Service Cars

The new Cayman (minus the S) is not the lightest, cheapest, or cutest, Porsche, but it may be the smartest one to buy. What the 245-hp, 2.7-liter flat six lacks in low-end vim it more than makes up in 7300-rpm vigor; lighter engine internals and electric throttle response hurl a heavy-footed operator to 60 mph in less than six seconds on the way to 160 mph.






The stout coupe body and mid-engine layout are the ideal serving tray for the chassis engineers most inspired work. And a base price thats barely over $50,000 means that "value" and "Porsche" can share a sentence. Upgrades--such as a six-speed manual, sport seats, eighteen- or nineteen-inch wheels, a navigation system, active dampers, and the Sport Chrono Package--are dear, so dont linger too long over the options list.

Inside, the Cayman has most of the fittings of the S. While it is a base model, standard equipment includes air conditioning, a CD player, black-faced gauges, and sports seats trimmed in grippy Alcantara. For those wanting a few additional creature comforts, a two-tone interior color scheme, DVD-based navigation with 5.8-inch wide-screen display, on-board telephone, Bose Surround Sound audio system, and parking sensors can be equipped. A choice of aluminum, carbon fiber, and surprisingly, wood, are all available for decorative trim. Safety equipment on the Cayman consists of standard front airbags as well as curtain and side thorax airbags. As with any Porsche - even the entry level models such as this - there was a huge demand for it when it arrived in dealerships earlier this summer. Officially, the car went on sale on July 29, with a price tag of $49,400.

The Cayman is powered by the same 2.7-liter flat-six engine that can be found in the standard Boxster, although, its VarioCam Plus system has been tuned to produce slightly more horsepower and torque. Instead of the standard 240 horsepower, it now makes 245, while torque has been boosted from 199 lb-ft to 201 lb-ft. Nevertheless, the Cayman is still a quick machine; its capable of hitting 60 mph from a standstill in 6.0 seconds, and has a top speed of 160 mph, which is quicker and faster than the entry-level BMW Z4 3.0i Coupe and Audis new TT 2.0 FSI.

Even in its most basic form, the Cayman isnt robbed of some of Porsches performance enhancing features. Standard equipment includes a five-speed manual gearbox, PSM stability control and 205/55 R 17 inch tires in front and 235/50 R 17 inch tires in back.

Optional equipment includes Porsches active damping system (PASM), which is capable of lowering the cars ride height by 0.4 inches, and increasing the stiffness for improved response in high-performance driving situations. As with other applications, this is controlled through a two-mode button which consists of "normal" and "sport" settings.

As with any Porsche - even the entry level models such as this - there was a huge demand for it when it arrived in dealerships earlier this summer. Officially, the car went on sale on July 29, with a price tag of $49,400.


Preliminary Specifications:

Price Range (base MSRP): $69,600

Body Type: 2-door coupe

Layout: mid-engine, RWD

Engine: 245-hp, 201 lb-ft of torque, 2.7L, 24-valve, DOHC H-6
Transmission: 5-spd manual (optional 5-spd auto with manual mode)
Acceleration (0 - 100 km/h): 6.1 seconds

Top Speed: 257 km/h (160 mph)
Brakes (front/rear): disc/disc, ABS
Exterior Dimensions (L/W/H/WB): 4,372 / 1,801 / 1,305 / 2,415 mm (172.1 / 70.9 / 51.4 / 95.1 in)

Track (est. frt/rr): 1,486 / 1,528 mm (58.5 / 60.2 in)

Tires (frt/rr): 205/55 R 17 / 235/50 R 17

Curb Weight (est.): 1,298 kg (2,855 lbs)

Seating Capacity: 2

Cargo Volume: 410 L (14.5 cu-ft)

Fuel Economy (estimated city/hwy): N/A

Warranty (mo/km): 48/80,000 comprehensive
Direct Competitors: Audi TT Coupe, BMW Z4 Coupe, Chrysler Crossfire, Mercedes-Benz SLK, Nissan 350Z

Web Site: www.porsche.com

When it debuted in the second-generation Lexus GS lineup in model year 1998, the V8-powered GS400 added serious performance to Lexuss expected refinement and luxury. Its styling was an evolution of that introduced on the original inline six-cylinder GS 300 back in 1993, but bolder and with more attitude. Few parts underneath that skin interchanged with the earlier GS. And performance was steadily increased. The factory even started a successful racing effort in 1999. For the 2001 model year, a new and larger engine bumped the performance factor further as the GS 400 became the GS 430.

Were barely into 2005, but the 2006 GS is now here. And, while the styling is a further refinement of the now-familiar GS coupe-like theme, there are again some very significant changes under the skin. The third-generation GS is a technological tour de force that points to future directions for all Lexus cars, not only in looks but in materials and sophisticated electronic control systems as well.

First Glance

Lexus chose to introduce the 2006 GS at the plush Aerie Resort, Conde-Nasts 2002 resort of the year located near Nanaimo, British Columbia. With unusual (for February) sunny, spring-like weather, the Aerie offered an ideal setting to experience these luxurious and very sporty sedans. We had an opportunity to drive the V-6 powered GS 300 in rear- and all-wheel-drive forms, as well as the rear-drive V-8 powered GS 430. The GS shows off the new corporate design philosophy, which Lexus calls "L-Finesse". Future Lexus passenger car models will embody L-Finesse design elements. Shigetoshi Miyoshi (chief engineer for both the GS and the SC430 coupe) told us L-Finesse suggests "performance, refinement and luxury". It also signals the giant Japanese carmakers determination to be a major player in the global sports luxury car market. Although recognizable as the progenitor of the original GS, the in-house designed 2006 is (by consensus of those journalists at the Aerie) far better looking than Giugiaros original 1999 design. While it is actually a bit larger than the original GS, the new 2006 version looks much more buff.

COMFORT: Put the ``Smart Access keyless entry fob in your pocket, and walk up to a new GS. The car will chirp as it automatically unlocks. Open the door and get in. With your foot on the brake pedal, press the ``start button. No, Lexus is not the first manufacturer to use such a system, but the Lexus implementation is one of the most functional. Itll be had to go back to an old-fashioned key. Once inside, welcome to the new look of Lexus. While the expected sumptuous comfort is there, with excellent standard heated perforated leather seats, wood trim, and all of the usual power accessories, the styling is fresh and more angular. Control and instrument layout enhances the driving experience, and requires no complex learning curve on the part of the driver. The main instruments have machined aluminum facings, and use a unique lighting system that makes them easily visible at all times. Less-used controls are hidden behind a panel to the left of the steering wheel. The interface for the optional navigation system is a major improvement over the last generation. Instead of having the audio, climate, and other systems controlled from sub (and sub-sub-sub...) menus on the touch screen, the major systems are controlled by well-marked buttons surrounding the screen. Touch menus are used as sparingly as possible. Intuitive, no learning curve, no confusion! The extra two inches added to the wheelbase seems to have gone into rear-seat legroom, which should make tall passengers happy.

SAFETY: And you thought we were done with the acronyms.... Besides having all of the expected passive safety devices including front, side, knee, and side curtain airbags, and active safety enhanced by VDIM, the new Lexus GSs ``Omni Directional Compatibility Body Structure (ODBCS) surrounds occupants with controlled-crushable front, rear, and side zones. The optional ``Pre-Collision System (PCS) uses a radar sensor to detect obstacles in front of the car and computerized systems to quicken the cars reflexes if a collision is deemed imminent.



RIDE AND HANDLING: Performance driving requires firm spring and shock settings to minimize weight transfer from acceleration, deceleration, and cornering. A luxury ride requires softer settings for comfort. In the GS 430, both requirements are met. The new suspension incorporates both anti-lift and anti-squat geometry to handle fore-and-aft weight transfer. The driver can select ``normal or ``sport modes for the AVS variable-damping shocks. ``Sport is a touch firmer, and still quite comfortable. As mentioned, the GS 430 acquitted itself very well on the track, at a speed level higher than Id drive on the street. It was also as smooth, quiet, and comfortable as expected on the highway and around town. The VGRS allows good steering feedback and road feel, with effort appropriate to road speed, and never feels numb.

PERFORMANCE: The 2006 GS 430s namesake engine is mostly unchanged. No complaints there - 300 horsepower (at 5600 rpm) and 325 lb-ft of torque (at 3400 rpm) from a 4.3-liter V8 are not anemic, and average fuel economy in the neighborhood of 20 mpg is good for a high-performance sedan. The major driveline change this year is the transmission. The old five-speed automatic has given way to a new manually-shiftable six-speed. More ratios and smaller steps between them mean improved performance and economy. VVT-i variable valve timing helps give a broad torque curve, so that shifting is rarely necessary.



On the Road

Anticipating extra vigilance on the part of the island constabulary, Lexus wisely secured an unused taxiway at Nanaimos municipal airport to showcase the GS dynamic abilities. Im glad they did; I was able to push the GS well beyond what prudence would dictate and it allowed us to do so without fear of running into any of the local wildlife (not to mention cars or, in this case, parked airplanes... try explaining that one to the insurance adjuster). The most obvious advantage the GS 430 has over its direct competitors is its advanced stability control system (VDIM - Vehicle Dynamics Integrated Management). VDIM takes Lexus already excellent VSE automatic stability control system, which uses individual wheel brakes and the throttle to control fishtailing, to another level. By integrating steering control along with brakes and throttle, VDIM makes VSE feel almost primitive by comparison. It allows the driver to maintain complete control under the most extreme conditions. The net effect was to make me look like a far better driver than I actually am. I was able to snake through a greasy slalom course at speeds that caused the VDIM-less GS 300 AWD, which we were using for comparison, to stumble.

The Accent 3-Door is an excellent vehicle. It is quiet, it rides smooth, and for such a small vehicle it handles superbly. There is no bump steer which I normally find in most small cars. I would highly recommend this car for anybody who drives a lot. This car fits into small spaces and is easy to park. The braking is notable as well.



Unlike most cars in its class, the Accent stops very well during hard braking. Hyundai has done an exceptional job with the new design. This car looks great and its fun to drive.



New to the Hyundai line-up for 2007 is the Accent 3-door hatchback. This little guy uses the same powertrain as the 4-door Accent, but has slightly sportier styling in an attempt to find a place in the aftermarket performance scene. Keep trying, Hyundai. This is no Honda Civic, and we dont think it will fool many street-racers, who know which cars have potential for glory and which do not. The new Sonata is a great step forward for the brand, but unfortunatly the same cannot be said for the Accent.

The Vehicle


The styling is standard two-door hatchback. The Accent SE shares the sedans petite-sophisticate styling from the A-pillar forward. The tail is stubby, but pleasantly proportionate, and body colored mirrors and door handles add a sporty, monochromatic look. 16" alloy wheels are standard on the SE, as is a rear spoiler that adds a touch of sporty appeal. Euro-style side marker lights are used, thanks in part to their popularity as aftermarket add-ons.
Interior space is surprising. Like the sedan, the Accent hatch has enough interior room that its classified a full step higher than its diminutive dimensions would suggest--officially its a compact, not a subcompact. The interior of the 2007 Hyundai Accent SE is sports-car black with metallic accents. The straightforward dash is refreshingly simple, with handsome two-tone décor and switchgear that belies the Accents low asking price. Side and side-curtain airbags are standard equipment.

Powers provided by a 1.6 liter four-cylinder. Continuously variable valve timing offers smooth power delivery. Serious gearheads wont mistake the 2007 Hyundai Accent SE for a serious performance car, but its light enough and cheerful enough to be a decent around-town companion, especially with some of Hyundais performance mods installed. Our tester had the short-shift kit, strut tower brace and cold-air intake, and while outright performance was unlikely to set the world on fire, the Accent SE isnt an automotive penalty box, either.
Its nimble and friendly on the road. The three-door Accents get unique steering racks to help compensate for a shorter overall length. The MacPherson strut front, torsion-beam rear suspension is familiar to Hyundai and most subcompact buyers. The sporty SE adds stiffer springs and stabilizer bars, upping the fun quotient slightly. Thus sportified, the 2007 Hyundai Accent SE is nimble and doesnt balk (much) at spirited driving. Vertical motions are not as well controlled as they could be at the rear, a common weak point of torsion-beam suspensions. Its not a full-on sports car by any stretch, but the Accent is happy enough when nipping around town.

These days, small front-wheel drive hatchbacks conjure images of performance. Hyundai is poised to fulfill this expectation with a Scion-like list of thirty-five dealer and port-installed accessories for the Accent SE, including a strut tower brace, cold-air intake, LED lights for the interior and a short-shift kit from B&M Racing. Carbon-fiber trim, silver gauge faces and aluminum door sills are among the aesthetic dress-ups offered.


Best small car on the road.

Pros: This little sweetheart is the best when it comes to fuel economy.

Cons: The only bad thing about this car is outside noise that filters in.

Hyndai makes the best small cars out there. They are great looking, run forever, dont use much fuel (even on the freeway with the air conditioner running) and are actually fun to drive. I love the convenience of being able to fit in ANY parking space. Even my son likes to drive my car, because it handles well in any kind of traffic and has a nice sound system. Fun driving!!!

Standard Features: All Standard Features


Safety
Front Passenger and Rear Automatic Locking Retractors
Front Seatbelt Height Adjusters
Rear 3-Point Center Seatbelt
Front and Rear Side Head Curtain Airbags Located In Roof
Driver Airbag
Seat Mounted Front Side Airbags
Passenger Airbag Cutoff Sensor Activated By Weight
Passenger Airbag
Front and Rear Crumple Zones
Front and Rear 3-Point Seatbelts
Front Pretensioners With Force Limiters
Side Guard Door Beams

Braking & Traction
Front Power 256-mm Vented Discs and Rear Power Drum Brakes

Transmission
5-Speed Manual Transmission With Overdrive

Steering
Tilt Steering Column
Power Engine Speed Sensing Rack and Pinion Variable Assisted Steering

Suspension
Independent MacPherson Strut Front Suspension With Coil Springs and Gas Charged Shock Absorbers
Semi-Independent Torsion Beam Rear Suspension With Coil Springs and Gas Charged Shock Absorbers
21-mm Front Stabilizer Bar

Storage
Illuminated Glovebox
Covered Lower Console Storage Located On Dash
2 Cupholders Total
Coinholder
Cargo Area Cover
Front Door Mounted Storage


Electrical
Battery Saver
Audio Pre-Wiring
12-Volt 55-Amp/Hour Battery
Cigarette Lighter With Front Ashtray
2 Front Power Outlets, 1 Integrated With Cigarette Lighter

When you were young and the question What kind of cars would you like to drive when you grow up? was asked, the response may well have been An E Type or Porsche Turbo. If youre currently under 30 the answer may well have been a WRX but is highly unlikely to have been a Honda NSX.

The big Hondas inability to enthuse was illustrated some years back in the carpark of a high-profile Gold Coast resort. Through the gloom, a pair of teenagers spied a sinuous, red-painted snout and with cries of "Look dad, a Ferrari!", they dashed 50 metres towards what was obviously expected to be some tactile contact with a Testarossa.




Two metres from the quarry they stopped and the excitement gave way to abject and audible disappointment.

"Its not a Ferrari, its a (expletive deleted) Honda!" And they walked away without a backward glance.

Prices

The earliest and cheapest examples of the NSX start from around £12,500, but that will get you only a worn example, so youre better off spending more. To pick up something really good, you will need to splash out closer to £20,000, while the last of the desirable pop-up-headlamp models fetch up to £35,000 at dealers. To secure one of the most recent machines - which will be virtually brand new - you will have to pay as much as £55,000.

Behind The Wheel

Steering wheel only adjusts for reach but otherwise the driving position is spot on and its easy to see out of whether youre kissing apexes or negotiating a multi-story carpark. The dashboard wraps around the driver: it looks a little dated, but all the buttons and switches are within easy reach.

SUSPENSION & BRAKES

The brakes fitted to pre-1994 cars are relatively small for their task and overheating can cause disc rotors to crack. Topping the brake system with other than the recommended Honda fluid is said to cause aluminium component corrosion. Wheel alignment is crucial, so check tyres for erratic wear patterns.

ELECTRICS & INTERIOR

Much of the NSXs interior and electrics may appear well but listening is more important than looking. Popping and screeching from the stereo speakers indicate imminent amplifer failure. Each speaker has its own amplifier and replacements cost $1100 each. Noise or shuddering from the electric windows is also expensive to fix, while replacing a broken interior door handle can cost $600. Uneven cooling or a non-functioning air-conditioning can cost $3000 to rectify.

ENGINE

Finding a car with fully-documented service history is an absolute must. Early engines suffered coolant leaks from poorly designed and positioned hoses that should have been replaced by now. Avoid cars with any trace of oil smoke from the exhaust as they may have been overheated. Oil leaks around the VTEC spool valve housings can drip onto the exhaust. Replacement camshaft drive belts are required at 100,000kms but belts that are more than seven years old should also be replaced as they deteriorate with age.

Performance

If you choose the manual gearbox (which you should) then youll get 3.2-litres of V6 heaven. Sounds glorious, pulls from 1500rpm in sixth gear and delivers all the way to its 8000rpm redline. Auto users get a lower torque 3.0 unit.

Safety

Youll get a couple of airbags and theres also a traction control system to stop you getting into big trouble. Security is taken care of by an alarm and immobiliser system.

FAST FACTS

HONDA NSX

PRODUCTION: 6838 (all models 1991-97)

BODY: unitary steel and aluminium body, two-door fixed roof and targa-top coupe

ENGINE: quad-cam 24 valve 3.0 or 3.2-litre V6 with multi-point fuel injection and VTEC variable valve timing

POWER & TORQUE: 188kW @ 6800rpm or 201kW @ 7100rpm; 284Nm @ 5300rpm

PERFORMANCE: 0-100km/h - 7.1 seconds; 0-400 metres -15.0 seconds (3.0-litre, five-speed)

TRANSMISSION: five or six-speed manual, four-speed automatic

SUSPENSION: Front: independent with upper and lower wishbones, coil springs and anti-roll bar.

Rear: independent with upper and lower wishbones, coil springs and anti-roll bar

BRAKES: four-wheel ventilated disc with power assistance and ABS

WHEELS/TYRES: 15 x 6.5 & 16 x 8.0 alloy with 205/50ZR15 & 225/50ZR16 tyres (1991-94 models)

Owner comment

parker

Had it now for 6 months and everytime I open the garage, my stomach turns with excitement. Build quality is second to none and I give credit to the Honda dealership as the service has been to a very high standard. For £70k this is so much cheaper than your Ferraris and Lambos and can just about manage them when it comes to performance. If you have never driven a Honda, try it, and make that damn VTEC work its magic on you. It has on me, and I dont think I will ever change to a different manufacturer.

Pros:

Excellent AWD performance, well appointed interior, good visibility, safety, appearance

Cons:
Ride a bit rough, limited turning radius

Ive researched all autos in this class. This is by far the best AWD station wagon in this price range - offering superior performance/pick-up, numerous first-line standard features including a very user-friendly steering wheel controlled nav system. Particularly, I found the all around visibility, permitting great situational awareness, and thus safety to be the best of any station wagon, and by far, SUV available. This is in a solidly built, safe, relatively economical, practical, very attractive and all around great performing vehicle.



Whats New for 2006

New for 2006 is an optional six-speed automatic transmission in place of last years five-speed unit. The V70 R also gets a new electronically controlled all-wheel drive system. The Touring Package has been deleted and replaced by the Convenience Package, which includes a cargo protection net, grocery bag holder, cargo area 12-valve outlet, power child door locks, a holder for sunglasses and rear park assist. A rear-facing third-row seat is no longer available as an option.

For higher-level handling, Volvo has fitted the R cars with its Four-C (Continuously Controlled Chassis Concept) system, which combines an electronically controlled all-wheel-drive system with a semiactive, continuously adjustable suspension system. Four-C is comprised of an impressive array of sensors, new shocks and a powerful microcomputer to process all the information. The heart of the system, though, is a valve made by Ohlins, a Swedish suspension manufacturer, that lets the shocks change their damping up to 500 times each second.

Out on the road, the V70 R can be driven hard enough to generate some serious fun. Whether charging out of turns on little-traveled two-lane highways or on a racetrack, the R demonstrates excellent balance and grip, not to mention a playfulness you wont find in other V70s. With a base price under $40,000, we consider the V70 R a larger, less expensive alternative to the Audi S4 Avant.

Comfort

While the front cabin in the Volvo V70 R offers a bit more head room than the average luxury wagon, there really isnt much of a difference. The Volvo V70 R is not particularly roomier for your passengers than the average luxury wagon.

Interior Design and Special Features

Inside, the V70 R offers more upscale furnishings than regular V70s, namely laterally bolstered leather sport seats, stylish silver and blue gauges and real aluminum trim. Comfort is exceptional in front, but rear passengers may find legroom a bit tight. The control layout is more complex than in other cars, and new owners may need to sit down with the owners manual in order to master everything. Cargo capacity is 37.5 cubic feet; fold down the rear seats and youve got 71.5 cubic feet.

Driving Impressions

Considerably faster than other Volvo wagons, the V70 R is also a much better handler. Its not quite in the same league as Audis S4, but its closer than we ever thought a Volvo wagon would get. Taken out on your favorite back roads, the R is ready to play -- its high level of balance and grip instills confidence in the driver. And it still rides comfortably enough to be used as an everyday commuter vehicle. Better yet, the midsize V70 R is priced and sized right to make it a good value for enthusiasts with families.

Dimensions

The average luxury wagon is slightly heavier than the Volvo V70 R. The Volvo V70 Rs tank is about the same size as the average luxury wagons, though the average luxury wagons is a bit larger. The Volvo V70 R and the average luxury wagon compete for the same parking spaces.

Cost

The destination charge is a standard charge for transporting the vehicle from its point of origin to the dealer. It costs roughly the same to get the Volvo V70 R to the dealership as the
average luxury wagon. Regarding fuel economy, the average luxury wagon and the Volvo V70 R dont differ much. The Volvo V70 R wont tax your gas budget quite a bit more than the average luxury wagon will. The Volvo V70 R isnt much less expensive than the average luxury wagon with respect to MSRP. The Volvo V70 R isnt much less costly than the average luxury wagon as far as purchase cost.

Auto-Trex Advice:

To our eyes, the 2006 Volvo V70 is one of the most attractive luxury-sport wagons on the road. However, it lacks the dynamic refinement and performance of true luxury vehicles, continuing to rely instead on its extensive safety engineering and supremely comfortable seats as its primary selling points. If the V70s particular strengths are important to you, it should certainly be on your test-drive list.