Variance

Supposed to make them harder to counterfeit, too.

Um...Northstar is 18. An adult. So chill out with the "boy" comments.

I forgot to mention, I also saw my first Lexus RX400h while crawling through traffic. I would've missed it had I not looked at the badging on the rear.

Fly in the ointment. The Aura is still a great package with the potential to be a hit.

The GT-R is just the same beefed-up G35 shell caught times before but the LF-A shots reveal a few (and I mean few) new details on the possible final design. Edmunds: Spy Shots: 2008 Lexus LF-A and 2008 Nissan GT-R

Yes. Go to your Control Panel. On the left panel closer to the bottom there's a link named "Manage Ignored Users". Select it and enter who you don't want to see posts from there. Quick and easy.

I'm not saying I agree or disagree with outsourcing (I don't know enough about it and its effects) but did anyone see that 20/20 John Stossel special on ABC where he said outsourcing could be good for a company in the long-run?

You've been free to have your say in plenty of threads. I haven't seen anyone deleting your posts left and right. That would be censorship. Fly was keeping order. Big difference.

First Place: 2006 Honda Civic Si 2dr Coupe (2.0L 4cyl 6M) MSRP of Test Vehicle: $20,540 What Works: Sharp reflexes, powerful engine, brilliant limited-slip differential. What Needs Work: Wring-it-out power delivery, awful dashboard design, questionable exterior styling. Bottom Line: Fast, cheap and effective. Second Place: 2006 Volkswagen GTI New 2dr Hatchback (2.0L 4cyl Turbo 6M) MSRP of Test Vehicle: $24,175 What Works: Flexible engine, usable shape, excellent combination of utility and performance. What Needs Work: Too heavy, too pricey, not as sharp as its competition. Bottom Line: The new GTI is a huge improvement over the car it replaces. Depending on your priorities, it might just be the better car for you. Full article: http://www.edmunds.com/insideline/do/Drive...25/pageId=69488

Longer list than usual: -2006 MX-5 Miata (dealership) -2006 MazdaSpeed6 (dealership) -2007 Camry LE (looks nice in black, hides the ugly grille lines) -Audi V8 -Lifted white Dodge Ram Van -Audi S8 -Hyundai Azera -CLS55 AMG -2 or 3 new RAV4s -Acura NSX -2 new ISs -Jag S-Type R Pretty good day.

<--- Enjoy the silence.

Great, it doesn't have a pig-ugly nose anymore.

Hyundai Accent excels in quality, styling, safety and price By Paul & Anita Lienert With its latest redesign for model year 2006, Hyundai's Accent leaps into the upper ranks of the subcompact class. Loads of standard amenities, outstanding safety gear, excellent quality, a long warranty and a contemporary design are among the car's virtues. The downside: The Accent could still use a bit more power and a little more rear-seat room. We tested a nicely equipped '06 Accent GLS sedan with a sticker price of $14,870. SHE: I was on the phone with a librarian this morning, and we got to chatting about cars. One of the first questions she asked me was, "So what do you drive?" That's the key question because it's easy to criticize a vehicle every week, but it's a different story when you have to put your money where your mouth is. That's why our newest purchase -- a vehicle we bought for our younger son -- is a 2006 Hyundai Accent. At our kitchen table, I argued strenuously for the Accent, based mainly on its standard safety features. The Accent has six standard air bags that protect all outboard passengers, as well as standard antilock brakes. So the Accent seemed to fit our needs, and our pocketbook, perfectly. HE: I was pleased that Phil seemed to like the Accent. He's been pretty critical of some of our previous cars, including that yellow Beetle you used to drive. SHE: The Accent is surprisingly grown up, which is probably one of the nicest things you can say about a subcompact. Hyundai was very clever to include features you'd normally see on larger, more expensive vehicles, such as lighted vanity mirrors, a tilt steering column and a CD player. The two-tone cabin looks like something you'd expect to find on a Toyota or even a Lexus. HE: I was impressed with the quality of the materials and the way all the pieces fit together. Sadly, we don't see this level of quality on many of the more expensive American and European models that we test. Take the seat fabric. It's colorful, grippy and durable. It's one of those little things that make the driving environment seem less austere and more pleasant -- like you didn't really have to compromise. SHE: Let's talk about economy. The engine is a twin-cam 1.6-liter four-cylinder that makes 110 horsepower. We consistently averaged well over 30 mpg during our testing. HE: The engine could use some more muscle. It always felt overworked, and you complained about the noise at higher speeds. The automatic puts a crimp in the fuel economy, too. SHE: If I have a complaint, it's that the rear seat doesn't have any real amenities. There isn't much head or leg room back there. Fortunately, the driver's seat is roomy and comfortable. HE: In fact, for a small car, the ride is not bad at all. I thought the Accent was quite nimble and easy to maneuver. I also like the simple controls, which are straightforward and easy to operate. SHE: Considering how far they've come in the past five to 10 years, the Koreans continue to impress me. And when you think of all the standard features on this car, the '06 Accent has to be one of the best values on the market in the under-$15,000 category. This one definitely gets our parental seal of approval. 2006 Hyundai Accent GLS Type: Front-engine, front-wheel drive, five-passenger sedan Price: Base, $13,305 (inc. $540 destination charge); as tested, $14,870 Engine: 1.6-liter I-4; 110-hp; 106 lb-ft torque EPA fuel economy: 28 mpg city/36 mpg highway Where built: South Korea Estimated 12-month insurance cost, according to AAA Michigan: $1,469 Anita: Likes: Assembly quality up to Japanese standards. Feels solid, sturdy. Lots of standard equipment, including CD player, tilt steering column, lighted vanity mirrors. Good standard safety equipment, including ABS, side air bags and side curtains. Decent fuel economy, even with automatic transmission. Simple controls, easy to operate. Driver's seat is roomy, comfortable. Dislikes: Not much in the way of rear-seat amenities. Engine feels slightly underpowered and noisy at higher revs. Paul: Likes: Great value for under $15,000. Nice seat fabric -- grippy, durable. High-quality materials. Beautiful cabin for an entry-level economy car. Pretty nimble. Dislikes: Not enough rear head or leg room. Big drop in city mileage with automatic transmission. Link: http://info.detnews.com/autosconsumer/auto...ex.cfm?id=22470

GM'S Rick Wagoner: We can do it 'The future of the company is held in balance by the actions that we all take in a relatively short period of time.' Bill Vlasic and Brett Clanton / The Detroit News DETROIT -- Wall Street is trashing his stock. Analysts are predicting a bankruptcy. Critics in the media say he should be fired as chairman of General Motors Corp. But Rick Wagoner is not about to give up the wheel at GM -- or deviate from the plan he believes can restore it to greatness. "I'm doing what I'm doing because I love General Motors," Wagoner said Tuesday. "I think it's very important what we're doing in the company, and I think I'm by far the most qualified person to do it." Wagoner occupies the hottest seat in corporate America, a 53-year-old GM "lifer" under fire for decades of decline by the world's largest carmaker. Yet as he presides over the most dramatic restructuring in GM history, Wagoner has neither the time nor patience for outsiders who say GM is destined to fail. "It's easy to stand back and come up with great ideas, OK?" he said. "It's not so easy to do this stuff." In an interview with The Detroit News on Tuesday, Wagoner said that the massive overhaul of GM operations will produce markedly improved results in 2007. He also expressed confidence that a costly strike will be avoided at bankrupt parts maker Delphi Corp., and that many GM and Delphi hourly workers will take early retirements or buyouts as the automaker downsizes. Wagoner admitted that investors, employees and other stakeholders have a right to be nervous about GM's future. Last year's $10.6 billion loss, combined with GM's shrinking share of the U.S. new-vehicle market, have spurred speculation that GM may yet have to follow Delphi into bankruptcy. And while GM's board on Monday made a public show of support for Wagoner, he remains in the crosshairs of critics calling for his ouster. "There's blood in the water, and a lot of people are looking to tear (Wagoner) apart," said George Magliano, an industry analyst with Global Insight in New York. Wagoner is keenly aware of what he calls the "assaults" on his performance by media outlets such as The Wall Street Journal. "That can wear on you," he said. Tough talk isn't enough But his low-key manner fades quickly at suggestions that he is not tough enough to tackle hard issues involving GM, Delphi and the United Auto Workers. "It's easy to talk tough," he said. "But I would invite anybody in who says you should play hard-nosed with the union. Yeah, you come sit in this chair the third week into a strike and see how that feels." If GM is the beleaguered giant of the U.S. auto industry, Wagoner is its face, the personification of a proud but troubled company determined to come back despite huge odds stacked against it. Sitting in his shirtsleeves at a conference table in his Renaissance Center office, Wagoner ticked off the milestones so far on GM's road to recovery: health care cost cuts for salaried and hourly workers, a dozen plant closings, the planned elimination of 30,000 factory jobs and the sale of a controlling interest in GM's prized finance division. He is particularly pleased with the agreement reached last month by the UAW that will offer buyouts ranging from $35,000 to $140,000 to every one of GM's 113,000 hourly employees and another 13,000 workers at Delphi. "What could be better?" Wagoner said. "We have a number of people who would like to retire. We provide them a reasonable, but not excessive incentive to retire. It's not a comprehensive solution, but it's a very important piece of the puzzle." Buying out older workers, he said, is critical to opening GM jobs for workers who may be displaced in Delphi's reorganization plan. Beyond that, the buyouts can create space for idled workers in the controversial "jobs bank" program, which provides full pay and benefits for laid-off workers. More importantly, the attrition program was negotiated and accepted by the UAW. While Wagoner has come under fierce attack from outside the company, he has gained an unusual measure of respect from the union's leadership. UAW expresses support In an interview Tuesday on WJR-AM, UAW Vice President Richard Shoemaker praised Wagoner for his sensitivity to workers whose livelihoods are on the line in GM's restructuring. "I do think that Rick Wagoner is trying very, very hard to do what he believes is necessary to make General Motors a viable company for the long term," Shoemaker said. "And I think he is sensitive about the impact these things have on employees." That level of trust between Wagoner and the UAW is vital to negotiations over Delphi's restructuring. With Delphi Chairman Robert S. "Steve" Miller petitioning the bankruptcy court for sweeping cuts in union jobs and wages, the UAW is bracing for a fight and possibly a strike that would cripple the delivery of parts to GM. Wagoner has become the pivotal figure in talks between GM, Delphi and the UAW to solve how Delphi can downsize its operations without brutally slashing factory jobs and paychecks. He downplayed the possibility of a long, damaging strike, saying that all sides have too much to lose. "It would be a significant failing on the part of all three of us -- the unions, Delphi and GM -- if we can't come to a resolution without a major strike," Wagoner said. "It would be a good example of doing the worst for all of us." He said he would be surprised if Delphi's reorganization is not resolved peacefully "over the next couple of months." Still, the prospect of a Delphi strike is the most unsettling factor in GM's immediate future. "The one variable that could throw this whole thing in the trash basket is if Delphi workers walk," said Magliano. Wagoner said skeptics need to appreciate the intricate, interdependent relationship between GM and the UAW, and the challenges that global competition have thrust upon both. "We're in a tough time, and if GM's not successful, (the UAW) will have to help with the solution," he said. "There's no solution to this without their engagement." Time is running short But Wagoner knows the clock is ticking on GM. The automaker is losing millions of dollars a day, and GM's board is feeling its own pressure to push Wagoner and his team to move faster. "He's got the right team of executives in place that can execute the changes," said Kevin Reale of AMR Research in Detroit. "The challenge is can he make it fast enough that the board is going to think he's the right guy." The pressure, Wagoner said, is both wearing and exhilarating. "We're at an epochal time in the history of GM. The future of the company is held in balance by the actions that we all take in a relatively short period of time," he said. "You want to make sure you do it right." Wagoner and his deputies have steadfastly refused to offer specific guidance on when GM will return to profitability. However, he said that $7 billion in cost-cutting measures should transform the company's bottom line by next year. In the interview, he sketched out on a yellow legal pad how GM identified its strategic alternatives in 2005, is implementing them in 2006, and expects the payoff in 2007. "I have a high degree of confidence that we will show improved results," he said. "We can't continue with the kind of losses we had last year. We need to get it turned. But to me, we will." While Wagoner's unflappable optimism irks some investors, analysts and journalists, members of the GM corporate family have rushed to his defense. Wagoner supporters step up News reports predicting GM is heading toward an inevitable bankruptcy have galvanized support for Wagoner from dealers across the country. "It gets a little tiresome to read articles from people who don't understand the situation and continue to pick on someone who is working so hard," said Carl Sewell, a major GM dealer in Dallas. Wagoner takes offense at what he termed "backward looking financial analysis" that judges GM's future based on its past. "We are at a juncture right now doing things that haven't been done in the history of GM," he said. "And I'm the guy who knows more about it than anybody because I'm right in the middle of it. And I feel pretty sure about it." Some of the financial problems GM is facing are not Wagoner's doing, but have accumulated over GM's 100-year history. Yet he is blamed for everything, said David Fischer, who has 10 dealerships in Michigan. "Rick Wagoner is not the type of guy to say, 'It's not my fault.' " Pushing his team harder GM insiders say that Wagoner is driving people harder than ever, forgoing sleep and time with his family to lead a historic transformation of the company. "Time is the big enemy," said one GM executive close to Wagoner. "Does GM have enough time to do what it needs to do?" Wagoner won't set a time limit on his own tenure as chairman and chief executive. He politely refused to discuss his future, except to say that he has paced his own "bet" on a successful GM revival. "People are putting their bets on the table. And what I say is, we'll see how this plays out." Link: http://www.detnews.com/apps/pbcs.dll/artic.../604050402/1148

Japanese auto makers surpass GM in North America Tue Apr 4, 12:07 PM ET Japanese automakers overtook US car giant General Motors in North American car and truck production in 2005 and all signs point to Asian dominance of the industry soon, a report showed. Faced with growing losses in market share, GM reduced its production in the region to 4.6 million vehicles in 2005 while Japanese automakers boosted their assembly plant output in the region by 12 percent to 4.8 million cars and light trucks last year. It is the first time on record Japanese car and truck manufacturers have surpassed the biggest of the so-called Big Three US automakers in North America, according to the report by Scotia Economics. Meanwhile, a significant shift is underway globally that will make Asia -- already the world's largest vehicle-producing region -- the big winner as its share of global manufacturing capacity increases to an estimated 37 percent by the end of the decade, up from 34 percent in 2004, said Scotia Economics car analyst and report author Carlos Gomes. "Despite rising North American vehicle output by foreign automakers, the region is losing its global dominance in vehicle assemblies," he said. By late 2008 -- once GM and Ford's restructurings are complete -- North American assembly capacity will decline to an estimated 17 million units from the current 18 million, he said. "At that point, North America will represent less than 20 percent of world capacity, down from 25 percent of output in 2005, and more than 30 percent as recently as the turn of the century." Japanese manufacturers first started to produce vehicles in North America in 1985. General Motors assembled 7.4 million cars and trucks then, 6.8 million more than offshore manufacturers with assembly plants in the region. In recent months, both GM and Ford have announced plans to close several facilities and eliminate about 2.4 million units of North American capacity through 2008. "Once these restructuring initiatives are complete, North American capacity for the 'traditional' Big Three will likely drop below 10 million units, down from over 12.5 million in 2005," Gomes said. In contrast, Japanese automakers have signaled plans to further expand their North American facilities. Scotia Economics estimates that the assembly capacity of offshore manufacturers will climb by nearly 40 percent through 2008, lifting Asian and European assembly capacity to roughly 7.3 million units here. While all three major Japanese car makers are expanding their North American capabilities, Toyota is the "most aggressive," according to the report. Its facilities operated at 117 percent of normal capacity last year and it plans to boost its current 1.1 million capacity to 1.81 million units by 2008, Gomes said. Toyota is building a new light truck plant in San Antonio, Texas and will add a new facility in Woodstock, Ontario. The new Canadian plant will ramp up production in 2008, and will have the capacity to produce 150,000 RAV4 crossover utility vehicles, Gomes said. Korean automakers are also racing to catch up. Hyundai began production at its new facility in Montgomery, Alabama last year, and Kia Motors will follow in 2009. Link: http://news.yahoo.com/s/afp/20060404/bs_af...wN5bnN1YmNhdA--

NY Preview: Mazda CX-9, Mazdaspeed 3 To Grace Gotham Show Date posted: 04-04-2006 HIROSHIMA, Japan — The seven-passenger Mazda CX-9, the Japanese automaker's second SUV designed exclusively for North America, will be introduced on April 13 at the New York International Auto Show. The automaker says it will also show off the new high-performance Mazdaspeed 3 with North American specifications, along with newly upgraded versions of the Mazda 3 range. The CX-9, which will hit showrooms in early 2007, is the sibling to the five-passenger Mazda CX-7 crossover, which made its debut in January at the North American International Auto Show in Detroit. The CX-9, which comes in either front- or all-wheel drive, is powered by a new 3.5-liter V6 mated to a standard six-speed automatic transmission. Standard features on all trim levels include air conditioning, power windows, power door locks with remote keyless entry, cruise control and six airbags. Other standard equipment includes dynamic stability control, roll stability control, and antilock brakes. A power liftgate is optional. What this means to you: Mazda continues to target American consumers with its own unusual take on the crossover segment. Link: http://www.edmunds.com/insideline/do/News/articleId=109879

You guys know I love the GTO but up against the SRT-8...that's admittedly a tough one for me.

The Camry is beside the point anyway. The point is the review was pretty flawed and was factually poor.

Missed one, man. http://www.edmunds.com/insideline/do/Drive...rticleId=109710

Purely my opinion but this thing looks goofy without a rear spoiler:

New look, more power and a throwback price By Chris Walton Date posted: 04-03-2006 The Subaru Impreza WRX: The one that started it all. Before Evo, there was WRX. Most people drop the "Impreza" and sometimes the "Subaru" part of the car's name and go simply with "WRX." That's model awareness. Since 2001 (or the 2002 model year), when Subaru's World Rally Championship (WRC) driver took the WRC driver's title, Subaru took a chance on the U.S. market and delivered a 227-horsepower all-wheel-drive compact sedan to performance-hungry drivers here. We can still hear those smug Brits waxing poetic on the turbo version of the "Im-PRET-za" we never could get our hands on. Fast-forward to model-year 2006, and the U.S.-spec WRX is on its third face-lift and second engine, but at its 2002 price. The TR model (for "Tuner Ready") fulfills the promise of the original car's price of $24,620, as it was in 2002. Stripper? One might think that the TR model with a five-speed manual transmission is a stripped-down, roll-up-window shell of a car minus A/C, radio and floor mats. Not so. While the new model's interior is, indeed, drawn from the base-model Impreza 2.5i sedan, it has all of the above basic equipment plus all the good stuff, including viscous-coupling all-wheel drive, limited-slip rear differential, larger disc brakes, bigger wheels and tires, and a retuned sport suspension. There's also a new-for-'06 turbocharged 2.5-liter horizontally opposed four-cylinder (or "flat-four") engine with an air-to-water intercooler. Replacing the 2.0-liter engine with the 2.5 marginally increased the output from 227 to 230 horsepower. However, the addition of variable valve timing and the extra cubes show more dramatic improvements in engine torque, from 217 pound-feet at 4,000 rpm to 235 lb-ft at 3,600 rpm. This addresses one of the chief complaints of the previous base-model WRX. Newfound motivation It used to be that the plucky little WRX was a blast to drive at wide-open throttle, flying past unsuspecting Mustangs and GTOs, but the lack of low-rpm torque made it soft around town where the majority of driving occurs. If you wanted to accelerate into that vacant space in the next lane, you had to downshift to raise the rpm to a sufficiently powerful range. Now, not so much. There really is a noticeable improvement in the drivability of the WRX. Here's what one of our drivers wrote in the logbook: "The additional displacement is readily apparent. There's a new surge of torque beginning at 2,500 rpm up to 3,500, where the horsepower begins to rise. The rush of power from 4,000-6,000 rpm is still a manic experience." And the additional combination of horsepower and torque did improve our instrumented acceleration runs, as well. The new WRX TR outran our 2002 WRX test car to 60 mph by almost a full second at 5.5 seconds and ran the quarter-mile in 14.2 seconds at 95.6 mph, or 0.7 second and 5.6 mph faster. Cosmetics or real performance gain Unfortunately, we can't definitively say the "plus-one" tires and enhanced brakes similarly improved the TR's performance. Newly vented, 11.3-inch rear-brake rotors with two-piston calipers replaced 10.3-inch solid discs with single pistons for 2006. Vented front brakes go from two- to four-pot calipers, as well. We witnessed improvements in the fade resistance of the WRX's brakes, but the 60-0-mph braking test resulted in an uninspiring 126-foot halt compared to a previous WRX, which stopped in 115 feet. Similarly, the new half-inch-wider wheel/tire package (205/55R16 became 215/45R17) didn't necessarily translate into improved slalom performance. Even with new aluminum lower links on the front suspension and quicker-ratio steering, the 64.9-mph-average slalom (versus previous 64.5 mph) is only an entertainingly speedy pass. To put that in perspective, we recently tested two front-drivers, a Honda Civic Si and VW GTI, to 68.7 and 66.1 mph averages respectively. Those are markedly better performances. We know this isn't the ultradedicated WRX STI, but feel like the TR's suspension could stand a little more firmness and unless you need M+S tires, replace them post haste. But then again, that's why this model is called "Tuner Ready," and Subaru just happens to offer its own factory-authorized suspension components through its Subaru Performance Tuning (SPT) arm. But be careful what you order because only some of these bolt-on parts maintain the car's original warranty — others are "intended for off-highway use only." Two reasons to buy All things considered, the addition of the $24,620 TR model does ensure the entry-level WRX fan a $1,000 discount. The rest of the WRX sedan line begins at $25,620 and has been expanded for 2006 to include a new, more premium-level Limited series with a base MSRP of $28,120. The TR, indeed, leaves the door open to a well-supported world of aftermarket and manufacturer-authorized performance enhancements. We're happy Subaru didn't forget how and why the WRX earned its reputation, and that's by being a low-priced sleeper compact that also works as an all-weather soft-roader. In these ways, the WRX TR continues to appeal to two camps of traditional Subaru buyers: those who can't wait to start "personalizing" and those who appreciate mud-and-snow tire tread over street cred. Link: http://www.edmunds.com/insideline/do/Drive...rticleId=109865

FYI, I bought the magazine if anyone wants specifics.

Buick essentially rebodies the Cadillac DTS By Scott Oldham Email Date posted: 04-03-2006 Over the years, we've driven cars that disappoint, cars that irk, cars that thrill. We've even sampled a few that made us laugh. But the 2006 Buick Lucerne CXL V8 is the only car we've ever driven that has caused us physical pain. Our Platinum Metallic test vehicle was packed with options, including heated and cooled front seats that cost an extra $1,075. The cooling part of the package was fine, but using the seat heaters, turned the Buick's front seats into torture devices. Now we know what it's like to sit on an open flame. Logbook entries on the subject included: "Call the burn unit, I just used the seat heaters." After a few days we all learned to avoid the seat heater button on the door panel, but the Lucerne's botched bun warmers aren't the only thing about Buick's newest sedan that left us cold. Poor performance To create the Lucerne CXL V8, which is the brand's first full-size, front-wheel-drive, V8-powered luxury sedan, Buick essentially rebodied the Cadillac DTS and shaved a few grand off the sticker price. Sound idea. Buick needed to replace its long-in-tooth Park Avenue, and the new model would have a V8 engine, a novelty for its class. Problem is, the DTS isn't exactly a spring chicken. The bulk of its hardware has been around since the late 1990s and it's all showing its age. Even the 4.6-liter Northstar V8 is graying around its temples. In the Lucerne, it's rated at 275 horsepower at 5,600 rpm and 290 pound-feet of torque at 4,400 rpm. Impressive numbers five or six years ago, but the much smaller V6 engines in the 2006 Hyundai Azera and 2006 Toyota Avalon nearly match that output. In fact, the 3.5-liter V6 in the Toyota is rated at 280 hp. At 3,869 pounds the Lucerne is also heavy for its class, and to make matters worse, Buick backs the V8 with a four-speed automatic transmission, which is about as cutting edge as a cassette deck. It shifts smoothly enough for a luxury car, but its gear ratios are too tall to give the Lucerne an alert, ready-when-you-are feel. As expected, the Buick's acceleration times aren't really any better than the times posted by its V6-powered competition. The Lucerne isn't slow, but it isn't the banker's hot rod its V8 would lead you to believe. At the test track 0-60 mph took 7.7 seconds and the quarter-mile was completed in 15.5 seconds at 92 mph. On the same day at the same strip we tested an Azera and it ran from zero to 60 mph in 7.2 seconds and matched the Lucerne's quarter-mile performance. The last Avalon we tested was even quicker. Buy a Lucerne with the standard V6 and you should expect to be shut down by the ice cream truck. Of course the V6 Hyundai and Toyota are without the Lucerne's throaty V8 soundtrack, which is certainly worth something, but they're much more fuel-efficient than the Buick. We averaged less than 14 mpg during our week in the Lucerne, 21 mpg in the Avalon and 17.7 mpg in the Azera. Where's the power steering? Order the top-of-food-chain Lucerne CXS and you get the V8 standard as well as Cadillac's Magnetic Ride Control suspension, and larger 18-inch wheels and Bridgestone tires. This is the setup we praised in our first drive of the Lucerne. This midlevel CXL model, which goes without the magnetic suspension and 18-inch rubber, isn't nearly as well sorted. For starters, its 17-inch Continental tires struggle under the mass of the oversized sedan. They howl in protest every time you turn the wheel and provide little grip. The suspension, which features load-leveling air shocks in the rear, is also tuned too softly and relies too heavily on the electronic stability control to get the car around corners. StabiliTrak is a good system, but can only do so much. Our best run through our slalom test was just 59 mph, which is 3 mph slower than the Azera tested on the same day. With that big engine sitting between its front tires, it shouldn't be a surprise that understeer is the Lucerne's preferred cornering attitude. In tight bends the outside edge of its front tires takes quite a beating, and there's torque steer if you wood it on the way out. Like its tires, the Buick's magnetic steering system doesn't like the turns much either. Its ratio is quick enough, but there's too much assist and off-center response is oddly abrupt. Its power assist also stopped working for about an hour after we drove the car hard through a series of corners. Cooked its fluid is our guess. It had been awhile since we drove a car with manual steering, and we hope it's a long time before we experience it again. On open road, the Lucerne is happier. In long, fast sweepers, the Buick's soft suspension leans over slowly and takes a nice set. And the ride, while a little floaty for our taste, is agreeable if you like that kind of thing. Its light steering helps hide the Lucerne's size around town, but the car's huge 42.2-foot turning radius (44 feet with the 18-inch wheels) makes parking and U-turns a problem. Grave Digger, the 2007 Chevrolet Tahoe and the USS Ronald Reagan all have tighter turning circles. Its brakes are also inexcusably deficient. Pedal feel isn't bad, but its best stop from 60 mph took up almost 138 feet, which is worse than most of the SUVs we've tested lately. Quiet interior Inside, the Lucerne is a tranquil place. Interior sound levels at full throttle and at 70 mph are lower than we recorded in the 2007 Lexus ES 350 we tested recently. The rest of the Lucerne's interior, however, doesn't hold up against its competition. With the exception of its chrome metal door handles, which are appropriately upscale, the Lucerne's interior doesn't have the premium feel we expected. Seat comfort is average, the cupholders are laughably shallow, and forward vision is blocked by A-pillars the size of railroad ties. Our test car also had several fit and finish issues, including a loose headliner. Yes, there's an abundance of wood and leather, but the materials are average for a car with a $35,000 sticker price. As is the Lucerne's equipment list. Despite its sticker, our Lucerne did not have a sunroof, a telescopic steering wheel or one-touch up windows. Those in the Snowbelt, however, will appreciate its optional heated windshield washer fluid and its remote vehicle starter system. Six airbags and OnStar are standard. We are, however, fans of the Buick's dashboard. Although it's strange that the tachometer is without a redline, the gauges are laid out simply and easy on the eyes. The same can also be said for the Lucerne's sound and climate controls, which feature large knobs and minimal buttons. Three fit in back without much elbow wrestling, and the trunk is large enough for another couple of acquaintances. Too bad Buick still uses the old-fashioned trunk hinges that intrude into the cargo area. Just not our thing So aside from its blowtorch bun warmers, and perhaps its warmed windshield washer fluid, the Lucerne isn't exactly a hot one. It looks good on paper and in the flesh (Buick deserves bonus points for doing the portholes and doing them right), but out on the road, and in the cutthroat $28,000-$38,000 luxury sedan market, the 2006 Buick Lucerne CXL V8 just doesn't have the depth of execution to fight off its long list of new competition. Cars like the Hyundai Azera, Lexus ES 350 and Toyota Avalon may have six cylinders under their hoods, but they deliver more completely on the promise of a premium sedan. Link: http://www.edmunds.com/insideline/do/Drive...rticleId=109862

Two first-timers: -British racing green Lotus Exige -Silver Bentley Continential Flying Spur

AUDI OF AMERICA, INC. REPORTS INCREASE IN MARCH 2006 SALES AUBURN HILLS, Mich. – Audi of America, Inc. sold 6,994 vehicles for the month of March, an increase of 7.6 percent above March 2005 when sales were 6,502. For the first quarter, Audi reported a 6.2 percent gain with 17,884 total sales compared to 16,835 in 2005. “Our 2006 plan is focused solely on profitable growth,” said Johan de Nysschen, executive vice president in charge of Audi of America, Inc. “We will not grow our sales just for the sake of volume, rather we will grow strategically.” Strong A4 sales led the sales momentum for the month representing a 12.5 percent increase with a total of 3,161 for the month. For the quarter, positive sales of the A6 sedan and Avant and A8 models have spurred the increase for 2006, up 7.9 percent and 10.6 percent respectively. With the upcoming launches of the Audi Q7 performance SUV, the next generation A4 and S4 Cabriolets, and the S6 and S8 performance sedans, Audi is looking at a record-breaking sales year for 2006. Link w/sales data: http://media.audiusa.com/article_display.cfm?article_id=9728