger (same car) are available with a newly redesigned AWD system.  Didn't know that?  You're in the majority: it's not a frequently publicized fact.  The system Chrysler uses on these cars is pretty clever, with one eye on functionality and the other on economy.

Chrysler 300 Limited AWD

MSRP: $34,820Engine: 3.6L DOHC 24v V6, 292bhp/260lb-ftTransmission: 8-speed ZF AutomaticFront differential: Open, electronic brake-lockCenter differential: Planetary gear, fully variableRear differential: limited-slip, 3.07:1 final drive

There are two clever things about the 300's setup.  First, it uses a planetary gear instead of a clutch-type center differential, meaning the front to rear torque split is variable 100% to the front or the rear, in any increment.  Also, the 300/Charger utilizes an automatic front-axle disconnect system, which decouples the shaft from the transfer case to the front axle for improved efficiency.  The 300 is normally rear-wheel-drive, but will couple the front axle and apportion torque forward in the event of slippage.  In addition, below a certain temperature (I'd guess 40°, but neither the press release nor the specifications chart specifies it) the car will start it in AWD, and decouple the front axle when there isn't slip.  So yes, it's an auxiliary AWD system that will slip then grip, but it's more intelligent than most.

Pros: Planetary center diff for fully variable torque split, auto-disconnecting front axle for fuel economy, actually slightly lower than the normal 300.Cons: 4mpg worse than the RWD sedan on the highway, mostly due to the weight and higher final drive ratio (3.07:1 versus 2.65:1 for the RWD 8-speed.)  V8 AWD models still have the Mercedes 5-speed auto, which is older than you.  200lb weight penalty over RWD, which means the 292-horsepower V6 has to push 4,235 pounds.

Ford/Lincoln

Ford's entries into the luxury sedan market are pretty much just the Taurus and Lincoln MKS at this point.  The MKS EcoBoost is well over our $45,000 price cap, so let's focus on the well-equipped Taurus SHO.  In addition to having that tasty 3.5L twin-turbo six, the SHO also has standard AWD,which is functionally similar to Haldex, although no longer supplied by them.

Ford Taurus SHO EcoBoost

MSRP: $38,155Engine: 3.5L DOHC 24v V6, DI, Twin Turbocharged 365bhp/350lb-ftTransmission: 6-speed automaticFront Differential: Open, electronic brake lockCenter Differential: none.Rear Differential: Open, electronic brake lock.

My experience with the AWD setup on the SHO is... less than impressive.  Perhaps the less-powerful naturally aspirate Taurus doesn't have the same issues.  But the twin-turbo SHO exhibits noticeable torque steer on heavy throttle input while cornering, somewhat like an old Turbo Saab - something AWD cars shouldn't do.  There's no center differential; instead the SHO uses a clutch-type transfer case built into the transmission to regulate front-to-rear power distribution.  It's similar in design to Honda's RT4WD, and functionally to Haldex, while not working as well as either.  Sure, it prevents the SHO from nuking it's tires to death with 350lb-ft of torque at 1,500rpm, but it leaves a lot to be desired in the snow.

Pros: Well, none of the rampant wheelspin you'd have with FWDCons: Doesn't work very well.

Infiniti

Infiniti's AWD offerings use variations of Nissan's ATTESA-ETS AWD system, first seen on the '89 (R32) Skyline GT-R.  This is an unusual system; there's no center differential, but instead a transfer case attached to the end of the transmission which sends a driveshaft back up to the front. Their AWD system is available on the G25x and G37x sedan, G37x Coupe, the M37x and M56x sedans, as well as the FX and EX crossovers.  We'll use the G37x sedan, because who wants a 205 horsepower all wheel drive Infiniti?  Exactly.

Infiniti G37x Sedan

MSRP: $38,000Engine: 3.7L DOHC 24v V6, 328bhp/269lb-ftTransmission: 7-speed AutomaticFront Differential: OpenCenter Differential: None (Transfer case attached to transmission)Rear Differential: Open, Electronic Brake Lock

In the G models, the transmission is attached direct to the back of the engine (as opposed to the GT-R, which has a torque tube and a rear-mounted transaxle.)  At the back of the transmission is a transfer case, driven by a multi-row chain, with a wet multi-plate clutch pack inside.  This transfer case has a high pressure oil pump attached to it, which circulates varying amounts of oil into the clutch packs to vary lockup.  A driveshaft passes out of the front of this transfer case to the right of the transmission and up to the front axle, into an offset differential that's closer to the right wheel.  Another driveshaft comes out of the transmission and spins the rear differential just like a normal RWD G- although the X does not have the option of Nissan's trick Viscous LSD in the rear, using a brake-lock differential instead.  The whole system is electronically controlled (ETS standing for Electronic Torque Split), using data from wheel speed and yaw sensors to vary lockup in the transfer case, and thus torque sent to the front wheels.  The ATTESA system defaults to 100% RWD unless it detects slippage from the rear, and can divert up to 50% of torque output to the front wheels.  This is a performance-biased AWD system designed primarily for handling prowess: the transfer case cannot lock at a 50:50 split, or divert more than half the power to the front wheels.  In especially hard cornering, ATTESA sends progressively less power to the front wheels to maintain the RWD handling bias.  It does work well in snow, but if you live in northern Sweden perhaps an Audi is a better choice.

Pros: 100% RWD until slip occurs, clever lightweight packaging (around 100lbs heavier than a manual G37), helps handling in good and bad conditions, you can tell people you have the AWD from a GT-RCons: Automatic only, only sends 50% power to front wheels, open diffs at both axles, more complex than most systems.

Lexus

Lexus's AWD system is eerily similar to Infiniti/Nissans, at least for their transverse RWD cars.  AWD is available on the IS250, IS350 (finally!), GS350 and LS460.

Lexus IS250 AWD

MSRP: $37,225 (IS350 AWD: $42,480.  Probably worth it.)Engine: 2.5L DOHC 24v V6, DI, 204bhp/185lb-ft.  (IS350: 3.5L DOHC 24v V6, DI and Port Injection, 306bhp/277lb-ft)Transmission: Six-speed automaticFront differential: open, electronic brake lockCenter differential: Planetary gear, limited slip with clutch-type transfer caseRear differential: open, electronic brake lock

The Lexus AWD system is similar in design and function to Nissan's ATTESA-ETS.  The transmission is mounted to the back of the engine, with a driveshaft going to the rear differential.  A planetary-gear type limited slip differential is attached to the transmission, with output to it regulated by a multi-plate clutch transfer case.  This differential on the rear of the transmission powers a drive shaft which sends power back to the front axle - just like the Nissan, only slightly more complicated.  In normal driving, the power split is about 80% rear, but it can send up to 50% to the front axle.  Some owners on Lexus forums complain that overall traction in snow is pretty poor; this might be due to the low-profile all season tires, because the system should (in theory) work as well as Infiniti's.

Pros: AWD finally available with the IS350, seemless and functionalCons: Still not available with a manual, lump in transmission tunnel cuts into foot room, not as bad-weather capable as Audi's or BMW's system.

Mercedes-Benz

Mercedes-Benz followed Audi down the AWD road with great haste, bringing out their AWD system (called 4Matic) in the 1986 E-Class.  It was a fiendishly complex system of electronic and hydraulic controls back then, which gained a reputation for fragility.  It was gradually converted over to a mostly electronic system to avoid failure points.  Today, it's available on almost all Mercedes Benz models: The C, E, and S-Class sedans, standard on the CL550 Coupe, and available on all the SUV's.  In this self-imposed price bracket, the only option is the C300 4Matic Sedan.

Mercedes-Benz C300 4Matic Sport Sedan

MSRP: $38,020Engine: 3.0L DOHC 24v V6, 228bhp/221lb-ftTransmission: 7-speed automaticFront differential: Open, Electronic Brake LockCenter Differential: Multi-plate clutch, limited slipRear differential: Open, Electronic Brake Lock

Modern 4Matic is derived from the system originally developed with the help of Magna-Steyr in the 80's, but it's less complex and more effective.  There's a transfer case on the end of the transmission, which drives a diagonal driveshaft to the front axle.  Power distribution is controlled by a multi-plate clutch type center differential, with a static 45:55 front to rear power distribution.  Differentials in the front and rear are open, and use the brake-locking principle to apportion torque.  4Matic is integrated with Merc's litany of three-letter acronyms: ABS, stability control, traction control, etc.  4Matic can send a maximum of 70% torque to the front or the rear axle, and it's always on: there's no slip 'n grip, no disconnecting axles or weirdness.  Conventional and effective.

Pros: Constant traction, simple, well integrated with electronic subsystemsCons: Automatic transmission only, they still haven't put it in the C63 AMG for some reason.

Saab

With a long history of technical innovation, it's no surprise that Saab was the first brand to adopt the sophisticated fourth generation of Haldex AWD - which incorporated an active torque-vectoring rear differential into the standard Haldex setup, first available in the sinister 2008 Saab 9-3 Turbo X.  It's also no surprise that 20 years of criminal neglect from General Motors caused Saab to bleed red ink, be sold off to amateurs, and go bankrupt.  Thanks GM!

Subaru

Perhaps even moreso than Audi, Subaru's entire reputation and image is built around sending power to all four wheels.  A 2WD Subaru is like TV without the remote, coffee without the caffeine, peanut butter without the jelly.  What's interesting is that they use many different variations of the same "symmetric AWD" setup for their different models.  Want the best AWD system?  Get a Subaru.  Go to Vermont or high-altitude locations and count the Subarus.  You'll see those that know agree.  Because Subarus were designed from the outset to have all four wheels driven, they don't suffer from some of the problems that "add on" AWD systems do.  For this comparison, we'll use the Legacy 2.5GT, which is the closest thing Subaru offers to a luxury sedan.

Subaru Legacy 2.5GT Limited

MSRP: $31,595Engine: 2.5L DOHC 16v H4, Turbocharged - 265bhp/258lb-ftTransmission: 6 Speed ManualFront differential: OpenCenter Differential: Clutch-type LSDRear differential: Viscous LSD

In all modern Subarus, the engine is positioned longitudinally (front to back), and the center differential is built into the transmission - sort of like a Saab 900, except there's a driveshaft going to the rear wheels as well.  In manual Subarus, both the center and the rear differential operate on the viscous principle: meaning a speed difference between the two shafts causes the fluid inside to heat up, it's viscosity to increase, and the plates than spin faster slow down, transferring power.  Automatic Subarus use an electronically operated clutch pack to do the same thing, but they're more complicated.  Upper-end Subarus (like the Legacy GT, WRX and STi, as well as the Outbacks) also incorporate a limited-slip rear differential for increased traction, something most of these AWD cars don't do.

Subaru's system normally operates on a 50:50 split, but it automatically transfers power to the wheels that need it using the viscous fluid principle.  Subaru's use of horizontally-opposed motors has it's own benefits, mainly lower weight distribution.  They might not make the most refined cars, but their AWD systems work the best, and generally presents the least reliability concerns - as long as you don't have mismatched tires.

If a detuned STI motor and a tight six-speed manual aren't your thing, you can also get a high end Legacy with an automatic - the 3.6R, with it's 24v naturally-aspirated flat six makes 256 horsepower and has a 5-speed automatic.

Pros: All Subaru's cars are designed from the outset for AWD, and their systems are the most functional and reliable.  Predictive torque transfer, 50:50 static, limited slip rear on some models, low center of gravity from Native AWD setup- basically everythingCons: of course, this depends on if you like Subarus or not; version on Automatics more complicated.

Volvo

Volvo has been offering AWD in the US since the V70 XC of the late ninties.  It's supplied by Haldex, so it's identical in function to Haldex systems in VW/Audi/Ford etc.

Volvo S60 T6 AWD

MSRP: $38,450Engine: 3.0L DOHC 24v I6, Turbocharged - 300bhp/325lb-ftTransmission: 6-speed AutomaticFront differential: Open, Electronic Brake LockCenter Differential: NoneRear Differential: Open, Electronic Brake Lock

The AWD Volvos utilize third-generation Haldex (with the exception of the XC60, which uses fourth-generation and incorporates an eLSD in the back.)  As such, there's no traditional transfer case - there's a multi-plate clutchpack driven by the transmission, which powers a driveshaft to the rear wheels.  Volvo's AWD setup is normally a 95:5 power split biased towards the front wheels, and when slippage occurs it sends power rearward, like transverse-engined Audis.  It's a vast improvement over Volvo's old in-house design which used a viscous coupling instead of clutch plates, but it's still a reactive slip 'n grip system.

Pros: Proven Haldex architecture, better fuel economy than a full-time systemCons: Still a reactive system with noticeable front bias, auto-only in the new S60, will noticeably spin the fronts before it powers the back.

So having gone through that great mess, what are we left with?  Well, as with any car decision, it really depends on what you want and what you need.  If you live in an area that only occasionally gets bad weather (like North Carolina for instance, where we just got the first snow of the season 2 days ago, and it was all gone by morning) then a reactive, part-time "auxiliary" AWD system will be more than adequate.  If you live somewhere that's covered in the devilish white stuff almost all the time, perhaps an IS250 AWD is not for you.  Sure, some of these systems work very well in all conditions (Subaru, Audi) and some don't really work well ever (Ford), but it depends on your needs.

For areas with truly horrendous weather, I'd go for a Torsen Audi, any Subaru, or an xDrive BMW - in theory, they'll give you the biggest advantage traction-wise.  The Nissan ATTESSA system hits a nice middle ground of doing everything pretty well; it marginally improves dry-road performance while making the Skyline/Infiniti G a useful winter tool.

Beyond the basic characteristics and abilities of these systems, we get down to personal preference.  If you want a manual and all-wheel-drive, you can cross a few off the list - Cadillac, Chrysler, Ford/Lincoln, Infiniti, Lexus, Mercedes-Benz and Volvo won't sell you an AWD car with a clutch pedal.  If you want a wagon, your choices are even narrower: the BMW 328xi Touring, Audi A3 Sportback and A4 Avant, and CTS SportWagon.  There's the Infiniti EX35, which is really just a G hatchback, and the high-riding Volvo XC70 (based on the larger S80) and Subaru Legacy Outback- neither Volvo nor Subaru offer a "regular" wagon any more.  Narrow that down to manual, AWD wagons and it's just the 328i xDrive Touring, A4 Avant, and lower end Legacy Outbacks - and good luck ever finding a 328i xDrive manual wagon!

So, if it were up to you, which of these foul weather friends would you most like to take home?  I'm a Subaru and Audi kind of guy (since they don't make Saabs any more) and I'm intrigued by the Legacy 2.5GT or a 5-door WRX, but your mileage may vary.  Did you find this buyer's guide useful?  Did I leave something out?  Drop us a line in the comments box below!