Variance

You know, I hope this thread doesn't turn into another horrid mess someone is going to be forced to lock.

I drive by the WWE headquarters 3 times a week to and from class.

Ok, this thread really has run its course by now. Who knew a simple family sedan could cause such a ruckus?

Seven months after launch, Jeep spending heavily on Commander incentives By MARY CONNELLY | AUTOMOTIVE NEWS AutoWeek | Published 03/27/06, 8:29 am et DETROIT -- Seven months after the launch of the Commander SUV, Jeep is spending heavily to subsidize sales. In February, Jeep shelled out an average $5,461 per unit in Commander incentives, according to the Power Information Network. Jeep's spending on the Commander outpaced by $1,803 per unit the average for the mid-sized SUV category, PIN says. In February, the midsized-SUV segment averaged $3,658, the data say. "It is definitely a warning signal," says Tom Libby, PIN analyst. "They are trying to keep inventory turning by lowering the price through incentives," Libby says. "But obviously the vehicle is under pressure already." The Chrysler group had a 101-day supply of the Commander with 29,900 units on March 1. Commander incentives increased $2,203 from January to February, PIN says. In January, the average per-unit outlay was $3,258, the data say. Dealer Steven Schmelz, owner of Sea View Chrysler-Jeep in Asbury Park, N.J., applauds the spending on the Commander. "They didn't launch it real aggressively," Schmelz says. "They lost the focus on the Jeep brand in the fourth quarter. Now, they are back." Schmelz is in a lease-hungry market. The Commander is leasing for $299 a month for 27 months with $1,999 due at signing, he says. Sales are "starting to do well," Schmelz says. Incentives are 'on par' Michael Berube, senior manager of Jeep marketing, defends the Commander's launch and incentive spending. "We don't see we are spending more than the competitors," he says. "We feel we are on par in the segment." Dealer transaction information underlying the PIN data may not fully capture subsidized leases and discounted sales to fleets, Berube says. The PIN data does not include fleet sales, Libby says. The retail transaction data is generated from over 10,000 reporting franchises, he says. "The incentive data include 13 different types of incentives and includes lease incentives. It is very comprehensive," Libby says. Commander sales totaled 7,091 units in February and 4,209 in January. Since the Commander's introduction in September, sales total 28,348 units. Chrysler will not disclose a sales target. The Commander is delivering incremental sales to Jeep, Berube says. At introduction, Jeep tightly controlled the flow of vehicles to showrooms to monitor quality although some dealers sought more product, he says. Face-off with Aspen The Commander soon will face more competition in Chrysler-Jeep showrooms. The Chrysler Aspen, an SUV based on the Dodge Durango, arrives in the fall. That may give Chrysler-Jeep stores three SUVs in the same general category and price range. For example, the sticker price of the base Commander 4x4 is $30,235, including shipping. The sticker of the Grand Cherokee Laredo 4x4 is $30,080, including shipping. Chrysler has not priced the Aspen. The base price of the platform-mate Durango SXT 4x4 is $31,825, including shipping . Jeep has tried to separate the Commander from the Grand Cherokee by stressing the Commander's seven-passenger seating. But Aspen, too, seats seven. "It is not a Grand Cherokee and Commander issue," says Steven Lee, general manager of Ed Voyles Chrysler-Jeep in Marietta, Ga. "I thought it was going to be, but it's not. "Aspen? That we are worried about." Sales of the Commander are rising on the strength of the spring selling season and incentives, Lee says. The store sold seven units in January and nine units in February, and it expects to do "20-plus" in March, he says. Distinct styling Dealer Jim Corwin, owner of Corwin Chrysler-Jeep in Hickory, Pa., says, "Our experience so far is that they are pretty divergent markets. It is two really different looks. "People love one and don't love the other," he says. "They are so different in looks. The Grand Cherokee is more modern. The Commander skews toward the old Cherokee buyers." The Commander's cannibalization of Grand Cherokee sales is "significantly less" than Jeep anticipated, Jeep's Berube says. The Aspen buyer will seek people-carrying or cargo-hauling capability, not off-road prowess, he says. In contrast, 75 percent of the Commanders sold are 4x4 units, Berube says. Also, he says, the Aspen looks like a Chrysler, not a Jeep, and will appeal to a separate buyer. Link: http://www.autoweek.com/apps/pbcs.dll/arti...E/60326003/1041

What's wrong with you guys? "Awesomeness" is a perfectly cromulent word. Haven't school teached you anything?

Thinking about it, I guess 95 isn't that bad...I avoid most of the times when it's especially terrible. Basically, if you're anywhere near NY shortly after 3 P.M., you're going to be crawling northbound. It annoyed me tonight because appartently DOT-guys don't know how to arrange signs and cones when doing construction work. You couldn't tell which lanes were closed and which were open. Oh, and nobody wants to let you move out of a closed lane so you can avoid crashing into a sign.

I-95. To those familiar with it, nothing more needs to be said.

Weird...you can still build a automatic Sky on Saturn's website.

What would you people do without me? :AH-HA_wink: : http://www.xml.com/pub/a/2002/12/18/dive-into-xml.html Z28's the webmaster guy. I'd ask him how feasable this is.

-Mercedes E320 CDI (diesel) -New black Chevy Tahoe -Jaguar XJS (last generation) -Gray Mercedes S550 (didn't look brillant)

For the lazy: First Place: 2007 Toyota Camry XLE V6 Vehicle Tested: 2007 Toyota Camry XLE V6 4dr Sedan (3.5L 6cyl 6A) MSRP of Test Vehicle: $30,840 What Works: Could easily be passed off as a Lexus, class-leading 3.5-liter V6, interior is equally impressive. What Needs Work: What once was considered a boring exterior becomes objectionable to some, that family-friendly price keeps creeping up, safety advocates are still winning the battle with those in the enthusiast camp. Bottom Line: If you expected the new Camry to be only marginally better than the one it replaces, you'll be happily disappointed by its significant improvements. Second Place: 2006 Honda Accord EX V6 Vehicle Tested: 2006 Honda Accord EX V-6 4dr Sedan w/Navigation (3.0L 6cyl 5A) MSRP of Test Vehicle: $29,850 What Works: Honda knows how to tune an engine, conservative reputation hides athletic abilities, superb build quality. What Needs Work: The brakes and tires don't seem to be on speaking terms, what once looked pretty daring (for Honda) is starting to look ordinary, separate locations for HVAC display and adjustment. Bottom Line: The value of conservatism is in its inherent ability to avoid controversy and risk-taking. But then again, nothing ventured, nothing gained. Third Place: 2006 Hyundai Sonata V6 Vehicle Tested: 2006 Hyundai Sonata LX 4dr Sedan (3.3L 6cyl 5A) MSRP of Test Vehicle: $24,895 What Works: Incredible value, plush interior, mainstream (not ugly) styling. What Needs Work: Vague steering, easily confused transmission, some interior details were overlooked. Bottom Line: While the Sonata represents a huge step forward for the carmaker, Hyundai apparently benchmarked a car that's since been replaced. Fourth Place: 2006 Ford Fusion SEL V6 Vehicle Tested: 2006 Ford Fusion V6 SEL 4dr Sedan (3.0L 6cyl 6A) MSRP of Test Vehicle: $25,650 What Works: Contemporary exterior design, European-car ride and handling. What Needs Work: Drab interior, thrashy engine, lack of available content. Bottom Line: What the Fusion lacks in standard (or even optional) equipment, it tries to make up for with a low-ball base-MSRP, sporty driving dynamics and unique style.

2007 Cadillac Escalade Bigger, better and blingier. by Paul A. Eisenstein (2006-03-27) Climbing into the new 2007 Cadillac Escalade, I get the feeling that I am seriously underdressed. No gold chains, no diamond stud in my ear. And my raggy jeans definitely would not pass muster on MTV. Ever since the first 'Slade hit the streets, back in 1999, this massive SUV has proven the product of choice among rappers and rock stars. And if the looks we got tooling around San Diego during Caddy's recent preview were any indication, the new '07 model is likely to maintain its image as the king of all bling. To be honest, I never quite understood the appeal of the original Escalade. It was a quick fix, little more than bolting a Cadillac wreath-and-crest onto a GMC Yukon Denali, and didn't really come together. The second and third-generation models were progressively better. The new version is, without question, the best yet. Though it does suffer from a few notable flaws, the 2007 Escalade is arguably the best full-size domestic ute on the market. Visually, it finally fits into the new look of Cadillac. Sure, the new Escalade shares its platform, known internally as the GMT900, with the likes of the Denali and Chevrolet Tahoe, but the styling is distinctly Caddy. Gone is the kludgy cladding. There's plenty of chrome, but it's surprisingly tasteful in application. The new 'Slade's sheetmetal is taut and angular, in keeping with the Art & Science design theme popularized by Caddy's CTS sedan and SRX crossover. Gaps are tight, the bumpers flowing into the body. The oversized, crosshatch grille was strongly influenced by the popular Cadillac Sixteen concept vehicle. Recognizing mounting concerns about fuel economy, GM engineers put a lot of emphasis on aerodynamics. Such things as the steeply raked windshield help reduce wind drag about 11 percent, according to Cadillac, and though 13 mpg city/17 highway might not sound like much, those are good numbers for a vehicle of this size and heft. Cadillac also focused on noise and vibration and with one exception, we give the new SUV high grades. Our particular tester developed an annoying whistle once we hit 50 mph. We isolated it to the driver's mirror; there was no problem on the passenger side. Other test vehicles did not experience this problem, so we'll keep our fingers crossed this is an early snag that Caddy will quickly correct. Best in showy The Escalade gets a new interior as well, and it is, in our opinion, the best in the entire Cadillac lineup. Though there's still a little bit of that chintzy black plastic in the center stack, the overall look is refined and elegant, just the right mix of wood and chrome to give meaning to the Cadillac badge in the center of the steering wheel. The instrument panel has been moved forward and down a bit, improving visibility. The gauges are tastefully refined without being gimmicky. The clock, however, is absolutely useless in daylight. It's angled just right to ensure it's always in glare. There's a huge, widescreen video display that serves as the heart of the Escalade's electronics, including its navigation system and Bose audio. What's missing is a Bluetooth hands-free phone link. With a growing number of states banning the use of handheld cellphones, this technology is not only convenient, but essential. Yes, you can opt for the OnStar system instead, but we're not fond of that feature, at least not for making cellphone calls. We'll stick with our little Palm Treo - at least once Caddy finally adds Bluetooth, most likely next year. Gary White, the man in charge of General Motors' full-size trucks, doesn't deny the delay, though he does defend it, insisting his goal was to make the Escalade (and its sibling SUVs) the best trucks possible in terms of ride, handling, performance, and towing. But Bluetooth is just one of several features you have reason to expect from a luxury vehicle, whether car or truck, but which are absent on the Escalade. Another is express, or power-up, windows. You'll find that feature in even a mid-level Hyundai, but not the Escalade, at least until next year. The 'Slade could also use a power tilt-and-telescope steering wheel. Indeed, there's no telescoping feature at all. Instead, you have to settle for power-adjustable pedals. Limber lugger That said, our complaints were few indeed. Heading east from downtown San Diego , we raced up into the mountains, charging a procession of steep and winding back roads that would have challenged a sports sedan. At nearly 5700 pounds, the Escalade has a lot of heft to haul around, but the optional 6.2-liter V-8 in our test vehicle never struggled, even on the most aggressive hill climbs. That 6.2-liter V-8 is notable in several ways. It's the first time a big, mass-market OHV engine has been equipped with variable valve timing. And in 2008, GM will add its new displacement-on-demand technology, which allows one bank of cylinders to shut off when power demand is light. That should boost fuel economy by several mpg. And we found the new six-speed transmission equally up to the task. Unlike some competitors, it didn't play hunt-and-seek on the hills, but found the right gear and stayed there. We purposely chose a test vehicle with the optional 22-inch wheels, rather than the standard 18s. These are the largest factory-spec wheels ever offered, at least since the days of wooden spoke wheels. Caddy has priced them at $2295, a heck of a deal considering dealers typically get as much as $6000 for aftermarket wheels of this size. More than half of all early buyers are ticking the box for the 22s. I normally try to avoid wheels bigger than 20 inches. Anything larger is usually suitable for nothing rougher than slow, boulevard cruising. But if you hadn't been told, you'd probably not even notice with the new Escalade. Cadillac engineers have done a great job tuning the suspension, and even with the big wheels - which add about 6.5 pounds of unsprung mass at each corner - the new 'Slade's ride is surprisingly comfortable. And handling remains unexpectedly taut for a vehicle weighing in at nearly 5700 pounds. Flogging this beast around a corner, our seat-of-the-pants test told us the '07 is the most predictable and nimble of the American full-size utes. Give credit to the Cadillac Stabilitrak systems, an electronic suspension that is the fastest and most responsive on the market. The ute also features some great brakes, a much-needed improvement. There are largely rotors and calipers, and the pedal feel is both firmer and far more linear than those in the last Escalade. That fits the mantra for the GMT900 development team, "Lives bigger, drives smaller." The interior is downright cavernous, with three rows of seats standard. You can opt for seven or eight-passenger configurations, but don't expect to stick good friends in the back row. If it's a long drive, they might not be too happy, once they're pried out. The seats up front, however, were incredibly comfortable, with just enough bolstering to keep you in place on tight turns. Credit for many of the improvements in the Escalade goes to the underlying GMT900 frame. It's not only stiffer, but also boasts a much larger crush zone. The new SUV was also designed to reduce the likelihood of injuries to those in a passenger car it might strike. Caddy's new SUV may not have quite as many safety bells and whistles as some of the imports, but with its rollover mitigation program and rollover airbags, it has made some significant strides. There's been a lot of debate over the timing of the Escalade's launch. Along with GM's other full-size SUVs, it hits market at a time when fuel prices hover near record levels. GM's car czar, Bob Lutz, has said he expects the U.S. full-size ute market to be notably smaller than when the GMT900 program got underway. But those who expected big problems need look at the sales numbers. So far, the automaker's new SUVs are scoring big with consumers, and based on our initial experience, we expect the Escalade to do at least as well, if not better. It clearly has the bling to get those dealer cash registers going ka-ching. While there are a few problems we'd like to see Cadillac address, the new Escalade is about as good as a full-size SUV gets. 2007 Cadillac Escalade Base price: $57,280 Engine: 6.2-liter V-8, 375 hp/430 lb-ft Transmission: Six-speed automatic, all-wheel drive Length x width x height: 202.5 x 79.0 x 74.3 in Wheelbase: 116.0 in Curb weight: 5665 lb Fuel economy (EPA city/hwy): 13/17 mpg Standard safety features: Dual front airbags; three-row curtain airbags; daytime running lights; anti-lock brakes; traction and stability control with rollover mitigation; OnStar; tire pressure monitoring Major standard features: Power windows, locks and mirrors; heated leather power seats; tri-zone automatic climate control; power adjustable pedals; tilt steering wheel; Bose AM/FM/XM/six-disc, in-dash CD changer; rain-sensing wipers Warranty: Four years/50,000 miles Link: http://www.thecarconnection.com/Vehicle_Re...181.A10195.html

2006 Subaru Outback XT Wagon Turbo power enlivens a squareback stalwart. by Eric Peters (2006-03-24) Out here in the boonies of rural southwestVirginia, where winters can be long and harsh and snowplows few and far between, Subarus are everywhere. The locals love them because they're unbelievably tenacious, capable of scrabbling up and down snow-covered back roads as well as most 4x4 pickups and SUVs. There's also the well-deserved reputation for being tough little muthas that just go and go and go; ancient but still operable '80s-era Brats are a common sight and 200,000-plus miles on the clock is par for the course. These traditional Subie selling points are what made the original Outback such a smash hit when it appeared way back in 1996. (Has it really been ten years already?) The "world's first sport-utility wagon"-as Subaru advertising christened it-was an ideal choice for people who wanted a rugged, go-anyplace family vehicle that was easier on gas and had much better road manners than a kludgy SUV. Since then, however, other automakers have taken the Outback concept and run with it. Crossover wagons and all-wheel-drive sedans are no longer relative rarities. The original needed updating. It also needed to be upscaled-at least, that's Subaru's thinking. The first Outback wagon, and Subarus in general, have always been a little on the "woodsy" side. But the corporate mission now is higher and higher up the prestige scale, witnessed by the new B9 Tribeca. The power of choice The new Outback is still essentially true to the concept of the '96 model, with standard go-anyplace AWD, more ground clearance (8.7 inches vs. 7.3 for the '96 model) and plenty of the original's snarky attitude. But the stance is noticeably sportier. Two-tone body cladding, wagon wheels and whitewalls are out - monochromatic paint schemes, smoothed flanks, fancy-looking alloys, and blackwall tires are in. The interior layout is also more in tune with current sport sedan/crossover aesthetic than the previous Outback. It sports plenty of curves and integrated surfaces blending the dash into the door panels into a single unit that flows naturally through the center console, instead of the "stacked box" look of the past. And unlike the first-generation Outback, the current model can be outfitted with a (new for '06) DVD navigation system, 17-inch rims, a Momo wood steering wheel, electro-luminescent backlighting for the instrument cluster, a sophisticated VDC stability control system, mahogany trim inserts, perforated (and heated) leather sport seats, high-end audio, automatic climate control, and twin sunroofs. To complete the makeover, and to assure the new Outback's competitiveness with the latest crop of sedans and crossovers from Audi, BMW and Volvo, the '06 Outback also bristles with muscle. The base engine, a 2.5 liter, horizontally opposed four-cylinder, makes 175 hp, 40 hp more than the '96 Outback wagon. It's a difference you can feel underfoot, too. Though not blazing, the base Outback's 0-60 time of about 8.5 seconds is testament to the newfound oats underhood. You can step it up considerably by selecting one of two optional 250-hp engines. The first is a turbocharged version of the 2.5-liter flat four similar to the one used in the current WRX sport sedan. It is available with either a standard five-speed manual or five-speed auto with SportShift manual shift control. This combo is capable of getting to 60 mph in less than 7.0 seconds. The turbo engine requires some skill to extract the best performance, though. It's necessary to work the clutch and gas pedal to keep the engine in its power band and the turbo's boost dialed up. The automatic transmission that can be ordered with this engine saps most of that fun from the experience. The other 250-hp engine is a larger 3.0-liter six that comes only with the automatic. Its mission is to provide easy down-low power and is ideally suited to the automatic transmission. It's smoother and the performance of this combo is still very decent. You can choose sedan or five-door wagon body styles as before, though the sedan comes only in Limited 2.5i, non-turbo, 175-hp trim or loaded-up L.L. Bean Edition, 3.0-liter six trim. If you want the most aggressive powertrain - the 250-hp turbocharged four and five-speed manual transmission - you have to buy the wagon. The VDC stability control option is also a wagon-only deal - and you have to get the top-of-the line 3.0 R Limited model ($35,695) to get it. The base XT 2.5 turbo wagon carries an MSRP of $28,595 when outfitted with the five-speed manual. You can move up to XT Limited for $30,995 and get the same performance goodies with heated leather seats, a wiper de-icing system, and dual electric sunroofs to make you more comfy as you bullet down the road. A GPS is also available in XT Limited Outbacks with the automatic transmission, though it boosts the MSRP to $34,195. If you don't need the power, the value-friendly 2.5i wagon is another possibility. It's just $24,795 and comes with standard 16-inch rims, AC, limited slip rear differential, side and curtain airbags, four-wheel disc brakes with anti-lock brakes, and power windows, locks, and cruise control. 2006 Subaru Outback XT Base price: $28,595; price as tested, $29,245 Engine: Turbocharged 2.5-liter flat four, 250 hp/250 lb-ft Transmission: Five-speed manual, all-wheel drive Length x width x height: 188.7 x 69.7 x 61.6 in Wheelbase: 105.1 in Curb weight: 3415 lb Fuel economy (EPA city/hwy): 19/25 mpg Safety equipment: Dual front, side and curtain airbags; anti-lock brakes Major standard features: 17-inch wheels with VR-speed rated performance tires; heated driver & front passenger seats; dual-zone climate control; power windows/locks/mirrors; 120-watt stereo w/six-disc CD changer Warranty: Three years/36,000 miles Link: http://www.thecarconnection.com/Vehicle_Re...181.A10180.html

Yes, it's got the body hardware.

Well, I spent fifteen good minutes working on a crappy wing-delete chop and by God, I'm going to post it.

I like the "basket handle". I think they look ok as long as they were designed for the car and not the result of a fevered Pep Boys dream.

Aren't selling? The Cobalt, Malibu, Monte Carlo, G6 and Grand Prix as of the end of February of this year all saw sales increases over the same time last year. The Impala only saw a 2.2% decline. Toyoguy, you really need to do you fact-checking on GM better.

Ugh, no offense to GMTruckGuy or your dad but I think most sport-/stepside bed trucks look terrible. The usually have ugly taillamps and it doesn't really help that I think short-bed, regular cab trucks look horrible. They just look goofy and ill-proportioned.

I don't know and I betting you don't, either. Stop with the assumptions. Here's a close-up of the LE's radio display: Impala's: Are black pixels on a tan background somehow more pricey than blue pixels? In fact, the Impala's display looks more advanced to me.

It may very well cost more but costing more does not ensure a quality product. See just about any VW as proof of this. And don't twist this into me saying the Camry doesn't have quality to it. Nobody comments on GM interior issues? You must not be looking very hard. He specifically said "from a design standpoint" not a quality, tactile standpoint. He's saying their interiors look better than the Camry's. You can market yourself to a younger audience and still make a profit (Nissan). Losing an "old person car" image is not the least bit easy no matter what brand you are. Cadillac took on a younger image but I don't believe it's completely lost the image of being a brand for the older set.

The technology guy in me is saying that is very cool... ...yet, the sensible part of me says it's completely ridiculous and would be horribly distracting to others on the road. Not to mention kind of tacky.

Ironic? Try puzzling.

I suppose the Maxx SS is a decent choice, though I personally feel the Impala 3LT is a better car with the same powertrain (with more power) for about the same price.

I'm not seeing "all new" Chevy/GMC or any drawings. Do you have to "Print Order" to do that?