Variance

Nissan revamps its Quest minivan's now-plush interior By Anita Lienert ANN ARBOR -- In its zeal to win over women who hate minivans, Nissan went overboard with its 2004 Quest, turning off empty-nesters and hardcore minivan users with a poorly designed cabin. The most off-putting Quest feature was a mammoth center pillar -- sometimes irreverently described as the "telephone pole" -- in place of a more traditional instrument panel. The pillar held the gauges and controls, forcing the driver to constantly glance to her right to check things like speed. It was distracting, ugly and polarizing. The Quest, which was launched in mid-2003, was a painful exercise in hipness, as defined by male engineers and designers. The guys even pitched it as a vehicle designed for "hip moms," as exemplified -- to them -- by the actress Tea Leoni. The material covering the instrument panel was patterned after the coarse hide on a basketball and the seats were supposed to look like futons, giving the minivan the slightly seedy look of an urban loft, as opposed to a wholesome mom-mobile. The rear-seat DVD control unit was on the side of the front passenger's seat, which was hard to get to and invariably blocked by things like the driver's purse. The gauges were bright orange and hard to read, and appeared to be inspired by the garish neon lights on Sunset Strip. The minivan's embossed leather seats were expensive, but looked like cheap vinyl. In other words, the Quest had the worst minivan cabin on the market. So, it was with great eagerness that I headed out in mid-March to drive the redesigned 2007 Quest, which goes on sale in late May. Nissan executives had promised that this would be one impressive change, since it is the most expensive mid-cycle redo for any Nissan vehicle. My fear was that Nissan may have gutted and lobotomized the Quest in its drive to right all the minivan's original sins. But I was pleasantly surprised. After spending a morning checking out the revamped interior and taking the Mississippi-built Quest on a brief test drive, I'm happy to say that Nissan finally got it right. The new and improved minivan has pulled off the difficult trick of being trendy and practical. Best of all, it finally gets a cabin that looks good and provides the functionality that parents need. Not surprisingly, the redesigned Quest is the work of a team of women, led by Carla Bailo. Bailo, the 45-year-old assistant chief vehicle engineer, is the mother of four who drove a minivan for 18 years before she got her hands on the Quest. She says the mom she envisioned, as the Quest redesign came together, was Angelina Jolie. "I pictured someone with a more individual sense of self," said Bailo, adding that her team decided "to make the Quest more conventional, but to keep elements of its non-traditional appearance." One of the first things that the team did was to relocate the gauges to where they should be -- behind the steering wheel. And they illuminated them in a bright white, accented by just a hint of the old orange. I drove only a few blocks before I felt completely at home and at ease behind the wheel, unlike my initial drive in the '04 model. But in keeping with the non-traditional approach, Nissan designers constructed a "floating lid" over the gauges, which adds interest without being distracting. There is a kind of vestigial center pillar, but nothing like the old telephone pole. Designers describe it as a "styling line" that gives the silhouette of a pillar. The effect looks integrated and streamlined, instead of something inspired by Stonehenge. The company ditched the embossed leather seats, too, in favor of perforated leather, which looks richer. In what may be the biggest example of practicality in the cabin, you now load DVD movies into a slot in the instrument panel, which is perfect. You can drive and load the DVD without taking your eyes off the road. Because the player is not located in the rear, you won't have kids fighting over it, either. The old Quest had a bag for the removable headrests, which the company says consumers rarely used. Therefore, the headrests invariably ended up under a seat or on the garage floor. The third-row seat has a new spring assist, which makes it easier to manually fold into the deep well in the rear cargo hold. I tried it a couple of times and had no problem. Nissan executives say a stow 'n' go seating system, similar to the one offered on the Chrysler minivans, is due out in 2010. This will enable consumers to fold the second-row seats into the floor. There were no significant changes to the sheet metal of the '07 Quest -- which is good, because that was never an issue. Minor tweaks include a new grille, chrome door handles and a revised roof rack that looks more angular and contemporary. In keeping with the Quest's trendy agenda, there's a new exterior color called "chestnut," which is a beautiful shade of chocolate. Pair it with the new "chili" interior, which is a kind of terra cotta, and the clear taillights that are only available on the top-of-the-line SE model, and you've got one of the hottest looks on the market. The engine, a 3.5-liter V-6 that produces 240 horsepower and 242 pounds-feet of torque, is a carryover from the previous model. But a five-speed automatic transmission, instead of a four-speed, is now standard on all four Quest models. The transmission has been revised to give you quicker response off the line, which helps with acceleration and passing. Nissan says the '07 Quest will deliver 18 mpg in city driving and 25 mpg on the highway. The Quest's safety features are good, but not as comprehensive as those on the 2006 Honda Odyssey minivan. Nissan outfits its minivan with standard side curtain air bags that protect outboard passengers in all three rows, but vehicle stability control is standard on the top-of-the-line SE model only. Nissan has not announced prices for the '07 Quest, but Kelly Hamilton, Nissan's senior manager for model line marketing, says the price may be "a little bit higher than the current model." He says a fully loaded 2007 model will not hit the $40,000 mark; a fully loaded 2006 model is priced at around $36,000. A base 2006 Quest starts at $24,755, including a $605 destination charge. If Nissan can hold the price on the new Quest, that should make it one of the more attractive minivans out there -- good news for all those moms who hold up Angelina Jolie as their role model. Link: http://info.detnews.com/autosconsumer/auto...ex.cfm?id=22402

Toyota RAV4 grows up, gets pricier By Paul & Anita Lienert Toyota's baby crossover vehicle, the RAV4, isn't much of a baby anymore -- not since a makeover for model year 2006 transformed this once-compact five-seater into a mid-size seven-seater with optional V-6 engine. The new-generation RAV4 appears to be up to Toyota's usual high standards, with a few surprising exceptions. We drove a well-equipped RAV4 Limited 4x4 with more than $2,700 in options and a bottom line of $27,290. HE: Gee, I kind of miss the old, toylike RAV, even though I outgrew cutesy vehicles like that about 30 years ago. Plus I never did fit in the old one very well. But for singles and younger families, I always thought the original RAV4 and especially the second-generation model had the recipe just right in terms of size, price and features. This new one is a whole different story -- all grown up and in search of a different audience, I suspect. It's less of a sporty crossover vehicle and more of a family hauler now -- call it the un-minivan. SHE: It's also a lot more expensive. The base front-wheel-drive, five-passenger RAV4 now starts at just under $21,000, and you're easily pushing $30,000 by the time you load up a V-6 Limited 4x4 with all the available equipment. I can only imagine what Toyota will charge for the hybrid version when it finally decides to bring that to market -- and I would say that's a pretty safe bet, considering the '06 RAV4 squares off so neatly with the Ford Escape. HE: I don't think so. I see it as more of a competitor now to smaller vans like the Mazda MPV and van-like crossovers such as the Subaru B9 Tribeca. Which is not a bad place to be in terms of market space. Toyota wasn't really playing there before with the Sienna. Now it has a true mid-size grocery getter with the new and improved RAV4, which got stretched more than 14 inches and is nearly as long as a Highlander. SHE: I'm not sure you really appreciate what Toyota has done with the RAV. The larger size makes so much sense. The longer wheelbase not only means more passenger and cargo space inside, but the ride is much smoother and less choppy. The '06 model is really easy to park and maneuver, despite the extra length. There are some annoyances and some surprising omissions, considering that Toyota doesn't make that many mistakes. My biggest complaint is the third-row seat, which is awfully cramped and uncomfortable, even for kids.Another big no-no in my book -- you have to pay extra for side air bags and side curtains to protect your family. HE: My issues are pretty simple. It's tough to climb in and out of the third row, and with the seat up, there isn't much cargo space in the rear -- not enough for a week's worth of groceries, unless the whole family is dieting. I'm surprised Toyota included only a four-speed automatic with the four-cylinder engine, rather than a more modern and efficient five- or six-speed automatic. SHE: On the plus side, even with the four-speed and four-wheel drive, the four-cylinder RAV4 is very frugal on fuel. The EPA ratings on our test model were 23 mpg in the city and 28 mpg on the highway, which is pretty good for a family vehicle with all that space. The new RAV4 looks really cute, too. It certainly hasn't lost its winning personality. 2006 Toyota RAV4 Limited 4x4 Type: Front-engine, four-wheel drive, seven-passenger utility vehicle. Price: Base, $24,560 (inc. $605 destination charge); as tested, $27,290. Engine: 2.4-liter I-4; 166-hp; 165 lb-ft torque. EPA fuel economy: 23 mpg city/28 mpg highway. Where built: Japan. AAA Michigan estimated 12-month insurance cost: $1,665. Anita: Likes: Larger size makes more sense than previous model. Takes the RAV4 to the next level. Super easy to park and handle. Smooth ride. Good fuel economy for a four-wheel-drive people mover. Big buttons on dash are easy to read and use. Rear seats slide fore and aft. Plenty of cargo space with the rear seat down. Dislikes: Side air bags and side curtains cost extra. Power mirror switches on the center console instead of the driver's door. External spare tire cover blocks rear vision. No navigation system. No adjustable pedals. Cramped, uncomfortable third-row seat. Paul: Likes: Distinctive and attractive design. Stylish alternative to a minivan or conventional SUV. Not just for kids and singles anymore. Powerful V-6 option available. Outstanding assembly quality. Dislikes: Tough to climb in and out of third row. Not the cute, affordable little mini-ute that it once was. Only a four-speed automatic. Larger size and price leaves Toyota without a direct competitor to the Honda CRV. Not much cargo space with the rear seat up. Link: http://info.detnews.com/autosconsumer/auto...ex.cfm?id=22437

Chrysler CEO sees rays of hope LaSorda predicts new Dodge Caliber compact will be a global hit and is bullish on a slew of new Jeeps AUBURN HILLS -- For those craving a respite from the gloom-and-doom swamping the hometown auto industry these days, Chrysler Group CEO Tom LaSorda's office is a good place to start. His folks are making money -- not as much as he and his German bosses would like, but $1.9 billion in operating profits last year ain't chump change. While the bigger boys across town keep slipping, Chrysler's hanging tough with Asian rivals in the market share wars. And LaSorda's team plans to launch 10 new vehicles this year, a "product onslaught" that he says belies talk of flagging momentum in Auburn Hills. He is, simply put, cautiously upbeat about the prospects for his unit of DaimlerChrysler AG. He predicts the new Dodge Caliber compact will be a global hit and is bullish on a slew of new Jeeps. He's proud of a health care cost-sharing arrangement that goes all the way to the top of the salaried ranks, including him, and the new "flex" plants being installed this year in Sterling Heights and Belvidere, Ill. Optimism has its limits. Like its local competition, Chrysler still is burdened by billions in annual health care costs that eat into its bottom line. Consumers still expect more cash incentives to buy Chryslers, Jeeps and Dodges, as monthly incentive spending attests, than to buy Toyotas and Hondas. Worse, Chrysler's hometown is battling a communal kind of depression that LaSorda, a GM veteran who joined Chrysler in May 2000, likens to "business and emotional gridlock." Many see it, feel it, and intuitively know how corrosive it can be. The parallel restructurings of General Motors Corp. and Ford Motor Co. are winnowing payrolls, pressuring suppliers and stressing local governments in a way that feels interminable, even if won't be because it can't be. "People are waiting to see what's going to happen" with Detroit's Big Two, LaSorda told me in a wide-ranging interview. "These companies will survive, but people are looking for the indicators to prove that and I think they'll see it this year for both. "At some point, the positive news has to flow so you can overcome the negative news. Where it hurts us the most is in the supply base. Every time the volumes come down by the other two, they're walking in and saying, 'Hey, we're losing this and losing that.' "I mean, we've got 24 or 25 companies in Chapter 11 bankruptcy. And there's one or two a week, it seems, or three or four (times) a month that somebody's in trouble. Until these get stabilized and the curve runs forward where's the good news?" With more stable production volumes come more stable suppliers. Communities can see whether their major players and the jobs they provide have a shot at survival, whether they'll start making money again, whether the specter of bankruptcy and plant closings is passing or permanent. We're not there yet. But Chrysler's latest comeback is evidence that there is a way back for a Detroit-based automaker that gives familiar meaning to the term "comeback kid." It begins with the pain of downsizing -- the Auburn Hills-based unit of Germany's pre-eminent industrial company is 40,000 people smaller than in 2000. GM and Ford are heading that way now, but they don't have deep-pocketed foreign parents backing them up because they are the parents. The comeback includes tough restructuring that closes plants, strengthens balance sheets, outsources services and slays sacred cows. It ends with a reinvigorated product line that shuns a "me-tooism" where American, German, Japanese and South Korean products look alike and gives dealers a lot new to sell. Quibble about whether Chrysler product appeals to you, but don't quibble with the strategy. Its products turn heads. It has stabilized the business. It marries American design and innovation with core German technology. It is injecting hope, promise and energy into a Detroit-based industry given up for dead -- even when it's still very much alive. Chrysler's history also provides ample cautionary tales that comebacks can falter. Remember the so-called Dream Team management group that didn't look too dreamy a few years later? Or the time a strong CEO named Iacocca was followed by a weaker one named Eaton? The German-owned Chrysler is breaking some of the bad old habits that made it a perennial basket case -- and it's doing the job in Michigan with a predominantly American work force now led by a Canadian product of Detroit Auto. There's hope, people. Link: http://www.detnews.com/apps/pbcs.dll/artic...393/1148/AUTO01

Doesn't sound like a bad deal, though I don't have much car buying experience myself... I'd assume it depends for how many months you'd be making payments and what the down payment is.

IL Exclusive: Michael Jordan Picks Cadillac XLR-V as First American Car Date posted: 03-21-2006 CHICAGO — Perhaps taking a cue from rapper Snoop Dogg, who buttonholed Dieter Zetsche for a new Chrysler 300C, former Chicago Bulls star Michael Jordan took delivery of one of the first 2006 Cadillac XLR-Vs in the country from none other than Cadillac general manager Jim Taylor. IL has learned that Taylor had his team personally deliver the car to Jordan's home here. In fact, Cadillac drove over an entire semi-truck with three XLR-Vs — representing each of the three exterior colors (Infra Red, Black Raven, Light Platinum) — so that the basketball legend could pick his favorite. Jordan chose a red car. The purchase price: a cool $100,000. As a little extra, Cadillac threw in a set of custom side sills with Jordan's signature etched in aluminum, insiders told IL. Jordan is said to have confided to Taylor that he has 40 cars in his personal collection but that the XLR-V is his first American car. What this means to you: The all-American athlete acquires an all-American performance car. And if it's true that his stable of cars has been all-import until now, it's about time. Link: http://www.edmunds.com/insideline/do/News/articleId=109714 ---

IL Insider: Cadillac Skips Plans for V-Series Utes Date posted: 03-21-2006 DETROIT — Cadillac is looking at a variety of upgrades and enhancements for its family of luxury utility vehicles, including the recently redesigned Escalade, but there are no plans to offer the sort of performance modifications it now provides as part of its V-Series. The first Caddy ute to get a modest makeover is the SRX, which shares its underpinnings with the STS and CTS sedans. As part of a midcycle freshening for model-year 2007, Cadillac will offer a new SRX Sport kit in August that is primarily an appearance package, with unique wheels and tires, grille, rocker panels, and front and rear fascia. With 18-inch wheels and tires, the SRX Sport package will cost $2,500; with 20-inch wheels and tires, the package will be $3,500, Cadillac executives told IL. The brand will also do a similar appearance package for its long-wheelbase Escalade ESV in model year 2008 or 2008. Called ESV Platinum, the package will borrow styling cues from the V-Series cars, with a leather-wrapped console and pillars, heated and cooled cupholders and a suede headliner. The Escalade ESV Platinum edition will retail for upward of $70,000, according to Cadillac executives. Cadillac also is considering a special black chrome package on the standard Escalade for '08 or '09 but probably will make it available only on vehicles with black exterior paint. Sadly, there are no immediate plans to offer an SRX-V or a V-Series variant of the Escalade, executives said. What this means to you: Cadillac's utes will look hipper but won't necessarily go much faster. Link: http://www.edmunds.com/insideline/do/News/articleId=109713

Another ungodly long article so... World Car Fans: New Opel Astra TwinTop In Depth

A bit of an odd comment... I saw an IS350 on the highway today and it looked pretty nice (better than the Bimmer). If it were my money between these two, I'd have the Lexus.

Another silver R-Class but this one was an R500.

The $10,000 Question Can Geely provide the quality U.S. consumers demand? By CHARLES CHILD | AUTOMOTIVE NEWS AutoWeek | Published 03/20/06, 2:28 pm et DETROIT - Geely's first car in the United States will have an eye-catching sticker - just $10,000, the company's top U.S. executive says. But can the car overcome China's reputation for low-quality manufactured goods? Good question, says John Harmer, COO of Geely USA Inc. Harmer commissioned a study of news reports about Geely (pronounced JEE-lee) after the company showed a car at the Detroit auto show in January. Poor quality was mentioned frequently. Moreover, China is widely blamed for job losses at U.S. factories. When Geely starts selling in America - scheduled for fall 2008 - Harmer plans a public relations campaign to counter China's mixed image here. "We know there's a problem," he says. "I wish I had an answer." Harmer, who is from Salt Lake City, is an attorney by trade. Last week in suburban Detroit, he provided more details of Geely Automobile Holding Ltd.'s plans: >> The car. The $10,000 Geely will be a "basic, functional auto," Harmer said. But product planners are aiming for power windows, air conditioning and a compact disc player that plays one disc at a time. The least expensive 2006 car sold in the United States is the Chevrolet Aveo, which starts at $9,890, including the destination charge. >> U.S. safety and emission standards. Last year, Harmer brought a batch of Geely cars to the United States for testing. They met some U.S. standards, such as the roof crush test, and fell short on others, such as side-impact protection. Geely engineers are busy designing the U.S. car to meet all standards. >> Distribution. Harmer is choosing entry ports on the East and West coasts. The first dealerships will be near the ports. He has received franchise requests from about 200 dealers. He plans to sell cars in Canada, too. Harmer turned down a proposal from an unnamed national "megaretailer who wants to get into the auto business." "We don't want to be the pioneer" of a new type of auto retailing, he said. Harmer has no business experience in auto retailing other than Geely. He plans to start slowly, then build sales in the United States and Canada. He is aiming for 5,000 in 2008 and 100,000 by 2012. Harmer acknowledged that Geely has a daunting task to provide the quality expected by U.S. consumers. Geely has an ally in the Chinese government. National pride is at stake, so the government will not let Geely be another Yugo, Harmer said. The poor-quality sedan from the former Yugoslavia flopped in the United States and was withdrawn from the market in 1992. The government will permit Geely to export only if the car meets certain standards, he said. Harmer spoke last week at a meeting of the Society of Automotive Analysts. Link: http://www.autoweek.com/apps/pbcs.dll/arti...1024/LATESTNEWS

Driving the quickest factory Lotus ever, on road and track By Alistair Weaver Date posted: 03-20-2006 A motoring journalist is nothing if not cynical. Every day we are peppered with press releases explaining that the latest sedan is the "greatest," "fastest," "safest" or "most beautiful" car that this "legendary" manufacturer has ever produced. If you think real estate agents tell the best fibs, you've never read an automotive press release. Lotus might be a tiny player on the world stage, but its PR department is far from reticent. The new-for-2006 Exige S, we are reliably informed, is "the fastest accelerating Lotus ever to come off the production line" and delivers "breathtaking performance." For a company whose fortunes bounce up and down like a Baywatch babe, these are bold claims indeed. Thankfully, we've been given an opportunity to test their validity. The Silverstone circuit hosts the British Grand Prix each year and is situated in some of England's most green and pleasant lands. We'll be spending a day driving the car, first on the road and then on the track. If there is truth in Lotus' claims, we'll find it here. Subtle it ain't Lotus' marketing types self-consciously describe the Exige as the company's most focused road car. This is the chariot for those who like their curries hot — if the standard Exige is a fiery vindaloo, the supercharged "S" is a phaal — the hottest there is — with extra chili. The aesthetics declare the S's intent in brutal fashion. The cutesy, cartoonlike curves of the Elise roadster have been given a sharper edge by the addition of a roof and a dramatic 11.5-degree rear wing. The S differs only slightly from the normal Exige. An "S" moniker adorns the front fenders, while the scoops and spoilers are finished in body color instead of black. Our test car was also differentiated by forged black alloy wheels, which reduce the unsprung mass by 12 pounds at the front and 5.6 pounds at the rear. They form part of a Super Sports pack, which also includes an adjustable front antiroll bar and adjustable Bilstein shock absorbers…more of that later. If you think the Exige looks like a GT racer, then the impression is deliberate — this car has already spawned a 285-horsepower racer and Lotus plans to enter the FIA European GT3 category next year. Don't be surprised to see an Exige competing at Le Mans sometime soon. Compromised, it is If you want an everyday Lotus, hold fire for the forthcoming Europa S or, better still, the replacement for the Esprit. The Exige boasts comfortable seats and can be supplied with carpet, a stereo, air conditioning and even (God forbid) a cupholder, but don't think for a moment that it's a sensible proposition. Getting in and out requires the kind of dexterity for which gymnasts are renowned. It's tricky for a guy and can be downright indecent for a girl. Those who perfect the art are greeted by a cozy cabin that feels well screwed together, but the emphasis is still on weight-saving simplicity. The introduction of a supercharger has also completely obliterated the rear view. Backing up is a leap of faith, and the rearview mirror does nothing more than mask the windshield. Trunk space is also best described as minimalist — there's just about room for an overnight bag, but only if you pack briefs instead of boxers. The important bit The familiar Toyota-sourced 1,796cc four-cylinder VVTL-I engine used in the standard Elise and Exige has been fitted with a Roots-type supercharger and an air-to-air intercooler, which is fed through a roof scoop. According to figures released in Europe, power has risen from 189 hp to 218 hp at 7,800 rpm, while torque rises by 26 pound-feet to 159 lb-ft at 5,500 rpm. The rev limit is set at 8,000 rpm, although for maximum acceleration, this is increased to 8,500 rpm for a 2-second burst. The true significance of these figures is revealed only when they are related to the car's mass. The Exige is a flyweight 2,061 pounds, so the all-important power-to-weight ratio is a mere 9.5 pounds/hp. That makes the Exige S, by any reckoning, a ferociously rapid car. Helped by the excellent traction, Lotus claims 0-60 mph in 4.1 seconds and 0-100 mph in 9.8 seconds, which puts it in the upper echelons of the supercar league. Top speed — which is more dependent on brute horsepower — is 148 mph. No less impressive than the raw speed is the nature of the power delivery. Lotus has developed its own engine-management system which all but eliminates the 1.8's historic peakiness. It pulls easily from 2,000 rpm — when 80 percent of the torque is available — all the way to the lofty rev limiter. This engine really brings the Exige alive; it genuinely feels much quicker than the standard car. The twisty bit The basic Exige S shares its suspension settings with the standard Exige, but our test car was fitted with the Super Sport option package, which includes Bilstein shocks, adjustable for road or track. Lotus' chassis guru and ace test driver Matthew Becker reckons that the Super Sport package will appeal to hard-core enthusiasts: "It's allowed us to combine a slightly softer, more comfortable tune for the road with a more focused, track-biased solution." Any concerns that the Exige chassis can't handle the extra thrust can quickly be allayed. A 38/62-percent (front/rear) weight distribution and ultrafocused Yokohama Advan tires — 195/50 R16 at the front and 225/45 R17 at the rear— provide plentiful traction. In the dry, at least, there's so much grip that the optional traction control system feels superfluous. In the best Lotus tradition, the ride quality is superb. The Exige simply absorbs and dispatches surface imperfections that would trouble some so-called luxury cars. It rarely feels nervous and inspires huge confidence, even at speeds that some might describe as silly. This is surely one of the most tactile cars on the road. The unassisted steering communicates the finest details of the road surface and grip levels. The six-speed, Toyota-sourced manual gearbox snicks merrily from cog to cog, and the ratios are well spaced. The twin-piston front brake calipers are by AP Racing, while the single-piston units at the back are by Brembo. Both grip the 11.1-inch cross-drilled discs with reassuring alacrity. Driving the car in both road and track settings highlighted the benefit of the adjustable dampers. It's not unduly soft in road mode, nor is it exceptionally stiff in track mode, but its responses are noticeably sharper. This is a car that will flatter the experienced — there's plenty of throttle adjustability and it will drift on demand if you know what you're doing — but will not frighten the amateur. The original Elise was tricky to handle at the limit, but this car is much more predictable. And it's ultimately better for it. The depressing bit Here's the bad news: There are no immediate plans to bring this car to the U.S. Lotus reckons that the re-engineering needed to meet U.S. emissions regulations and cope with the poor-quality fuel would be prohibitively expensive. The company only expects to sell 300-350 standard Exiges each year on American shores, so it can't make a business case for the S. In the rest of the world, by contrast, Lotus expects the S to outsell the standard car. "The Exige is already an extreme car," says Becker, "so enthusiasts will naturally be drawn to the more extreme version." In the U.K., the S costs £33,995 (about $60,171). For £29,995 ($53,091), the Exige is certainly a car for hard-core nutter enthusiasts, but those who can stomach its compromises will love the Exige S. Link: http://www.edmunds.com/insideline/do/Featu...rticleId=109667

Chrysler recalls 268,800 vehicles Associated Press / AUBURN HILLS, Mich. -- DaimlerChrysler AG's Chrysler Group is recalling 268,800 vehicles from the 2005-2006 model years to replace a faulty front windshield wiper motor, the company said Monday. The wiper motor armature shaft on the vehicles, which include the Dodge Durango, Dodge Caravan and Grand Caravan, and Chrysler Town & Country, can break, resulting in a loss of wiper function, Chrysler said. The company said it had notified the National Highway Traffic Safety Administration of the voluntary recall. Owners will be notified when parts are available. No accidents or injuries have been reported related to the problem, Chrysler said. Link: http://www.detnews.com/apps/pbcs.dll/artic...411/1148/AUTO01

Seriously, he makes FOG look like a Toyota-lover (runs and hides)... There's a fine line between being a zealot and being a blind fanatic.

Faceoff: Lexus IS350 Vs. BMW 330i Horsepower isn’t always the only thing. by Conor Twomey (2006-03-20) Last year was a bumper year for Lexus, having sold 303,000 vehicles in theU.S. and beating BMW's 266,200 units into second place in the luxury vehicle charts. But before you go feeling sorry for the BMW, consider this: BMW sold almost as many 3-Series models in Europe last year (229,932 units, despite a March '05 introduction) as its entire U.S. sales volume and found a total of 644,000 happy European customers in total, excluding MINI. And do you know how many vehicles Lexus sold in Europe in 2005? A grand total of 28,777, or about 4.5 percent of BMW's sales. In an attempt to rectify this situation, Lexus has designed the new IS as much with Europe in mind as North America, which is why there's a manual 2.5-liter V-6, a 2.2-liter turbodiesel (the first ever diesel Lexus, in fact) and paddle shifters on the range-topping version, as well as the promise of sportier handling and better performance than ever before. To see how successful they've been, we got our hands on a brand new Lexus IS350 to put it up against its closest Munich rival: a BMW 330i. And to complete the test, I've volunteered my services as the resident "picky European." I even skipped my morning shower especially for the occasion (like I needed an excuse). Looking important The styling of many recent BMWs have caused quite a ruckus in the automotive world and while BMW stands firmly and officially behind its chief designer, Chris Bangle, it has simultaneously diluted his 7-Series design and wheeled out a new 3-Series that's only got the bare minimum of Bangle influence. I, personally, rather like the sculpted surfacing and the athletic stance of the new 3-Series, and I also find the detailing around the front lights and grille both striking and appealing. The rear end, however, is a disorganized affair, ruined by those big, clunky taillamps and unresolved lines running amok across its busy butt. The 3 is also very sensitive to wheel size and color, looking much better in dark colors with 18-inch rims, which accentuate its bulging metalwork and make it look more sinister. The current 3-Series probably won't go down as a design milestone (as almost every previous 3-Series has) but that doesn't stop it being an imposing and impressive machine from most angles, nonetheless. Lexus' designers have eschewed trendy "flame surfacing" in favor of clean, crisp metalwork, thereby dodging the kind of backlash BMW has endured, but that didn't stop them peeking at the 3-Series for inspiration. The shape of the hood; relationship between grille, lights, and fenders; even the kink in the rear quarter-light all have BMW undertones, though melded inoffensively into the IS' rather ambiguous overall shape. The IS does have a strong stance and broad shoulders, however, and the standard 17-inch wheels also fill out the wheel wells better than the BMW's, but compared to the first IS, which still looks good to this day, the new car's styling isn't going to have many heads turning for a second glance. Lexus should have modeled the IS after the more imposing GS and worried less about what BMW was up to, I think. Case in point, look at the back of the IS: Free from BMW influence, the rear end is taught, aggressive, and so perky you want to wrap it in spandex and make it do lunges. More originality from Lexus's stylists, please, because when left to their own devices they clearly possess the skills. Internal conflict Inside, things improve for both cars. The BMW's cabin might be a bombardment of black plastic, but it's the well-made, high-quality stuff that's a nice to touch and keeps unwanted reflections, smudges, and scratches to a minimum. The cabin is also the epitome of ergonomic simplicity with buttons that are simple to find and satisfying to use, which only serves to remind us of the tragedy of iDrive (it only rears its ugly head if your 330i is ordered with satellite navigation). The Lexus is much less oppressive thanks to the lighter hues, a greater variety of materials, and a more inviting overall design, though there's a disappointing number of Toyota bits dotted about the place and the silver-painted plastic on the center console looks cheap in such a car. Our Lexus was equipped with optional touch-screen navigation, so many of the ventilation and audio controls were split between solid dashboard buttons and virtual on-screen buttons, making basic operations unnecessarily complex and awkward. What is the general objection to dashboard buttons in luxury cars these days, I wonder? I had expected the Lexus to trounce the snug BMW in terms of interior space but, surprisingly, the IS' interior dimensions are smaller than the BMW's in most respects despite it being a longer car overall. It does have a bigger trunk, but that's little consolation to the cramped rear passengers, now is it? Specification-wise, the two cars pretty much match one another in terms of equipment and basic features, although there are four important areas where the Lexus really punished the BMW: Firstly, it has leather seats, which would cost $1450 extra in the euphemistically trimmed "leatherette" 330i, and secondly it comes with a six-speed paddle-shift automatic as standard, which is another sizeable $1275 option on the BMW. Also bear in mind that the Lexus costs $1200 less than the BMW to begin with and you begin to see just how much showroom appeal Lexus has built into the IS350. The Lexus IS350 isn't even available with a manual gearbox, which is a bummer for any European worth his speedo-wearing salt but not really an issue for most Americans, and the BMW does fight back by offering expensive swiveling xenon headlamps, even if they do vibrate annoyingly and really don't work very well. Finally, there's the issue of performance, which is where the Lexus, quite literally, streaks ahead of the Bimmer. Power player With an extra half liter of capacity and a whopping 50 more horsepower and 57 extra pound-feet of torque, the IS is a whole second faster than the BMW to 60 mph from a rest (5.3 seconds versus 6.3) and maintains that second advantage all the way to the quarter mile (very low 14s versus very high 14s). In reality the Lexus feels even faster than the numbers suggest, surging ahead of the BMW in any gear at any speed, while those paddle shifters are programmed to operate responsively and smoothly, further enhancing the sensation of speed and looking rather cool into the bargain. The 330i can't compete with the IS 350's eye-widening pace or its flashy paddle shifters, although its automatic transmission is actually more responsive and sporty than the Lexus', despite making do with a lever-operated manual mode. Both cars have electronically limited top speeds - 142 mph for the IS350 and 130 for the 330i unless it's fitted with the sport pack, in which case it can run to 149 mph. And it's not like the Lexus punishes you at the pumps, either. All kinds of valve timing and lean burning is used to give the Lexus almost identical gas mileage to the less powerful BMW. However, if you delve deeper than the Lexus' impressive on-paper figures, you'll find there's only one true driver's car in this comparison and that's the BMW 330i. At low speeds or in a straight line, the Lexus feels like it could be amusing but wind things up a notch and it becomes clear that the focus is on grip and safety whereas the 3-Series is all about fun and unflappability. The BMW's steering, though not the info-fest I expected, is still sharp and responsive compared to the Lexus' mute and stodgy helm, while throttle response and brake feel are also more intuitive in the BMW than those of the Lexus. The BMW even rides more comfortably than the Lexus, despite being more firmly sprung, though the Lexus seems to be a quieter cruiser. Switch off the BMW's stability control and the BMW will hang its rear end out all day long, a consequence of its carefully honed balance and razor-sharp controls, although the 330i isn't fitted with a limited-slip rear differential and would possibly be even more fun thus equipped. The Lexus doesn't even have a stability control switch and if you try to get fresh with the IS' spandex-clad rear end it will slap you hard and intrusively on the wrist. The VSC system can be overridden if you know the right combination of pedal prods (I kid you not) and when you do manage to switch the system off, the Lexus shows signs of possessing a balanced chassis, hinting that there might be some potential in the IS' platform after all. To unleash the beast within, though, Lexus would first have to rework the suspension and improve the steering tuning, while also install a "VSC off" button for those of driver that learned how to drive before computers took over 95 percent of the task. Danke, und guten nacht As it stands today, though, the 3-Series trounces the Lexus in terms of driving satisfaction. The two cars are in different dynamic leagues and that, right there, is the reason that Lexus sells so few cars in Europe. The IS is an extremely well presented and polished product but that's not the same thing as being a great car. I have no doubt that Lexus will sell every car they can build because a fine appliance like the IS350 is exactly what many people want to meet their transportation needs. But for those folks who sometime go for a drive when they really have no place to go, the BMW 330i is the easy choice. It's infinitely more fun than the Lexus and while it might seem like poor value compared to the faster, better equipped Lexus, ask yourself this: Who ever went on vacation to save money? Not everything in life can be quantified in dollars and cents. If pleasure is your measure of value, then the BMW 330i is a steal. 2006 BMW 330i Base price: $36,660 Engine: 3.0-liter in-line six, 255 hp/220 lb-ft Transmission: Six-speed automatic, RWD (as tested) Fuel economy (EPA city/hwy): 21/29 mpg Wheelbase: 108.7 in Length x width x height: 178.2 x 71.5 x 55.9 in Weight: 3417 lb Safety equipment: Front, side, and curtain airbags; anti-lock brakes; stability and traction control Major standard equipment: Dual-zone climate control; adaptive headlamps; rain-sensing wipers; power front seats; 17-inch alloy wheels Warranty: Four years/50,000 miles 2006 Lexus IS350 Base price: $35,440 Engine: 3.5-liter V-6, 306 hp/277 lb-ft Transmission: Six-speed automatic with paddle shifters, rear-wheel drive Fuel economy (EPA city/hwy): 21/28 mpg Wheelbase: 107.5 in Length x width x height: 180.1 x 70.9 x 56.1 in Weight: 3527 lb Safety equipment: Front, side, and curtain airbags; knee airbag; anti-lock brakes, stability, and traction control Major standard equipment: Dual-zone climate control; ten-way power front seats; six-CD changer; leather trim; 17-inch alloy wheels Warranty: Four years/50,000 miles Link: http://www.thecarconnection.com/Vehicle_Re...184.A10149.html

End of the Line: GM Builds Last Chevrolet SSR Date posted: 03-21-2006 LANSING, Michigan — Chevrolet's gorgeous but ill-starred SSR pickup/roadster has reached the end of the line. The last 2006 SSR rolled out of the General Motors Craft Centre here on Friday, March 17. During its brief three-year production run, GM built fewer than 25,000 SSRs, including just 789 units this year. The SSR was plagued by issues throughout its short lifespan, including quality problems, too much weight, not enough power and a breathtaking sticker price. The bottom line was dismal sales, resulting in mountains of unsold vehicles that stacked up on dealer lots. Despite numerous tweaks in performance and price, Chevrolet never did quite get the formula right. It replaced the anemic 5.3-liter V8 with a 395-horsepower 6.0-liter unit from the Corvette, added a six-speed manual transmission and, finally, dropped the MSRP from $43,180 to $39,890. Those changes barely moved the needle. As demand remained flat, production plunged from 16,000 units in 2004 to 3,250 in 2005. Chevy sold 8,000 SSRs last year, but many of those were leftovers from the previous year. Automotive News, the trade journal, reported that as of March 1, there were still an estimated 2,500 SSRs left in Chevy showrooms. GM is offering $1,000 rebates on the truck, and anxious dealers are shaving even more off the stickers, hoping to move their remaining units. What this means to you: Another collectible. But this one came at a bad, bad time for GM. Link: http://www.edmunds.com/insideline/do/News/articleId=109703

No Discount for You: Cadillac Holds Price on '07 Escalades Date posted: 03-21-2006 DETROIT — Customers hoping for a price break on the redesigned 2007 Cadillac Escalade editions may be disappointed to learn that General Motors will hold the line on prices as the vehicle debuts over the next several months. GM said the long-wheelbase '07 Escalade ESV will go on sale in May, with its suggested retail price unchanged from 2006 at $59,680, including destination, for the AWD model. The standard Escalade AWD went on sale last month and is priced at $57,280. The two-wheel-drive version of the standard Escalade won't reach dealers until August; its sticker price will remain at $54,725. The '07 Escalade EXT pickup, a premium companion to the Chevrolet Avalanche, will arrive at dealerships in May, with its MSRP unchanged at $54,210 for the AWD variant. GM said the '07 Escalades represent a good value, and not just because they have been extensively redesigned. The new models also get additional standard equipment this year, including a power liftgate, side curtain airbags for all three rows, remote start, more horsepower and better fuel economy. The AWD Escalades get a new 6.2-liter V8 rated at 403 horsepower. What this means to you: Cadillac has added features to its big SUVs — but don't look for any bargains at the dealership. Link: http://www.edmunds.com/insideline/do/News/articleId=109704 ----- As if the new Escalade needs to be offered with any discount. It'll sell itself easily.

NHTSA: SUV Crash Test Scores Released With Good News for Ford Explorer Sport Trac Date posted: 03-18-2006 WASHINGTON, D.C. — Seven 2006 and 2007 model sport-utility vehicles, including the Ford Explorer, Explorer Sport Trac and Honda Pilot, have won five-star ratings for front and side crash protection from the National Highway Traffic Safety Administration. The other winners include the Hyundai Tucson, Mercedes-Benz ML-Class, Nissan Murano and Subaru B9 Tribeca. One pickup truck, the four-door 2006 Toyota Tacoma, received top scores in two crash tests. None of the SUVs or pickups tested received five stars in rollover testing. However, three SUVs earned four stars: the M-Class, Murano and B9 Tribeca. Other vehicles from the 2006 model year earning five stars in both seating positions for frontal crashes include the Buick Lucerne, Chevrolet Aveo, Chevrolet Colorado, Chevrolet Express, Chevrolet HHR, Chevrolet Monte Carlo, Chevrolet Uplander, Dodge Caravan, Ford Expedition, Honda Civic, Hyundai Accent, Jeep Commander, Kia Sedona and Lexus ES 330. The 2007 Chevrolet Tahoe, which went on sale in January, received five stars on frontal crashes. What this means to you: Good news for consumers, because, on a scale of one to five stars, NHTSA says most of the vehicles tested received either four or five stars on front and side crashes. Link: http://www.edmunds.com/insideline/do/News/articleId=109679

IL Insider: Lexus Mulls High-Performance Driving School Date posted: 03-20-2006 LAKE LAS VEGAS, Nevada — "Lexus performance" has always been a bit of an oxymoron, but the Japanese automaker is hoping to remedy that problem. Lexus officials tell Inside Line they will likely open a high-performance driving school for owners of such products as the 2007 GS 450h and the 2006 IS 350. "It's being considered," Lexus spokesman Bill Ussery told IL. "It probably will be held in various spots around the country. It will be very exclusive." Lexus says the IS, which was launched in October, sold over 15,000 units through the end of 2005. It said 68 percent of total sales were to first-time Lexus buyers, 50 percent of whom were under 40, and that 75 percent of IS 350 sales were to men. The Japanese automaker pointed out that "this age and gender demographic is nearly identical to the BMW 3 Series'." At the media launch of the GS 450h here, Lexus executives said its U.S. sales target will be limited to less than 2,000 vehicles per year. The GS 450h arrives in showrooms in May, with a starting price of $54,900. The company also announced that its annual U.S. sales target for the 2007 Lexus ES 350 will be about 70,000 units per year. What this means to you: Considering how fast the new IS 350 is, BMW better keep a fixed eye on the rearview mirror because Lexus has its customers squarely in the sights. Link: http://www.edmunds.com/insideline/do/News/articleId=109680

I thought it was pretty cool.

Ouch...definitely looks like it's out for the count.

We should be seeing something with those (and the QX56) pretty soon. They're all in their 3rd model years and are due for an upgrade.

I think they've learned their lesson with that.

It's the Nissan Cube. The original box-on-wheels. The next generation (i.e. not the one pictured) is headed for our shores soon.

Next-gen Nissan Altima to bow at New York show

World Car Fans: Next Gen Mercedes CL Coupe and AMG IMO, the rear and sides are awful. They're horrbily blob-like. The previous CL had so much more presence.