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.

If youre looking for a tasty combination of luxury and sportiness, check out the 2006 Infiniti M sedans. The M35, which ranges from $39,900 to $42,700, hits the target for entry luxury buyers, while the uplevel M45 at $46,750 to $49,550 will please even the snootiest shopper. The Infiniti M sedans feature two great engines: the award-winning VQ 280-hp V-6 or the powerful 335-hp 4.5-liter V-8. The 4 year/60,000-mile basic warranty is just another reason to appreciate this exciting new ride.




First Glance

The Infiniti M spans the sedan gap between the G35 and the Q45, providing sportiness and luxury in a four-door that plays in a highly competitive segment: its pitched against the Lexus GS, BMW 5-Series, and Mercedes-Benz E-Class. Infiniti offers Base and Sport versions of the M; the M45 employs rear-wheel-drive, while the M35 offers a choice of rear- or all-wheel-drive. The good news is they are all available now, a refreshing change from the standard practice of metering out different models over the next two or three years. This means if you want all-wheel drive you can have it now, not 15 months from now.

Three packages, Journey, Technology, and Premium, add great features that take the luxury experience to an entirely new level. Creating a vehicle that provides balance between fun to drive and hot styling isnt an easy task, but Infiniti tackles it with success. From end to end, the Infiniti Ms exterior treatment is clean and expressive, starting with the catamaran-angled front fender lines and short overhangs to the rounded haunches with bold L-shaped taillights. Thats the luxury side. The quad exhaust pipes, low hood, big 18- or 19-inch wheels, low-profile rubber and wide-track stance deliver the performance image.

Interior




Infiniti likens the shape of the dashboard to an elongated and flattened letter M. Its certainly true that the shape and design is unusual, in a positive manner. The switches and knobs for operating the climate controls, sound system and other functions are all placed on an almost horizontal surface in the center of the dash, below a large seven-inch LCD screen and dual vents. The push button switches are easy to see and operate as is the big control knob in the center. This control knob is more intuitive than the systems in some of the other cars in this class, such as the BMW 5 Series, thanks to its clear layout and markings.

Harking back to olden days, one has to push a starter button to fire up the engine. Thats because the M comes with an intelligent key that does not have to be inserted in the ignition. The car senses its presence in your pocket or purse, and automatically unlocks the doors for you. The key can be programmed to deliver various functions such as pre-opening windows and setting seat and mirror positions.

All Ms except the Sport models have subtle rosewood trim (real wood) with a subdued semi-gloss finish. Sport models have genuine aluminum trim in place of the wood although the wood is available as an option. Chrome trim rims are subtly used around buttons and gauges to enhance the luxury look.

The drivers seat proved comfortable, especially in the Sport model with larger side bolsters. Its easy to find an ideal position with the 10-way power seat. Optional climate-controlled seats warm or cool the derriere with a fan.

Theres lots of technology available here and it works well. The optional Bose two-channel audio with Studio Surround sound is exceptionally good. Audiophiles should get it. The navigation system works well. We like using the birds-eye view, which presents the map in a 3D format giving an idea of distance and perspective. The voice activation system works well, if not quite as good as the system in the new Acura RL.

Rear-seat passengers prefer the Premium Package with back seats that recline and are heated. The controls are located inside the rear-seat center armrest. The package also includes a full-on DVD system with an LCD that folds out of the ceiling and is controlled with a remote. Separate rear-seat climate control is included with this package. Even without the Premium Package rear-seat comfort proved good with plenty of leg and headroom.

Although the exterior appearance makes the trunk look large, in reality its 15 cubic feet capacity is barely average for this size car and the opening is on the small side as well. Worse yet, when equipped with the optional full-size spare tire it only holds 11 cubic feet of cargo. At least it has scissor type hinges, which, unlike gooseneck hinges, dont intrude into the usable space. A pass-through opening is provided for carrying skis and other long items.

Overall we found the living quarters in the M very pleasant. The design and choice of materials is more akin to a modern Euro-style luxury hotel instead of the heavy wood and deeply cushioned armchair type luxury one expects to find in more traditional hotels.
On the Road

Usually when two engine choices are offered the low-end powerplant is anemic, but not with the M35. The VQ 3.5 delivers 270 lb-ft of torque, which launches the M35 like a greyhound out of the gate. If you think thats fast, try the V-8 in the M45; it peels up the pavement as it moves down the road. Its at home in the city, with a comfortable ride worthy of the luxury description, but it transforms into a true sport sedan on the open road.

The independent suspension is controlled and well damped, and every steering input is instantly transmitted to the road with a responsiveness expected from an Infiniti product. For those who push their vehicles hard, Infiniti offers rear active steer, which actually changes the geometry of the rear wheels to enhance control and deliver sharp, crisp handling performance. Innovation comes through on the M with the Downshift Rev-Matching mode on the manual shift automatic transmission; as you downshift in manual mode, the engine automatically revs the engine between gears so theres no sudden lurch--a technique that racing drivers work years to master. Throw in the Vehicle Dynamics Control system for traction and stability and the capable all-wheel drive, and this becomes an irresistible ride.

Driving Impressions

We found the new Infiniti M fun to drive and it did not feel like a big car at all. Part of the reason why the car doesnt feel too big is because aluminum body panels have been used for the hood, trunk and doors making the body weigh less while also lowering the center of gravity. Also, the electrically controlled rack and pinion power steering was precise with good road feel.

We spent most of our time in the 2006 Infiniti M35 Sport model, but we also drove an M45. Lower weight helps the V6 engine provide enough power to propel the M35 at a decent rate. The five-speed automatic transmission works well with quick shifting. Drivers who want more control can use the manual mode, which works better than in some cars as the shift lever has a short throw more akin to that of a manual transmission in a sports car.

We were satisfied with the V6s performance until we drove the M45 with the 335-horsepower V8. Its a rocket ship providing exhilarating acceleration. Not surprising, as Infiniti claims it is the most powerful V8 among its competitors. Whats more the fuel consumption is only a couple of miles per gallon worse, no doubt because the V8 is not working as hard. Unfortunately it ups the cost by almost $7,000, compared to the M35 models. (BMW and Mercedes buyers also face a big premium for the more powerful engines.)

The Sport models feature include what Infiniti calls Rear Active Steer. Dont worry it doesnt mean the rear wheels turn to any great degree. In fact they only move a maximum of one degree, which is unnoticeable visibly. The actuator that turns the rear wheels is powered and controlled electrically. What it does is adjust the rear toe angle in either an opposite phase going into a corner or the same phase exiting a corner and it only operates at mid- or high-speed. That helps turn the car into a corner more quickly and helps stop it from sliding out on exit. Without trying two cars back to back its difficult to determine how effective it is in reality. All we can say is that the Sport model proved to be very stable, handling more like a good lightweight sports sedan when purposely doing some abrupt lane changes at speed.

The optional Lane Departure Warning (LDW) system uses a camera to detect lane markings and warns a driver with a buzzer when the car starts to wander into the next lane. It only operates above 45 mph and is de-activated when the turn signals are used. In addition it detects the amount of movement of the steering wheel in order to avoid giving out warnings when one is purposely changing lanes. The system is probably a good idea especially when driving late at night on empty freeways or toll roads.

The M35X comes with the same all-wheel-drive system found in the G35X and the FX35. During a short drive in an M35X we didnt notice any differences in ride quality from the rear-drive models. Nor did we notice much difference in handling, though we only drove at a sedate pace. The M35X could be an excellent choice for driving in slippery conditions.

The RearView monitor system is impressive. It has a camera located in the back bumper that projects a view toward the rear view onto the LCD for the navigation system. Its a great safety item as it can help a driver see objects or children behind the vehicle that are otherwise hidden from view. Infinitis version goes one step further as it displays a line on the screen that indicates the course one is headed along as the steering wheel is turned. Its a really neat idea that works. Drivers still need to pay attention to ensure nothing is behind the car, however.

Journeys End



The luxury-sport segment is one of the fastest growing in the industry, and its a tough place to compete. The good news is that means lots of choice for all of us. Are you looking for ultimate performance or ultimate luxury in this price range? Or are you looking for the best mix of both at the best price? Frankly, the M is packed with so much technology it would take a review three times this length to cover it all. I didnt even touch on the Lane Departure Warning System that alerts the driver when the vehicle wanders into the next lane, or the intelligent cruise control, pre-crash seatbelts, preview braking, and Adaptive Front Lighting.

The safety features alone could serve as a grad students dissertation. Some lament that technology takes away from the driving experience, and on some vehicles that can be true, but the M35 and M45 innovations just enhance the experience, making us all better drivers in the end. Its nice to see Infiniti continuing to fulfill the publics cravings for a vehicle that can be everything to everyone without being neutered by complacency. -- BJ Killeen is a female automotive journalist and former road test editor for Motor Trend Magazine. She currently co-hosts Drivers Talk Radio in California.

Sonys 2006 line of Xplod car audio products provide multiple options for getting music into your car.



The new players support the playback of CD-R/RW discs with MP3 and ATRAC3/3plus content from Sonys CONNECT online music store.




For owners of portable digital music players, the CDX-GT300 and CDX-GT400 receivers have an auxiliary input on the faceplate that makes it easy to plug in and play through car speakers. Both units are satellite radio ready, with a flip-down detachable faceplate and a wireless remote.

"We know that people transfer and store their music in different ways," said Andrew Sivori, general manager of Sony Electronics mobile electronics division. " This years Xplod lineup offers something for everyone."

The CDX-GT500 CD receiver has a full-motion florescent (FL) display with a "space producer" graphics engine. The "aux lite" auxiliary input allows for a customized installation for MP3 player integration and boasts three sets ofpreamp outputs.

With a motorized, synchro-flip, detachable faceplate, the CDX-RA700 unit is designed for those who wont settle for a "factory stock" stereo in their dash.

In addition to standard MP3 and ATRAC3/3plus playback, the CDX-GT300, 400, 500 and CDX-RA700 models can play WMA files burned to a disk.

Source: Sony

Whether youre trekking up north to catch a Van Halen reunion concert or getting roped into another two weeks at Grandmas house in Orlando, youre gonna need a serious vehicle to get you there in comfort and style. But in this case, style comes in a distant second to comfort — more than four or five hours on the road can be brutal if you choose the wrong car.

Minivans are the obvious choice for a family road trip, but weve tried to offer some variety here — frankly, a list of minivans would be kinda boring. Big and small, vans and cars; heres a list of 10 vehicles wed love to take on a road trip.

Honda Element: A super-spacious rear seat, durable interior and backseats that fold flat into a bed make the Element a great car for "roughing it" in style. Its also available with all-wheel drive to handle the occasional summer downpour. Add the smooth ride, quiet engine, sub-$20,000 price and an EPA fuel economy rating as high as 26 mpg and the Element has the value end of things covered as well.

Toyota Sienna: OK, so minivans are not the most thrilling vehicles in the world, but, man, is this one plush. The XLE Limited is especially nice. With such available features as side sunshades, DVD entertainment, navigation system, adaptive cruise control, rear side windows that go down, household-style electrical outlets plus dual power side doors and a power rear liftgate, the Sienna is the perfect road trip companion.

Chevrolet Malibu Maxx: Surprised? We were. The new Malibu is much better than its rental car predecessor and the stretched Maxx version is a decent car as well. The Maxx offers added features that make it very road trip-friendly. The Maxxs longer wheelbase and sliding rear seats offer plenty of room in back to stretch out and the optional DVD player is a terrific bonus on a car this size. The rear-seat passengers wont miss out on any of the mountainous or cityscape scenery with the standard glass roof panels. Add the very travel-friendly options of XM radio and OnStar and the Malibu Maxx is a great road trip companion — all at a relative bargain price of about $25,000.

Acura TSX: Well, we cant all afford a Mercedes-Benz but many of us would sure like to enjoy the quality and comfort of such a car. And what better way to enjoy the open road without breaking the bank than in an awesome but affordable sport sedan. A beautiful interior and incredible handling make the TSX an excellent companion on a long journey and its frugal four-cylinder power plant will save you time and money at the pump.

Mercedes-Benz CL-Class: Maybe you dont need a huge SUV or van for your road trips. The kids are in college, and the distractions are few — sounds like the perfect opportunity to take that trip to the coast youve been planning for the past 15 years. And since you prefer to explore five-star resorts rather than campsites, hiking trails or even airport terminals, you can put the CL Coupes elegance to work for you. Should you need a little more thrust, opt for the CL55 and its nearly 500 horsepower of supercharged fun. Now you can arrive at your destination relaxed and knowing full well that your car is the best-looking coupe parked in front of the valet stand.

Ford Explorer/Mercury Mountaineer: After a redesign in 2002, the Explorer is, once again, a stellar SUV. The driving dynamics are nearly sedanlike and the Mountaineer offers a comfortable interior with a little extra luxury. Should you decide you need to tow something on your road trip, these Ford/Mercury twins have a 7,000-pound capacity that should cover most motorists needs. The independent rear suspension makes for a spacious cargo area as well as an optional third-row seat.

Volkswagen Touareg: A great-looking SUV that offers plenty of interior space and comfortable seating. Despite the VW logos on the exterior, the interior is just plain luxurious. The V6 version will offer some savings at the gas pump but still feels smooth and provides adequate passing power. The Touareg also offers something many others in its class cant — excellent off-road ability. With comfort on- and off-road, the Touareg and its deluxe accommodations make it an SUV you want to spend time with.

Dodge Magnum: The Magnum may be a big station wagon but its a vehicle one of our editors called "an extremely attractive car." Its low-slung stance and beefy tires make the Magnum look like it can gobble up hours of blacktop without flinching. The 340-hp V8-powered RT would be our choice and thankfully that big engine wont put you into single-digit fuel economy with Chryslers Multi-Displacement System. With its long wheelbase and comfortable seating for five, the Magnums wagon configuration still allows room for luggage. A Boston Acoustics sound system should help pass the time as you watch endless amber waves of grain.

Mazda 6 Wagon: Love the 6s good looks and crisp handling but need a little more space for that trip to the big city? The wagon version of the Mazda 6 has you covered. Youll get more cargo capacity than both the 6 sedan and five-door, plus the 6 wagon comes standard with a 3.0-liter V6 and a five-speed manual transmission. A stylish wagon that handles like a BMW for a fraction of the cost makes your stint behind the wheel more a reward than a punishment.

The star of “Charlie’s Angels” used to be great fan of traditional, powerful German cars, owning cars like the Porsche 911 Carrera and Mercedes SL.
Toyota Prius

However they have recently been gathering dust in Diaz’s garage in favour of her most recent purchase: a very eco-friendly Toyota Prius.

The car is equipped with a hybrid engine which switches between a conventional petrol engine and an electrical engine depending on conditions and contributes to some of the lowest emissions of any car – useful in smog-laden Los Angeles.

"I love my Prius," said Diaz recently, who also said that the batteries on her remaining conventional luxury cars have gone flat from lack of use. Diaz is far from the only one in the Hollywood set to embrace green; other celebrity Prius owners include Gwyneth Paltrow, Ted Danson, Leonardo DiCaprio, Jeff Goldblum, Billy Crystal, and Harrison Ford.

“It gets 52 miles per gallon. In the city. Isnt that exciting?”Cameron Diaz

Description

The Holden Adventra, Crewman and One Tonner range now have additional and much anticipated new models in their armoury, with the all new Alloytec V6 engines being made available for the first time.

The Alloytec engines first made their debut late in 2004 with the facelift of the VZ Commodore. Two versions were available, the Alloytec 175kW and the Alloytec 190kW. Since their introduction, the engineers at Holden have further developed the other models in the VZ range to accept the new Allotyec engine with the Holden Cross Trac AWD system.



The Holden Adventra has three new models which broaden its line-up to four; the SX6, the CX6, LX6 and the V8 powered Adventra LX8 which was introduced in October 2003 as the range topping flagship. The SX6 is closest in specification to the Commodore Executive. The CX6 is closest to the Acclaim and LX6 to the Calais in the Commodore line up. In keeping with the passenger car range subtle differences have been made to the external appearance of all three to give each a distinctive look and presence.

Front on, the differences to the Adventra range are the most noticeable with a larger air intake; high specced projector headlamps; aluminium protection plates built into the front bar which widens the Adventra’s stance, and with the flared wheel arches gives the Adventra a stronger, tougher look. Seventeen inch six-spoke alloy wheels are fitted to the SX6, the CX6 and LX6 have seventeen inch five-spoke alloys with dark inserts as standard. A full size alloy spare is standard across the range. Four new exterior colours are available in the Adventra, Impulse Blue, Dark Mercury Silver, Mid Green Barbados and Heron White. Also new interior fabrics have been used in each model to further distinguish the model range.

The 190kW Alloytec engine and five-speed-automatic transmission is used throughout the Adventra range. The LX8 has the Gen lll 5.7 litre V8 boosted to 250kW as standard and no manual transmission is available with either engine. The new engine and transmission package is mated to Holden’s Cross Trac AWD system. This system utilises the automatic brake differential [ABD] software and electronic brake force distribution [EBD] to achieve the desired levels of traction across all wheels. Hill descent control [HDC] is fitted as is Electronic Stability Program [ESP].

Options

Options through Holden by Design include the sixteen inch steel wheel all-terrain wheel and tyre combination, satellite navigation, overhead DVD player, nudge bars, full under body protection plate, a third row seat option and a range of additional load carriers.

Standard equipment

Holden Adventra SX6: airconditioning, power windows, CD player, cruise control, driver and passenger front and side airbags, power mirrors, auto headlamps and remote tailgate operation.

Holden Adventra CX6: leather seats and steering wheel, electronic climate control, chromed projector headlights, 6 disc CD player, additional interior lamps and storage bins.

Holden Adventra LX6 and LX8: electric sunroof, premium 10 speaker audio system, sports seats with eight way adjustment, sports profile leather steering wheel, high mounted auxiliary gauges, roof rack with integrated luggage carrier.

Drive impression

To showcase the new Alloytec engine and transmission combinations with Holden’s Cross Trac AWD system, the new range of AWD Commodores were driven through a variety of conditions on and off-road. The off-road terrain included steep uphill and down hill tracks designed to highlight the Cross Trac system and the various electronic aids, ESP, Hill Descent Control - that can be bought into play whilst driving.

The Cross Trac constant or permanent traction control based AWD system basically does all the thinking for you. Select “Hill Descent Control”, and the only input required from the driver is to steer the vehicle down the slope.

Similarly the Electronic Stability Program [ESP] allowed the Adventra to stay in shape through a loose gravel section of roadway and exit pointed in the same direction where others would have spun. The speed at which braking force is applied to the wheels to correct the vehicle’s attitude is barely noticeable. Holden claim there are at least 1800 calibration variables to cover most common driving situations.

What was surprising was the vehicle’s ability to negotiate some really rough washouts and rutted terrain with its ability limited only by the lower approach and departure angles and ground clearance compared to some of the more serious 4WD vehicles in the marketplace.
On the road the Adventra, Cross6 and One Tonner benefit from a revised power steering pump. This reduces steering weight at low speeds and gives the vehicles a more precise feel on the road. Overall, this contributes to the less cumbersome feel the Alloytec engined Adventra has compared to the V8 version driven in 2004. The 190kW engine and five-speed-auto package is an excellent combination and when mated to Holden’s Cross Trac system gives the Adventra and Cross6 the ability to negotiate some pretty rugged terrain with ease.

The 175kW version in the One Tonner also does the job. It is on the road where it looses out to the other Holden AWD models. When pushed along it feels a little coarse and at 100kms an increase in cabin noise was noticed compared to the Adventra and Cross6.

Motivation for the 2006 Suzuki Grand Vitara comes from a 2.7-liter, dual overhead cam, 24-valve, aluminum V6 pushing 185 horsepower at 6,000 rpm and 184 lb.-ft. of torque at 4,500 rpm.

A five-speed manual or five-speed automatic transmission directs power to the rear axle or to all four wheels through a full-time four-wheel-drive system complete with a two-speed transfer case and self-locking hubs.



The Grand Vitara’s curb weight ranges from 3,452 to 3,682 pounds, guided by rack-and-pinion steering and supported by a MacPherson strut front suspension with a multi-link setup in the rear. Front vented discs and rear drums slow things down, and the Grand Vitara comes standard with ABS, electronic brake-force distribution, traction control, and stability control.



Interior Design and Special Features

The Grand Vitaras new interior is one of the best-looking weve seen in any Suzuki. The dash incorporates nice textures and flowing lines, and the gauges are housed in an attractive three-circle fashion with each ring surrounded by faux aluminum trim. The center stack is also bordered by simulated aluminum trim and the stereo controls especially feel more upscale than expected. With the rear seats lowered, theres 68.9 cubic feet of cargo room available.

Safety

Standard safety features on the Grand Vitara include stability control, ABS with Electronic Brakeforce Distribution, side curtain airbags for front and rear outboard passengers and front side airbags.

Powertrains and Performance

The Suzuki Grand Vitara is powered by a 2.7-liter V6 making 185 horsepower and 184 pound-feet of torque. A five-speed manual is standard on the base and premium models and a five-speed automatic is optional. Luxury and XSport versions have that automatic as a standard feature. Four-wheel drive is available for each style.

Body Styles, Trim Levels and Options

The Suzuki Grand Vitara, a four-door compact SUV, is offered in four styles: base, Premium, XSport, and Luxury. Base models come well equipped with items like 16-inch wheels, automatic climate control, cruise control, keyless entry, full power accessories, a MP3-compatible CD player and steering wheel-mounted controls. To this, the Premium style adds alloy wheels an in-dash CD changer and the XSport adds a standard automatic transmission and a remote "SmartPass" keyless engine-start feature. The top-line Luxury style includes leather seating, 17-inch alloy wheels, a moonroof, heated front seats and wood grain trim.

Road Test

While the old Grand Vitara was mostly famous for acting like the dim-witted truck it was, its replacement shows some traces of athlete DNA. The once-slow rack-and-pinion steering got sped up to a proper speed, and Suzuki figured out how to let enough sensation come through to make it a fun handler. The tires dont grip any better than your average sedans, but since the Grand Vitara can put almost as much pressure on its rear tires as its fronts, some of that nose-plowing can be offset by intentional oversteer. (You can only get truly rowdy under 19 MPH, the allowable range for shutting off the ESP stability control.)

This wouldnt be possible without the Grand Vitaras rear-wheel-drive origins, a fairly significant dynamic distinction in this front-drive-dominated class. It makes you wonder why Suzukis so silent on the subject, flooding its website and sales brochure with "2WD" without once mentioning the word "rear." Guys, you got it; why not flaunt it?

Additionally, two optional 4-wheel-drive systems make the Grand Vitara, as Suzuki puts it, "no off-road poser." The first, optional on the lower two models (and equipped on our tester), is a regular all-wheel-drive unit that works invisibly and independently. The second, optional on the higher two models, also contains AWD but can also be locked in 4WD High or 4WD Low for serious terrain. Top this all off with the Grand Vitaras "unibody construction with a built-in ladder frame" - a possible self-contradiction - and Suzuki gets to claim having one of the few real mud warriors. Together, rear-drive and the ladder frame also explain the Grand Vitaras high-for-the-class 3,000-pound towing capacity.

Standardizing a V6 helps prowess in all aforementioned areas. 2.7 liters, 185 horsepower, and 184 pounds-feet of torque give it a slight edge in a class of 4-bangers. It never feels fast, least of all when passing, but it addresses most velocity needs. At first acquaintance, it struck me as the most gruff-sounding V6 made in the continent of Asia. After a week, I just found it edgy and distinct. Whatever your opinion of the engine, the 5-speed automatic transmission at the end of it shifts fine at almost all times, even under full throttle.

The weak link on the Grand Vitaras specs sheet, as in Suzukis own Aerio, are the brakes. Once again, the engineers cheaped out and gave us rear drums, which grab hold a little too strongly. It happens near the bottom of the pedals travel, so its not too bothersome.

The greater flaw actually runs contrary to the specs. With all else equal, switching from a live rigid rear axle to an independent multilink suspension promises a brighter day when it comes to ride comfort. Which must mean the reason I was getting thrashed around by these jumpy, jiggly, hoppy, droppy shocks lies elsewhere. You barely notice it in a ten-minute cross-town jaunt, but spend enough time on the freeway and youll definitely notice too much bounce and that certain types of bumps cycle through the suspension more than once - an indication of the classic underdamped-and-oversprung problem, and possibly of that ladder frames mediocre absorption abilities. If this is the price to be paid for the somewhat playful chassis, I demand a refund.

Freeway cruising isnt bad otherwise; the Grand Vitara knows how to walk a straight line and its not too noisy aside from all that wind buffeting the side mirrors. Fuel economy was no surprise for a little battering ram, averaging only 20 MPG despite 75% of the drive having been conducted at 75 MPH.

The surprise was encountering the most inept cruise control system Ive encountered in my decade-long driving lifetime. The Accelerate button wont take multiple orders, so inching up by 5 MPH takes five presses spread out over 30 seconds. Or you could hold it down, but then youll get full throttle and a dramatic double-downshift. It wont downshift when using "Resume," prolonging that operation pretty badly, and when it finally does resume, it settles on a speed exactly 2 MPH below what it was before. Heck, even when you set a fresh speed, 2 MPH will mysteriously taper off over time.

None of this will strand you by the roadside, but its not cool when your rides got more MPH than IQ.

Auto-trex Advice about the 2006 Suzuki Grand Vitara

In today’s urban reality of crumbling, traffic-choked roads and increasingly tight parking spots, the 2006 Suzuki Grand Vitara makes great sense. It’s small, a nimble handler, equipped to battle snowstorms without giving much up in terms of ride and handling. Because its engineered for real off-roading, the Grand Vitara is stout enough to take the pummeling doled out by potholes and frost heaves, and if you lead that active lifestyle that every marketer talks about but few Americans actually engage in, the Grand Vitara’s got the goods to get you farther off the beaten path than many of its competitors. Add in the impressive powertrain warranty, quality construction, and tailored design inside and out, and it’s hard not to recommend a look at this rugged little ute. The trade-off, however, is interior size and driving refinement. The Grand Vitara’s V6 is adequate, no more, and the rear seat is tight for use by adults or rear-facing child seats. A family hauler this Suzuki is not.

There isn’t a big cost savings here but the seven-year or 100,000-mile transferable powertrain warranty makes considering the 2006 Suzuki Grand Vitara a worthwhile option. This is a decent vehicle depending on your needs. It isn’t a serious family hauler due to the lack of storage space and seating, but it would be a great vehicle for a college student or an active single person that needs a 4X4 and the small available cargo space for a bike, rock climbing gear or anything of that size and nature.