Variance

I think it would be good to have these at the beginning of every week to kind of kick it off. It would help with the weekend lull around here, too.

The G20 uses a 2.0L I-4 shared with the Sentra SE-R, NX2000, and 200SX SE-R. I believe there's a decent aftermarket for these cars, so modification shouldn't be an issue. Enjoy your new to you ride.

Well, GM had issued a voluntary recall of the Saturn VUE back in 2004 related to the rear suspenion. That recall doesn't show up on the NHTSA's web site, either.

That's because the NHTSA didn't issue the recall. Toyota did voluntarily.

I actually think Buick is more going for Acura's throat. Think about it: -Buick's lineup in predominantly FWD/AWD. (So is Acura's.) -The tagline "Beyond Precision". (Can be construed as "Beyond Accuracy" = "Beyond Acura".) -Cadillac is more inline with Lexus (and Infiniti) offerings. As far as Saturn goes, seeing their latest offerings, they can be as Euro they want to be. They've never been a typical American brand to begin with anyway. They were always intended to be "American imports".

I've read on WSJ's web site that this recall only affects about 160 cars.

The Avalon uses a 5-speed unit.

No. The four-cylinder Camrys come with either a 5-speed auto or manual. Only the V6s have the 6-speed autos. And as V6s always sell notably less than the four-bangers, again, this isn't really a full-blown issue.

A half of a percent isn't exactly a massive number especially considering they only recently went on sale but this is a notable black mark nonetheless.

Vocal Hero By Chris Walton Date posted: 04-20-2006 There's nothing better than the sound of a big-bore V8 in the morning. That is unless you can lower the car's top at the touch of a button and enjoy it all the more, like we did in the 2007 Mercedes-Benz CLK63 AMG. The new 6.2-liter engine, designed from scratch by the powerhouse AMG division of Mercedes-Benz, features a wildly "oversquare" design; that is, the diameter of the cylinder bores (102.2mm) is larger than the stroke (94.6mm) of the pistons. In other words, you can almost distinguish each discrete explosion as the high-compression (11.3:1) engine bellows through the free-flow dual-tipped exhaust. For gearheads, it's one of those uniquely identifiable exhaust signatures that can only come from an engine of that design. The new V8 is, or will be, at the heart of several 2007 AMG-equipped offerings, and in this application, it produces 475 horsepower at 6,800 rpm, and 465 pound-feet of torque at 5,000 rpm. That represents a 30-percent and 24-percent increase over the 2006 CLK55's 5.4-liter output. Surrounding the magnificent new engine is an updated version of the CLK Cabriolet, suitably wearing new badges and bodywork, and new 18-inch wheels surrounding fade-resistant composite-construction front brakes discs. Once again, it appears that the U.S. market will not enjoy a coupe version of the CLK in AMG dress, although we drove one of those as well. Big power, big smile Our drive route comprised a healthy mix of freeway, sweeping rural highways and farm roads that showed off the engine's particularly wide-ranging abilities. Most of the time, the engine loafs around town, shifting at say, 2,000 rpm, using just about an inch or two of the throttle pedal. But that doesn't mean the car is slacking. On the contrary, even at moderate engine speeds below 4,000 rpm, the 6.2-liter V8 is more than capable of propelling the 4,100-pound car with authority. Indeed, the torque plateau begins at just over 4,000 rpm and tops at 5,000. Only when the road straightens out can a driver use all the throttle. When he does, the world goes all streaky and blurry 'round the edges as the tachometer slowly sweeps toward its rev limit just over 7,000 rpm. Speed seems to build exponentially because there are so few shifts occurring, and each gear feels like it lasts twice as long as one would expect from a seven-speed transmission. Most of that's due to the rather tall (2.65:1) final-drive ratio in the rear end, but the effect is one of limitless acceleration. Mercedes claims a 4.7-second 0-62-mph (100 km/h) time (in 2nd gear), and the shift from 3rd to 4th doesn't occur until you've surpassed 100 mph. That's some tall gearing. The car is electronically limited to a top speed of 155 mph, but doing the math reveals a real potential for just over 200 mph in 5th gear, assuming it could push that wall of air. The other byproduct is that fantastic soundtrack issuing from the tailpipes. When the conditions are right, you can actually hear spent gases rushing through the system like the great big air pump that it is. It's not completely perfect The AMG-tuned SpeedShift transmission is aptly named. Not only does it upshift quickly, it also does so smoothly by momentarily breathing the throttle between gears. But what it doesn't do is rev-match for downshifts, even when using the new-for-'07 metal paddles in manual mode. A skilled driver can manage to do just that, however, by blipping the throttle between gears, just after requesting a downshift, so why can't the software? Then you reach a corner and it all goes to hell. Sure, the new brakes are tremendous, the suspension is sport-bred firm (but not punishing), and the Pirelli P Zero tires maintain heroic levels of grip, but the CLK's steering rack seems to have been overlooked in the AMG upgrade. Having a bit of a dead spot on-center is fine to accommodate the "sneeze factor," but the slow-to-react ratio and numb, wooden feeling it offers is totally out of character with the rest of the otherwise sporty car. What one guesses as an appropriate amount of input for a given approaching corner is always an underestimate by about 30 degrees of steering wheel rotation, and there's very little information coming through the wheel up to the limit of tire grip. The only time the rack and pinion steering feels the least bit communicative is just before understeer begins, as your arms are nearly crossed headed for the guardrail. On the other hand, with the ESP traction and stability control shut off, it is possible to "over drive" the CLK63 by using some lift-throttle oversteer midcorner to rotate the car and actually have some sideways fun. Even so, you've got to remember the countersteer is as slow as the initial turn-in was in the first place. Clydesdales, baby Our drive of this early-production European CLK63 AMG Cabriolet (and Coupe) came with no detailed information regarding U.S. pricing, options or expected fuel economy. Our educated guesses would indicate that when the car arrives here in July, it'll be priced at about $85,000, or just over the $79,000 BMW 650i convertible and the all-new 2007 Jaguar XK8 convertible priced at $81,000. What you get with the CLK63 AMG for the $4,000-$6,000 over the competition is horsepower. The CLK outguns the BMW and Jaguar by 115 hp and 175 hp, respectively. That's what the AMG badge has always meant, and it appears the tradition still stands. Link: http://www.edmunds.com/insideline/do/Drive...rticleId=110099

Troubled Seoul: Probe Could Crimp Hyundai and Kia Expansion Plans Date posted: 04-25-2006 SEOUL — An investigation into an alleged slush fund in Korea could curtail ambitious expansion plans by the country's top automaker, Hyundai Motor, and its Kia subsidiary. Government prosecutors were scheduled on Monday to interview Hyundai Chairman Chung Mong-Koo in connection with the investigation. Prosecutors last week interviewed Chung's son, Chung Eui-sun, president of Kia Motors. As part of Chung Mong-Koo's vision for Hyundai to become one of the world's top five automakers by 2010, the company is in the midst of an aggressive global expansion, with major new plant construction projects underway or announced in China, Eastern Europe and North America. Last year, Hyundai opened its first U.S. assembly plant near Montgomery, Alabama, and Kia late in the year announced plans to build its first U.S. plant in West Point, Georgia. The Chung family, which controls Hyundai and Kia, last week agreed to donate $1.1 billion in stock in a Hyundai subsidiary to charity. A report by Bloomberg news service quoted Hyundai spokesman Oles Gadacz, who described the investigation as "a distraction" and said the probe "is beginning to take its toll." On the Korean stock exchange, Hyundai's shares have fallen more than 9 percent and Kia's shares have dropped 22 percent. What this means to you: The Hyundai steamroller appears to have slowed, at least temporarily. Link: http://www.edmunds.com/insideline/do/News/articleId=110165

Hey, that was the name of the dealer that had the Camry in the (now deceased) Camry LE thread.

All New Vauxhall Astravan Text & Photos courtesy Adam Opel AG 04-25-2006 One for the load, one for the road *Vauxhall unveils all-new Astravan *World Premiere at CV Show 25-27 April *A real driver’s van, with car-like dynamics and style *Developed and built in Britain Summary It’s the van that can handle the road as well as the load! Vauxhall has pulled the wraps off its new Astravan – the latest incarnation of the company’s most established van brand. Due to go on sale in autumn 2006, the newcomer has been designed and developed in the UK, where almost 10,000 Astravans a year are sold. It has been designed from the ground up to be every inch the ‘Driver’s Van’. Based on the platform of the Astra estate, New Astravan retains the dynamic abilities, style and comfort of the car but with even greater practicality. Every component has been reassessed or redesigned so it’s purpose-built for commercial duties, yet from behind the wheel it still feels little different to the car. Manufacturing New Astravan will be built alongside the Astra five-door hatchback at GM’s manufacturing facility in Ellesmere Port, Cheshire. The plant was home to the current Astravan until 2004, when the line was transferred to Poland to make way for car production. The greater commonality between New Astravan and the current Astra means it will once again be built in Britain, and will take advantage of Ellesmere Port’s state-of-the-art production line and reputation for exacting quality control. Chassis and steering New Astravan uses the same basic design as the Astra Estate, but the rear axle has been redesigned to allow the fuel tank to be moved. This allows for extra load space and a completely flat floor without harming the driving dynamics, while the rear torsion beam has been adapted to cater for carrying heavier loads. Comfort If you use a van as an essential tool of your work, you must have a pleasant working environment. The Astravan shares its ergonomically-designed layout with the Astra car, offering comfort and refinement levels that most van customers would never expect. Practicality New Astravan has a 9mm longer wheelbase than the existing model, giving improvements to handling and ride, plus extra interior space both in the cabin and the load bay. The tailgate opens low and wide and the floor itself is 79mm longer and 6mm wider than in the current Astravan. Loads of up to 24mm higher than the outgoing model can also be stowed in the back, while the overall payload has been increased to 650kg. Engines Initially, New Astravan will be available with a choice of three diesel engines and one petrol. The flagship model will use the 120PS 1.9-litre CDTi powerplant from the Astra car range, offering class leading performance, refinement and running costs. A revised version of the current Astravan’s 1.7-litre CDTi unit developing 100PS will also be on offer, along with a 90PS version of Vauxhall’s award-winning 1.3CDTi engine. All three diesel units will be Euro 4 compliant from launch, as will the one petrol addition to the range. Powered by a 90PS 1.4-litre engine, the petrol Astravan makes use of GM’s advanced Twinport technology. Security All models will have remote central deadlocking and tamper-proof protected door locks, while a perimetric alarm system and a solid rear tailgate will be offered on the options list. One of Astravan’s greatest security features, however, is in its design. Unlike most vans, you can tuck it away overnight in a conventional garage. And to anyone who has ever had to load and unload a nearly-full van twice a day, that’s one of the greatest features of all! On sale date New Astravan will arrive at Vauxhall LCV retailers in autumn 2006. Until then, the current Astravan will remain on sale. Prices and specification for New Astravan have yet to be announced, but more details on the model line-up will be announced in the summer. Link: http://www.worldcarfans.com/news.cfm/count...uxhall-astravan

WCF: More BMW X3 Facelift Spy Photos ----- This thing needs more than a facelift. It needs the entire crew from "Extreme Makeover".

Infiniti to Launch Across Europe in 2008 [April 25, 06] PARIS, (April 25, 2006) –- Nissan Motor Co. Ltd. today announced that its Infiniti luxury brand will launch across the European market during 2008. The announcement was made in Tokyo by President and CEO Carlos Ghosn during a press conference for the 2005 fiscal year results. Launched in the U.S. and Canada in 1989, Infiniti is currently sold across North America, Taiwan, the Middle East and Korea. In 2006, Infiniti will be launched in Russia, followed by China and Ukraine during 2007. “In 1999 we made the decision to re-invest heavily in the Infiniti brand, focusing on outstanding products and a premium ownership experience,” said Ghosn. “That investment has made Infiniti the fastest-growing luxury brand in the U.S. and one that is recognized globally for its blend of design, performance and luxury. We are now ready to bring this unique brand to consumers in Europe,” continued Ghosn. Infiniti will be distributed in Europe through a dedicated sales and service network that will start operations during 2008. Full details of the final product range, ownership experience and business structure will be disclosed closer to launch. “This is the ideal time for Infiniti to launch in Europe,” said Brian Carolin, senior vice president, sales and marketing, Nissan Europe. “This timing allows us to bring the next generation of Infiniti models, including a fully competitive line-up of petrol and diesel engines, specifically designed for the demanding needs of our European premium customers,” Carolin added. Infiniti has built a reputation for top-ranking customer service, contemporary design and driving performance. Since the company renewed its focus on Infiniti in 1999, sales in the U.S. grew from 72,637 vehicles to 136,401 vehicles in 2005, an 88% increase. In Europe, Nissan employs 12,000 people in its design, research and development, manufacturing, logistics, and sales and marketing operations. In 2005, the company produced a total of 508,901 vehicles in its British and Spanish plants and sold 540,954 vehicles in Europe. Nissan Europe’s headquarters is based in Trappes (Paris), France. Link: http://nissannews.com/corporate/news/curre...425084852.shtml

2006.5 Kia Optima Everything you ever wanted in a 1998 Toyota Camry. by John Pearley Huffman (2006-04-24) The most impressive thing about Kia's new Sedona minivan is that it competes so effectively against contemporary competition like the Honda Odyssey and Toyota Sienna. What's disappointing about Kia's new Optima four-door sedan is that, while it's better than any previous Kia sedan, it doesn't make the big leap forward the Sedona has. The Japanese competition is still clearly better. But before getting to the specifics here, what's the deal with this car being sold as "2006.5" model? The Kia guys mumbled something about it having to do with when the car went on sale in Korea and certain legalities surrounding that… so it couldn't be sold as a 2007 model. And they didn't want it to be confused with the old-style Optimas that were sold as 2006 models. So they compromised on 2006.5. Yawn. They could have been at least a little bit creative. Couldn't this car have been marketed as a 2006.74, 2006.63 or 2006.82? You know, just for fun? Ordinary, and built to stay that way Built atop a new platform that isn't shared with the Hyundai Sonata, the Optima comes from the Kia plant in Hwaseong, which the city fathers there daringly contend is a "pleasant city." Not necessarily a unique city, but a pleasant one. That sums up the car too. Of course the city has 234,182 people in it. And the car is only rated to carry five. The car's engineering couldn't be more mundane. The structure is, naturally, a steel unibody. Of course the front suspension is a set of MacPherson struts and the independent rear suspension is a multi-link system. In base $16,355 LX form, the standard powerplant is a 2.4-liter four with DOHC heads and four valves over every cylinder. Drinking regular fuel that engine produces 161 horsepower at 5800 rpm which it then sends to either a five-speed manual or five-speed automatic transverse transaxle which in turn spins the front wheels. The steering is by rack-and-pinion, there's a disc brake behind each of the four wheels, and the standard tires are P205/60R-16s on steel wheels. The Optima's styling is conservative and tidy but well short of interesting; there's some 2004 Camry in there along with touches from the 2000 Maxima and 1999 Mazda 626 and those headlights look like they were borrowed from an Altima. At 186.4 inches long overall on a 107.1-inch wheelbase, it's 4.7 inches shorter than a current Accord sedan even though the space between the wheels is only 0.8 inches less lengthy. The cabin is just as conservatively and derivatively styled as the exterior, but it's roomy and both side and side curtain airbags are standard on all models. An AM/FM/CD player with six speakers, power windows, power mirrors, air conditioning, and 60/40-split folding rear seats are all standard. Pay up for the automatic (with "Sportmatic" manual shifting) and cruise control, keyless entry, and a tilt/telescopic steering wheel incorporating audio controls come along in the $17,650 bargain. Beyond the base lays the better-equipped EX with the four or LX and EX models equipped with a 2.7-liter V-6. The EX four and both V-6s get the automatic transmission as standard equipment. The aluminum V-6 has a DOHC, 24-valve design, but output is a relatively modest 185 horsepower. Traction control, electronic stability control, and brake assist are optional in one bundle on all models except the four-cylinder LX. And most buyers will likely up for the appearance package, which includes a blacked-out grille and 17-inchers with P215/50R-17 Michelin tires. With the major Japanese competition now self-consciously styled to appear more upscale and avant garde, the Optima's straightforward decoration can be seen as somehow refreshing - here's a car that isn't trying to be something it isn't. On the other hand, it's not very interesting. Dynamically, kind of dynamic First, let's dispense with the V-6 option. The 2.7-liter engine is creamy and smooth, but the additional 24 horsepower it offers over the four isn't particularly perceptible in daily driving and the initial extra expense (the EX four starts at $19,395, the EX six at $20,400) and drop in fuel economy (the EPA says the four goes 24 in the city and 34 on the highway while the six can only manage 22/30) are significant. But beyond that, the four-cylinder engine is a good one; the torque production is good, it runs smoothly and in a normal driving environment it's tough to imagine it proving itself inadequate. In fact the five-speed automatic and four-cylinder combination works so well that it's a wonder that Kia has decided to offer a V-6 at all. Push the four hard - using the transmission's Sportmatic feature does extract a bit more performance - and it hardly seems to notice that it's being abused. The chassis is also very composed even if its limits aren't particularly high. Even when wearing the 17s this isn't by any stretch of the imagination a "sports sedan," but it doesn't haul itself over and wail in extreme understeer on every corner either. And the stability and traction control systems go about their jobs without being intrusive or mechanically annoying; they just keep the car from doing anything stupid. And if the car's not doing anything stupid, neither is the driver. What the Optima lacks is much in the way of direct feedback to the driver. The steering is quick enough and accurate enough, but never particularly entertaining. And the chassis is always comfortable, but lacks the reflexes necessary to star amongst its peers. It maintains its dignity at all times, but never has much fun. Value, value, value What the Optima will - and must - sell on is value. Fortunately that's still a Kia strong point. There's just about as much rear legroom in the Optima as in the Camry and in some critical interior dimensions this Korean actually betters the Japanese competition. And there's 14.8 cubic feet of cargo capacity in the trunk and a big opening to throw stuff in there too. Throw on the optional leather package to the EX and the result is a roomy, competent, easygoing everyday machine at a keen price. So what if the interior's design won't have Frank Gehry reconsidering his fundamental assumptions about architecture? No, the Optima won't have all the neighbors swooning in jealousy. And the valet parkers will shuttle it to the back lot to sleep with the rental cars and kitchen help's heaps. This car is a smart buy with an incredible warranty that stretches out well past the term of most purchase loans. And it seems well built. So it's boring. At least it's a cheap bore that will last a long time. 2006.5 Kia Optima EX Base price: $19,395 Engine: 2.4-liter in-line four, 161 hp Drivetrain: Five-speed automatic transmission, front-wheel drive Length x width x height: 186.4 x 71.1 x 58.3 in Wheelbase: 107.1 in Curb weight: 3179 lb Fuel economy (EPA city/hwy): 24/34 mpg Safety equipment: Dual front airbags, side airbags, side-curtain airbags, four-wheel anti-lock disc brakes Major standard equipment: Power windows/locks/mirrors, cruise control, CD player, keyless entry Warranty: Ten years/100,000 miles powertrain, five years/60,000 miles basic Link: http://www.thecarconnection.com/Vehicle_Re...180.A10330.html

2006 Lamborghini Gallardo Spider Sinfully delightful. by Paul A. Eisenstein (2006-04-24) Envy, greed, avarice, lust. There's something sinful about Lamborghini's latest, the Gallardo Spider. Actually a lot of things, and we could probably add a few new ones to the classic list of the seven deadly sins. But as you pull the top down on this impossibly angular little roadster, you know you're going to enjoy experiencing them all. We took delivery of a bright orange Spider on what proved, mercifully, to be the first warm day of Detroit 's short spring. After a quick briefing, we plopped into the roadster's comfortably enveloping seats and hit the "Start" button. The roar of the Lambo's 5.0-liter V-10 was enough to turn heads at the other end of the dealer's parking lot. Within moments, a crowd had surrounded the car. "Rev it up, rev it up," several of the onlookers asked, but we were more interested in seeing how Lamborghini engineers solved the problem of folding away the roadster's canvas top. With the push of a second button, an electro-hydraulic system surged into action. A panel in the Spider's long rear deck lifted up, while the top itself twisted and folded like soft pasta. Twenty seconds later, we were ready to run, and now it was time to give the crowd what they wanted. Slipping the transmission into first, we tipped in the throttle. The crowd's reaction was involuntary, everyone flinching and stepping back as the engine roared like a Formula One racer. Releasing the clutch, the Spider shot forward, nearing 60 before we reached the end of the parking lot. As we learned over the next few days, the Gallardo Spider makes high-speed driving seem simple. Driving slow was the challenge. Slip into second, even with your foot off the throttle, and the two-seater will cruise along at close to 40. Better keep the number of a good traffic attorney close at hand. You're likely to need it - often. But we're getting a bit ahead of the story. Modest numbers In the first 40 years of its existence, Lamborghini produced barely 2000 automobiles. Operations at the automaker's assembly plant, in the Modenese suburb of Sant'Agata Bolognese, went along at a glacial pace - not surprising, when your only product is something along the lines of the $250,000 Murciélago. But things began to change when Audi acquired the Italian automaker in 1998. The German carmaker, itself a subsidiary of Volkswagen AG, had some big ideas for the little sports-car manufacturer. And they came to life in the form of a product originally codenamed the LB-140. "We're putting all our bets on this car," explained former chief executive, Dr. Giuseppe Greco, when he gave TheCarConnection.com its first look at the Gallardo. At $175,000, the coupe still qualifies as "exotic," but since its introduction, barely two years ago, the Gallardo has more than doubled the number of cars the automaker has sold since its founding by Ferruccio Lamborghini. The $200,000 roadster is likely to only enhance that appeal. Eye candy It isn't easy to design a Lamborghini. Since its earliest days, the Italian automaker has earned a reputation for over-the-top styling with products like the Countach, Diablo, and Murciélago. Though the Gallardo gives up the trademark gullwing doors found on those flagship models, its lineage is unmistakable. In the form of a top-down Spider, it's low and squat, looking more like a GT-P race car than something you'd expect to find on the street. It's all angles, edges, and louvers, with the cockpit pulled so far forward you almost expect your feet to stick out into traffic. But you need that big rear deck to cover the heart-and-soul of the roadster. For the Spider, Lamborghini engineers beefed up the already brawny 5.0-liter engine, which originally produced "only" 493 horsepower. It now pumps out a blistering 520 hp, and 510 pound-feet of torque. In classic, Lamborghini form, that power is directed to all four wheels so, with those four huge hunks of rubber, it's almost impossible to spin a burnout. Like a racehorse eager to run, our cabriolet seemed almost belligerent as we wove through afternoon traffic, heading for some open pavement. Finally, with rush-hour gridlock well behind us, and now police in sight, it was time to open things up. Our test car boasted a six-speed, short-throw manual gearbox. The transmission took some getting used to, for with its tight gates, it was initially easy to miss a gear. For those who prefer to avoid the learning curve, there's a six-speed automatic available with optional paddle shifters. The big engine is actually a little less impressive than you might expect when you first slam down the throttle. It delivers solid, but not overwhelming 0-60 times of 4.3 seconds. The roadster really comes to life as you start approaching 3000 rpm. Once that happens, you'll be working the gearbox in a hurry. We found ourselves blasting through 100 before we knew it, and decided not to see how much past 140 we could take the car on a public highway. The Spider can reportedly nip 190 mph - with the top down. Up, you'll touch 195. A tight grip Bringing speeds down a bit, we felt a surge of adrenaline as another car suddenly appeared in our mirror. Busted? No, it was a Corvette Z06 looking for a little action. We slowed down just enough to let it gain on the Spider, but each time the 'Vette started to pull alongside, we dropped down a gear, hit the throttle and left it slipping back in the rearview. After three or four tries, the visibly frustrated Corvette driver dove off for an exit. Lust or hate? Probably a bit of both. Even at balls-out speeds, the Gallardo feels completely in balance, in large part thanks to its all-wheel-drive system. The Spider's steering is tight, precise, but if you're used to muscling around something a little less exotic, it might seem a bit twitchy. The huge brakes are another plus. They'll scrub off speed as fast as you've built it up. Lamborghini did more than just cut the top off the Gallardo coupe. It made significant structural changes to enhance the Spider's rigidity. The space frame was reinforced around the sills, for one thing, as well as the A-pillars. To enhance safety, Lambo also developed a pop-up roll bar system linked to the airbags. Another nice touch is the motorized rear glass. Even with the top up, you can lower the window for a little fresh air, and it's a great way to hear yourself running through the gears. Audi clone? While Lamborghini's distinctive design has traditionally extended into the interior, older models have tended to cut some corners. The cockpit of the Gallardo - coupe and roadster - is a much more refined affair. Fits are tight, and materials are elegantly in keeping with the car's big-buck ticket price. But don't be surprised if you have a flash of déjà vu. Italian product planners had to create a good business case before German management would approve the Gallardo program. So while the primary gauges and toggle switches are distinctly Lamborghini, the center stack - the climate and audio controls, as well as the large navigation screen - were unabashedly borrowed from the Audi catalogue. It's not a bad model to clone, considering virtually everyone views Audi as the benchmark of automotive interiors. But a little more differentiation wouldn't be bad. That said, it's hard to find much to fault with the Gallardo Spider. It's not only fast and furious, but an absolute blast to look at. It's got a level of refinement and quality that we'd have never expected from Lamborghini in its quirky past. The cabriolet isn't for everyone, even those who might have the bank book to afford one. This isn't a car likely to blend into traffic. And you're likely to have the cops following close behind, waiting to write an easy ticket. But for those who like to live on the edge, and who don't mind sinning a bit, you might want to go looking for the nearest Lamborghini dealer. 2006 Lamborghini Gallardo Spider Base price: $200,000 (includes $195,000 base, $1300 delivery and $1700 in mandatory minimum accessories) Engine: 5.0-liter V-10, 520 hp/510 lb-ft Transmission: Six-speed manual (optional six-speed automatic) Length x width x height: 169.3 x 74.8 x 46.6 in Wheelbase: 100.8 in Curb weight: 3461 lb Fuel economy (EPA city/hwy): 11/16 mpg (est.) Major standard features: Power windows (including rear backlight), doors and mirrors, leather power seats, auto climate control, remote keyless entry, AM/FM/six-disc, in-dash CD, navigation system. Safety features: Driver and front passenger airbags, side airbags, force-limiting seatbelts, anti-lock brakes, traction control, stability control, pop-up rollover system. Warranty: Two years/24,000 miles Link: http://www.thecarconnection.com/Vehicle_Re...184.A10326.html

I've never seen a shark fell a sequoia before. Good thing it didn't roll.

Yeah, that finally cleared up that mystery for me (part of it anyway).

2007 Nissan Altima Hybrid Blends Great Performance, Style and Fuel Economy [April 20, 06] GARDENA, Calif. (April 20, 2006) – With its distinctive exterior design, powerful 4-cylinder engine, sport-oriented suspension and spacious interior, Altima would seem to have it all. Now, Nissan has found one more attribute that completes the Altima's line-up – superb fuel economy from a state-of-the-art hybrid gasoline-electric powertrain. The Altima Hybrid continues Nissan's best-selling car's performance tradition in a new variation – a hybrid powertrain mates the 2.5-liter 4-cylinder engine and Xtronic™ CVT (Continuously Variable Transmission) with an electric motor and generator that increases fuel economy while maintaining low tailpipe emissions. The Altima Hybrid will be available in eight states. The vehicle has been certified to meet California emissions requirements and will be sold beginning in early 2007 in those states that have adopted California emissions regulations: California, New York, Massachusetts, Connecticut, Vermont, Rhode Island, Maine and New Jersey. These states are among the strongest markets for hybrid vehicles. Passionate Driving That Takes Care of the Environment Nissan's commitment to the environment takes a different form than might be found at other automakers. While Nissan strives to offer the most advanced fuel-saving technology available, the company also believes that drivers should not have to sacrifice any of the style or performance attributes that remain at the top of the reasons for buying a new Nissan. For that reason, the Altima Hybrid is marked with the same expressive styling as its non-hybrid brethren – inside and out. The engine and suspension in the Altima Hybrid deliver the same spirited performance as its more conventional siblings. The combination of passionate driving and passion for the environment is what makes the Altima Hybrid the standout in its segment. Altima Hybrid Follows Nissan Tradition The Altima Hybrid is the latest in a long line of Nissan environmental automotive initiatives. · Nissan was the first automaker to introduce a partial zero emission vehicle (PZEV) with its Sentra CA in 2000. In many areas of California the air leaving the Sentra's tailpipe is cleaner than the air going into the engine. · Nissan expanded its PZEV offerings to include Altima's 2.5-liter engine in 2005. · Nissan's CVT (Continuously Variable Transmission), introduced originally in March 1992 in Japan, is now available to increase fuel efficiency in small, medium and large passenger vehicles. Nissan expects to produce 1 million CVTs annually by the end of fiscal year 2007. · Nissan introduced the Tino hybrid in Japan in 2000. · Nissan brought the Altra EV and Hypermini EV to the U.S. with advanced lithium-ion batteries years before that battery technology caught on with EV experts and enthusiasts. · Nissan offers several flex fuel vehicles (FFV) around the world including the Nissan Titan. · Nissan continues to be among the leaders in the development of fuel cell vehicles, recently introducing an X-TRAIL model with a Nissan-designed fuel cell stack. Nissan has been an active partner in the California Fuel Cell Partnership since its early days. Manufacturing The new Altima HEV will be assembled at the Nissan North America Manufacturing Smyrna, Tennessee plant. Link: http://nissannews.com/nissan/news/products...420121506.shtml

2007 Lexus ES350 Relax, it’s an ES350. by Conor Twomey (2006-04-21) Sometimes I have to remind myself that not everyone sees cars the same way I do. Many people value comfort and refinement above all else and could care less for steering feel and throttle response. Indeed, it's more than just "some people." There are a LOT of you comfort-loving folk out there and Lexus knows you better than any other carmaker. While ze Germans continue to assume that everyone in the market for an entry-level prestige model want a cramped sports sedan, Lexus has successfully peddled five generations of ES models as entry-level luxury cars for buyers who want Lexus' legendary quality, refinement, and customer service without the cramped cabins and hard ride of ze likes of BMW, Mercedes, and Audi. As a consequence, almost a fifth of Lexus' 300,000 American customers drove off in a new ES sedan last year and they expect to sell more than 70,000 units of the new model annually. That's not bad business for a prestige car that, ironically enough, is based on the most ubiquitous car platform in America - that of the Toyota Camry. Still, we can't knock Lexus for giving its customers what they want and to the company's credit, they never describe the ES as a performance car nor do they make any claims about it being a fun drive. In keeping with this refreshingly honest approach, there's no sports suspension option, no manual gearbox, no aluminum pedals. The Lexus ES350 is all about bringing upscale opulence to the entry-level luxury car buyer, however alien the concept might be to me personally. Handling it up front So let's get the ugly business of handling out of the way first, shall we? As you might expect, the ES handles with competence and predictability but doesn't really care to involve the driver too much. The steering is reasonably responsive given the ES's obvious comfort orientation, though there isn't a lot of feel and hard cornering is actively discouraged by lots of body roll and ample tire squeal. Push it too far and the ES breaks away slowly and progressively, and it doesn't take much skill to bring it back on line assuming the electronic driver aids don't get there first. Not really a car to go attacking canyon roads, then, but even while cruising along at a more leisurely pace I still found the ES a little wanting. The MacPherson-strut front and rear suspensions are a little too soft for their own good, with too much roll and wallow for even the gentlest of country roads, and while the ride quality on the highway is superb the steering doesn't offer enough on-center feel, which means you're constantly making minor adjustments to keep it on track. I've long been of the opinion that sportier cars are a lot less tiring to drive at normal speeds because they're so easy to place and keep on course. The ES might be quiet, refined, and extremely cosseting, but a smidge more feel would actually make it even more relaxing to drive. Lexus says the 2007 model has been styled using their new L-Finesse design philosophy but it still looks more Toyota than Lexus to my eyes. In profile the ES350 is rather conservative and featureless, which wouldn't be so bad if they hadn't given it such aggressive headlamps, and that scowling expression. The proportions aren't terribly well resolved either, a trait accentuated by the busy design of its small-looking 17-inch wheels, but at least the ES's rear end is appealing and tastefully in keeping with the car's purpose in life. Inside, the ES finally sheds its Toyota-esque cabin for the full and proper Lexus treatment, with soft touch plastics, wood veneers and quality leather trim on the steering and shift knob. The seats are exceptionally comfortable, too, while rear seat occupants have ample space and a well-shaped rear bench, making it a wonderfully relaxed place for four adults to wile away the hours. Just crank up the optional 14-speaker Mark Levinson stereo and simply let the miles float by. The cabin's generous proportions are courtesy of the ES's 1.8-inch longer wheelbase and 2.2-inch broader cabin, although it's no longer or taller and barely wider than before. Weight increases by 108 pounds, mostly because of the extra safety gear and equipment, so to counter the ES's ample 3580 pounds, a new 3.5-liter V-6 engine and six-speed automatic are fitted as standard. The 272-hp, 254-lb-ft V-6 is more than up to task of propelling the ES along, whisking it to 60 mph from a rest in just 6.8 seconds while managing an impressive 21 city and 30 highway miles per gallon when driven with less fury. Thankfully, the six-speed automatic has a manual shift mode so it's possible to manually choose your gear before embarking on any overtaking maneuvers, though the V-6 isn't the most rev-happy engine in the world and once you've made it around that lumbering RV you'll be more than happy to slot the shifter back into D again to quell its muted but noticeable noise. The transmission has also been programmed to hold the car in lower gears when driving uphill or downhill and will even take account of your driving habits, leadfoot. To prevent people like me trying to drive if off a cliff, the ES350 is fitted with anti-lock brakes, traction, and stability control, which cannot be turned off and doesn't even have a switch to let you wind it back a little but. It's not Lexus' latest VDIM system so the stability control is reactive rather than proactive, meaning the car first has to start getting out of shape before it will react. When it does kick into action, the ES is yanked rather aggressively back into place like a wandering schoolboy, but given how Lexus anticipates the ES to be driven I suppose the use of the older VSC system is hardly surprising. Should an accident occur, there are twin front airbags, twin knee airbags, curtain airbags, and front side airbags to protect the occupants, as well as an optional pre-collision system and rear side airbags. Standard specification on all ES350s is generous considering its $33,170 entry-level price. The list includes fog lamps, 17-inch alloy wheels, moonroof, power adjustable steering wheel with audio controls, ten-way power adjustable front seats, ritzy "Optitron" gauges, climate control, keyless entry with push-button start, a self-dimming mirror, a trip computer, and a six-CD changer. Apart from leather trim and navigation, the swift, spacious, comfortable, and well-specified ES packs just about everything the comfort/luxury buyer could possibly need, which truly makes it a great overall package… provided you don't waving those 3-Series drivers by on challenging stretches of road. 2007 Lexus ES350 Base price: $33,170 plus destination Engine: 3.5-liter V6, 272 hp, 254 lb-ft Transmission: Six-speed automatic with manual mode, front-wheel drive Length x width x height: 191.1 x 71.7 x 57.3 in Wheelbase: 101.5 in Weight: 3580 lb Economy (EPA city/highway): 21/30 mpg Safety equipment: Front, side, and curtain airbags; knee airbags; anti-lock brakes, stability and traction control Major standard equipment: 17-inch alloy wheels; power seats; six-CD stereo; climate control; keyless entry; trip computer Warranty: Four years/50,000 miles Link: http://www.thecarconnection.com/Vehicle_Re...183.A10318.html

Another new S-Class...with a spare wheel on. Quite a few Auroras -- new and old. And apparently somebody traded in a newer Jaguar S-Type for some Hyundai as one was sitting in a Hyundai lot...as was a new Raider. Damn, I always forget something. I saw an Allante, too.

The Avalon came out in mid(?) 2005 as an '05. Toyota's generation life span on the Avalon is sporadic. The first generation lasted six model years. The second only four. The 2008 Avalon could have the requisite mid-cycle refresh by then. I'm pretty positive a hybrid Avalon is in the works and would be available by then.

I think it's best not to get into it. I would definitely take Croc's advice. It's genuinely helpful.

Is a early to mid-90s Eldorado out of your reach?