Variance

World Car Fans: Mercedes C-Class Station Wagon First Photos

Nissan Full-Sized Vans Coming to America? Washington DC March 6, 2006; The AIADA newsletter reported that Nissan is looking into the possibility of manufacturing a full-sized van in North America, reported Automotive News. The Japanese automaker would build the van based on its full sized truck platform, shared by the Titan pickup and two SUVs. "We have not made a decision to produce the van, but I think it could be a possibility," said Francois Bancon, Nissan's head of product planning and development. "We will have (opportunities with) the next-generation Titan platform." If produced, the van would debut sometime after 2008. Link: http://www.theautochannel.com/news/2006/03/06/212516.html

Lamborgh-Audi By Karl Brauer Date posted: 03-06-2006 The Countach may have established Lamborghini as a world-class exotic carmaker in 1971, but it's Audi's ownership, which began in 1998, that has defined the modern Sant'Agata automaker in the 21st century. Under Audi, the Italian firm debuted the midengine, V12 Murciélago in 2002 and the V10 Gallardo in 2004. Both cars continue to function as the picturesque, visual feast we've come to expect from vehicles wearing Ferruccio Lamborghini's name. But with the cold, calculating discipline of Germany's largest automaker ultimately pulling the strings, can the spirit and passion that inspired the original Countach survive in a division of Volkswagen AG? It's got Italian supercar numbers That's the question we found ourselves asking during a road test of the 2006 Lamborghini Gallardo SE. As with the new Gallardo Spyder, our SE test car (one of 250 produced) was equipped with the updated 520-horsepower version of Lamborghini's 5.0-liter V10. Those extra horsepower, along with shorter gearing in the first five speeds of the "e.gear" six-speed transmission (a traditional manual is also available), imbue the car with enough forward thrust to reach 60 mph in 4.1 seconds. That's just a tick behind the 2006 Ford GT's time from our American Exotics Comparo, and it's a time that handily beats the Chevrolet Corvette Z06 and Dodge Viper GTS Coupe from that same test. Suffice it to say, this Lamborghini is one of the quickest street-legal cars you can buy. Getting that 0-60 time required a combination of technical aptitude and fancy footwork. The technical side comes via turning off the electronic stability program (ESP) and putting the car's transmission into its "Sport" setting. At this point the Gallardo is in "Thrust Mode" (Lambo's official term), meaning all that's left is to floor it and go. Doing so causes the V10 to shriek toward its 8,000-rpm redline before the e.gear system drops the clutch and unleashes 376 lb-ft through the Gallardo's all-wheel-drive system. While the engineer in us cringed at the concept of sending that kind of power through the Gallardo's drivetrain, the reality is the car seems quite capable of withstanding this type of abuse. For one thing, turning off ESP allows the V10 to direct the majority of its power to the rear wheels. This results in more wheelspin than we would have expected from an AWD vehicle, but it also means all that power has an outlet — one that doesn't involve shredding driveshafts or shearing clutch plates. This is where the fancy-footwork element comes into play, as it required a prudent balancing act between wheelspin and forward motion to get that 4.1-second 0-to-60 time. And somewhere in the midst of all this you have to blip the right steering-wheel paddle before the tachometer hits 8,000 rpm. Keep the throttle pinned through 3rd gear and you'll clear the quarter-mile in 12.1 seconds at 117 mph. Steers better with the throttle than the steering wheel Beyond preserving drivetrain bits during acceleration testing, this rear-drive bias allows the Gallardo to be driven like a traditional two-wheel-drive sports car. That means throttle-induced oversteer and four-wheel drifts are always just a pedal-stab away — something we didn't expect from an Audi-influenced exotic. That's the good news. The bad news is that even with this ability to rotate the car through corners it still requires too much work to fling the Gallardo down a compelling set of twists and turns. Much of this centers on the Lambo's steering, which remains both heavier and slower than comparable models like the Ferrari F430 or Ford GT, despite supposedly being tweaked for "improved response" for 2006. It's not a deal breaker if you otherwise love the car, but it does hamper the enjoyment level if you prefer steering that is light, quick and communicative. If the hefty steering doesn't bother you, the car's ultrastiff suspension tuning — even by exotic-car standards — might. There's no way to alter the suspension settings, as the "Sport" button on the console only pertains to drivetrain behavior. Along with steering response the ride quality isn't atrocious, but it is stiffer than many of the Gallardo's competitors. There is an upside, however, as the Baby Lambo snaked through our 600-foot slalom at an average speed of 71.1 mph. To put that in perspective, the Ford GT did it at 69.5 mph and the Corvette Z06 could only manage 68.3. Even the F430 Spider we tested last fall was held to just 68.9 mph in the slalom. Stops as good as it goes OK, so we've confirmed the Gallardo is quick in a straight line and fast when dodging cones. But what about bringing those 3,200 pounds of bright orange origami to a halt? The Gallardo scores again with a 108-foot stopping distance from 60 mph. That beats the F430 and Ford GT, with only the Corvette Z06 besting that number in our history of testing (it stopped in an eye-bulging 106 feet). However, as with steering feel and ride quality, we felt the Lamborghini's stopping ability was compromised by unnecessarily heavy and uneven brake pedal response. There was an initial "squishiness" to the pedal that had to be pushed through before getting to the pedal's "real" braking zone, which didn't add to the experience when hustling the car between apexes. Again, not a deal breaker, but something we could do without in our $200,000 sports car. Finally, a fun and functional automatic One area of performance where the Gallardo bests its classmates is located between the seats. The e.gear system, which is essentially the same Magneti Marelli/Ferrari-developed unit used by the Prancing Horse for its "F1" transmissions, is perhaps the most effective use of this technology we've yet experienced — short of Audi's own DSG. We're still anxiously awaiting the arrival of dual-clutch technology in the exotic car segment, but until it happens, we'll take Lamborghini's e.gear system over the competition every time. Like most of these systems, e.gear works fabulously in manual mode by matching revs on downshifts and rapidly swapping gears — almost before the steering paddles have reached the end of their travel. We were glad of the responsive e.gear transmission when hustling the car, because the V10's relatively narrow torque band required frequent gear swaps to keep the engine in its happy zone. However, unlike most of these transmissions, e.gear also works remarkably well when put into full "Auto" mode and left to figure things out on its own. In standard driving mode, it gets the job done about as well as the Ferrari or BMW versions, meaning mediocre responsiveness and plenty of head toss between gears. But hit the "Sport" button on the center console and the transmission will aggressively hold gears, readily and rapidly downshift when prompted by throttle inputs, and generally do a passable job of making the most of those 520 horses. Normally we only leave these transmissions in auto mode long enough to confirm they're garbage, but this one was left in auto for much of our loan period in traffic-snarled L.A. Bottom line, Lamborghini's e.gear is capable of doing what these transmission have long promised — provide the best of automatic and manual transmission characteristics in one package. It's a work of art inside, too Looking beyond the car's performance figures reveals a number of areas where the Gallardo SE clearly trumps the competition. Its host of safety features, including the aforementioned electronic stability control, plus standard side airbags, Electronic Brakeforce Distribution, BrakeAssist, and automatic slip reduction could have been pulled from Audi's top-of-the-line luxury sedans…probably because they were. Same goes for the interior, which sports supple leather and suede on every surface that isn't brushed aluminum or chrome. Audi's soothing white gauge-cluster lighting also makes its appearance, as does the Driver's Information System between the tach and speedo, and the Multi-Media Interface (MMI) for controlling the audio, climate and navigation systems. Heck, it's even got a reverse camera in an effort to offset the usual parking nightmares associated with midengine cars, and a nose-lift system to avoid scraping Aurora Borealis paint on every driveway and speed bump you encounter. We'd happily call it the "Cadillac of exotics" — except Audi would probably want us to reference a different premium brand. Very, very good — but not great However, despite the Gallardo's impressive pedigree of technology, luxury, styling and performance, when it came time to give the car back, many of us still hadn't come to a conclusion regarding this Italian-German hybrid. There's no denying its exterior design, interior quality or sheer capability. But there's similarly no escaping the German influences we feel in its driving dynamics, not to mention the litany of mechanical pops and buzzes it emitted throughout our loan period. Many of these were related to the various high-tech systems found on the Gallardo, but none of them added to the driving experience, nor did they seem appropriate in a $200,000 car. Perhaps this inability to come to a final verdict regarding the 2006 Lamborghini Gallardo SE is the final verdict. Unlike the Ferrari F430, which was universally loved by every staffer fortunate enough to get seat time, the Gallardo is an acquired taste that some editors simply never acquired. Those addicted to unwinding ribbons of asphalt couldn't get past the heavy steering and inconsistent brake-pedal response. But those looking to revel in a palatial cabin, while simultaneously enjoying the gawks and double takes from every passerby in the surrounding ZIP code, thought it was easily the best expression yet of the $200,000 Italian exotic. Now all you have to do is figure out which side of that fence you land on. Link: http://www.edmunds.com/insideline/do/Drive...rticleId=109530

Report: Toyota Set to Launch Lexus $170,000 Supercar in 2008 Date posted: 03-06-2006 TOKYO — Toyota has secretly approved plans to put its sensational 200-mph Lexus LF-A supercar in the market, according to a report in Tokyo. Japan's media are reporting that Toyota will launch a luxury sports car for the Lexus brand embracing F1 technology in fall 2008. The reports also say Toyota is pitching hard to bring the Japanese F1 Grand Prix to its newly refurbished Fuji Speedway track, which will help the company drive home the car's F1 connection. The supersleek LF-A, as shown so far, has a 5.0-liter, front-mounted V10. However, with F1 engine regulations switching to V8, it raises the question whether Toyota will make that change on the LF-A as well. The fact that Honda is preparing a new V10 NSX for 2009 suggests Toyota will stick with the V10 so it won't lose out in the image war, and at the same time to hold firm to the LF-A's premium status. The LF-A sticker is expected to be just under $170,000, a bargain by supercar standards. Honda's contract to hold the F1 Japanese Grand Prix at Suzuka expires this year. This has not escaped the attention of Toyota, which will be lobbying hard to stage the race at its own Fuji Speedway, near Tokyo. Honda, however, seems determined to fight to keep its F1 date. That raises the possibility of two F1 races in Japan, which sounds exciting! What this means to you: Toyota, with cash to burn, puts the pedal to the metal with F1, both on the circuit and the road. Link: http://www.edmunds.com/insideline/do/News/articleId=109529

2007 Chevrolet Tahoe MSRP Price Range $33,115 - $36,915 Invoice Price Range $30,300 - $33,777 Ann Job's Rating: 9.75 out of 10. Bottom Line: The new-generation Chevrolet Tahoe promises to lead the full-size SUV class for years to come. New, trim styling, a quiet, exemplary interior, fuel-saving V8 and impressive ride and handling puts this large SUV head and shoulders above others. Pros: Trim new look Best fuel economy rating in the class Noteworthy ride and handling Cons: Curtain airbags optional on some models Prices can get up over $50,000 Some tire squeal in aggressive driving Calling all large families. And people who want a roomy SUV to carry lots of friends, neighbors, co-workers and kids. And anyone who tows horse trailers, campers, boats and the like. Don't buy a new vehicle without driving the redesigned and re-engineered Chevrolet Tahoe for 2007. Capable of carrying up to nine passengers and towing up to 7,700 pounds, the new Tahoe is so much a cut above its predecessors and many competitors, it's destined to top several "best full-size sport-utility vehicle" lists. In showrooms as of January 2006 as an early 2007 model, the Tahoe now looks trimmer than ever and has a pleasing, quiet interior with a well-organized, upscale appearance as well as supportive seats that are comfortable even for ample-sized people. For the first time in a Tahoe, there's a V8 that automatically shuts off four engine cylinders on occasion to save gasoline. The ride is so well-managed and steering so comfortably accurate that many Tahoe drivers will feel as if they're driving something smaller and nimbler than a large SUV. Also not to be missed: New, fuss-free, power, fold-and-tumble second-row seats that easily move out of the way so passengers have good access to third-row seats. What's new Most of the Tahoe is revised for 2007. Besides new, attractive sheet metal and a well-proportioned, new body, there's a new, fully-boxed, truck frame underneath that's a sturdy, improved foundation for this large SUV. Passengers notice the firmer, more rigid underpinnings almost immediately as the vehicle travels with more refinement and more smoothly than ever before. The windshield is more raked in this new Tahoe, while outside mirrors are larger than before. Both help provide good views out and around the vehicle. I especially liked the tall ride height that allowed me to see over and around other vehicles, even compact pickup trucks. The attention to detail on interior quietness is noteworthy in this new Tahoe. Not only were tires selected with an ear toward a quiet ride, the ceiling and door seals are better fortified against noise. There's also an acoustically-tuned alternator and special noise-reducing engine cover under the hood. Average full-size SUV pricing Pricing remains in line with other full-size SUVs. Starting manufacturer's suggested retail price for a base, two-wheel-drive, 2007 Tahoe LS is just over $33,000. A Tahoe with four-wheel drive starts at nearly $37,000. Chevrolet officials said Tahoe competitors include the Ford Expedition and Toyota Sequoia, which have starting MSRPs of just under $33,000 as two-wheel-drive models. But note that Tahoe prices can reach into the $50,000 range if equipped with four-wheel-drive, the LTZ package and special features are added. Indeed, in early sales of the new Tahoe, the average transaction price was reported at more than $42,000. Good reputation The best-selling full-size SUV in the country since 2001, the Tahoe is valued for how many people it can carry—up to nine—and its towing capacity, which tops out at 7,700 pounds. The Tahoe already has a reputation as a top large SUV, having been named No. 2 in its segment in the annual Initial Quality Study of automotive researcher J.D. Power and Associates for three years, from 2003 to 2005. The longer-wheelbase version of Tahoe, the Chevrolet Suburban, has held the No. 1 spot. Power's IQS measures owner complaints about their vehicles in the early months of ownership. In 2004, the Tahoe also topped the full-size SUV segment in Power's Dependability Study, which tallies owner complaints over the first three years of ownership. Building an even better Tahoe For the 2007 model year, the Tahoe retains what buyers like best and builds on it. Tahoes keep their V8 power, which is needed for such a large, heavy vehicle that weighs more than 2.5 tons. But engines now are more powerful. For example, the uplevel, 5.3-liter Vortec 5300 overhead valve LMG V8 in the test Tahoe 4WD LTZ puts out 320 horsepower and 340 lb-ft of torque at 4200 rpm. This is up from 295 horses and 335 lb-ft of torque in the 2006 Tahoe with 5.3-liter V8. And it's more than the 273 horsepower and 314 lb-ft of torque in the 2006 Sequoia. Horsepower also is more than the 300 of Ford's Expedition, though the Expedition has more torque—365. The test Tahoe with this engine moved confidently with traffic and easily passed other vehicles. There was a bit of coasting, however, when I'd let up on the gas pedal. The transmission—the four-speed automatic from the predecessor Tahoe—shifted smoothly, and there was a satisfying, deep-toned, V8 hum when I pressed the accelerator. This is the first Tahoe engine with Active Fuel Management (AFM), a system that detects when all eight engine cylinders aren't needed to power the vehicle and, during such times, automatically turns off four of them to conserve fuel. With AFM and the uplevel V8, the best government fuel economy rating is 16 miles a gallon in the city and 22 mpg on the highway for a two-wheel-drive model, which is better than last year's 15/20-mpg rating. Indeed, it's better than that of any other full-size SUV. The rating also is impressive because the new Tahoe weighs considerably more than the 2006 vehicle. The base Tahoe engine, installed on all two-wheel-drive Tahoes, is a 290-horse 4.8-liter Vortec 4800 overhead valve V8 with 290 lb-ft of torque at 4000 rpm. It wasn't available right at the start of the 2007 Tahoe distribution to dealerships. All Tahoes run on regular unleaded gasoline, though the 5.3-liter LMG engine also can run on E85 fuel that includes ethanol. Underpinnings form a good vehicle base The new, stiffer frame underneath the Tahoe provides a stable foundation for this large SUV, and the ride is smooth on many roads. Body motions are well-controlled, and the vehicle's wider track vis-a-vis its predecessors helps convey a more grounded feel. A test, upper level LTZ, included the Autoride suspension system that uses high-tech sensors to constantly tune the ride for refinement and smoothness. It worked admirably, especially on a lengthy, off-road trail that has segments of washboard surfaces and potholes. Passengers experience less head bobbing in the new Tahoe than they would in many other SUVs, even smaller ones, and while there's occasional bounciness over rough road and off-road trails, the Tahoe's road manners are exceptional for a vehicle its size. Tires, which range up to 20 inches in diameter, did squeal during aggressive driving, however. Longer than its predecessor, the 2007 Tahoe is just as wide as an Expedition and Sequoia. But at 16.8 feet long, the Tahoe is nearly 3 inches shorter, overall, than an Expedition and 2 inches shorter than a Sequoia. Maybe this helps explain why I backed the Tahoe into my garage with surprising ease. Power-assisted rack-and-pinion steering for this big vehicle is confidence-inspiring. Going through curves, I set the steering wheel and found it didn't need correcting. The Tahoe's 39-foot turning circle is noteworthy, too. Consider that the turning circle for a much smaller, 2007 Mitsubishis Eclipse convertible is 40 feet. The Tahoe's brakes worked strongly, though not with the immediate, tenacious feel of a European vehicle like a Volvo or BMW. Well-designed interior Inside the Tahoe, the "towel bar" handle on the front-passenger dashboard is gone. Throughout, there's a higher quality appearance to the plastics, and the new radio system has a modern, streamlined look. Stability control and tire pressure monitor system are standard, but curtain airbags are optional on some Tahoe trim levels. It's still a big step up to get inside, and loading items into the cargo area requires a significant lift. The cargo floor was at pelvis level for me, and I'm 5 feet 4. Final notes Company officials expect sales to remain mostly stable. During calendar 2005, more than 150,000 of the previous-generation Tahoes were sold in the United States. Sibling vehicles to the Tahoe are the GMC Yukon, Cadillac Escalade and the longer-length Chevy Suburban. Of them all, the Tahoe has the lowest starting MSRP. Link: http://autos.msn.com/research/vip/job.aspx...let&model=Tahoe

Talking billboards tout Honda SUV Motorists driving by can tune radios to broadcast and listen to a quirky message. Josee Valcourt / The Detroit News "What does a Honda Element and platypus have in common?" That's the question Honda Motor Co. is posing in 16 major markets around the country. Drivers, including Michiganians southbound on Interstate 75 near Interstate 94, are advised to tune in to a specific radio frequency to find out. Those who oblige might hear a conversation between the vehicle and a platypus at a cocktail party. The new commercials, part of the "Element and Friends" advertising campaign which began last fall, play within five miles of the billboards. At a time when automakers are striving to get more bang than ever from their advertising budgets, and cut through the clutter, Honda's move exemplifies inexpensive marketing that mixes technology and wit. "There are hundreds and thousands of automotive commercials. If you could create an ad that has a breakthrough factor like that, you know what, that's a good thing," said Tom Peyton, head of Honda's national advertising. Last November, the automaker launched its Element and Friends Web site. The site relies on viral marketing, a method that distributes ad messages from person to person through e-mails, to generate buzz online. "From a business standpoint, it's a very efficient campaign to run because it works great online. It's not expensive to produce. It's cute and witty and it still sells products," Peyton said. The quirky Element saw its sales drop by 6 percent during 2005 to 56,262 units. During the first two months of 2006, sales are up 5 percent. Peyton declined to divulge the cost of the campaign, which now includes television commercials, but said the billboards and Web site were inexpensive. Advertising experts are hailing both a success. "The Honda Element and friend campaign is on the cutting edge of advertising in the automobile industry. It breaks through the clutter," said Gregory Solman, an editor at Adweek.com. "Ironically, the ads that are getting attention are the quieter ads, the ones that are not showing a lot of sheet metal and cars zooming in the streets," Solman said. Tim Calkins, a professor at Northwestern University's Kellogg School of Management, said Honda's billboard and Web site is part of a new marketing approach many companies are taking because they feel traditional media no longer works. "It's very easy for consumers to bypass traditional media," Calkins said. But the same could be true for billboards transmitting radio frequencies and interactive Web sites. "The challenge for something like this is it's very hard to evaluate the impact and tough to really get millions and millions of people to go online," he said. Honda may intrigue motorists stuck in traffic but what about other drivers coasting along, he questions. These types of marketing can also be difficult in reaching customers beyond a target market, said Michael Bernacchi, a marketing professor at the University of Detroit Mercy. "You don't have a broader slot," he said. However, Bernacchi, who hasn't seen the board on I-75, lauded Honda's latest effort. "This idea of going from medium to medium to connect with consumers certainly speaks to the desire and value of intensifying the (marketing) experience," he said. Link: http://www.detnews.com/apps/pbcs.dll/artic.../603070343/1148

On the lot: What's hot, what's not! Solstice sells in 14 days while Crossfire sits for 302 Josee Valcourt / The Detroit News In Miami, the wait for a Mini Cooper can be weeks. At East Coast Toyota in Wood Ridge, N.J., tiny Scion cars are sold even before they are unloaded from the carrier. “There’s a six-week waiting list for the Scion tC,” said John Dee, sales manager at the Toyota store, one of the largest in the Northeast. And in many U.S. showrooms, the Pontiac Solstice, Chevrolet HHR, BMW 6 series and Ford Fusion run in short supply. But for every hot seller, there’s a lonely car in the back of the lot that has been waiting a long time to find an owner. How quickly a shiny car or truck sells, or how long it languishes on a dealer lot, has become an important measuring stick as automakers battle to manage inventory levels, maximize factory output and keep a lid on discounts. Consumers can choose from over 300 car and truck models, and with product development cycles shrinking to 18 to 24 months, the rate at which a new vehicle sells has become a monitor of a model’s appeal and staying power. Fast sellers are good news not only for automakers but also for dealers, whose finance and insurance charges increase the longer a vehicle goes unsold. The average car or truck is selling in 58 days this year, up from 54 days in the fourth quarter, but down from 66 days a year ago. Asian and European nameplates dominate the list of quick sellers, while Kia, Isuzu and a bevy of domestic cars and ? trucks are among the laggards. The hottest sellers are the redesigned Lexus IS sedan, Toyota Prius and the Scion tC. They all are spending fewer than 15 days on dealer lots before being sold, according to national sales activity tracked through the first eight weeks of 2006 by J.D. Power and Associates’ Power Information Network. At the other end of the spectrum are the sporty Chrysler Crossfire, Mitsubishi Endeavor SUV and Hyundai Santa Fe, along with many discontinued models such as the Buick Park Avenue, Ford Thunderbird, Pontiac Grand Am and Lincoln Aviator. Many new or redesigned models tend to sell fast as automakers ramp up production to fill the pipeline and launch ad campaigns. And luxury models that are sold in limited supplies often dominate the list of fast sellers. Scion scores big But some models that have been on the market for a while are showing incredible staying power. Since Toyota launched the Scion youth brand in 2003, the brand’s funky, affordable models have been practically flying off dealer lots. “There are common themes for models that do very well — they are either redesigned like the Lexus IS or they are sort of unique vehicles like the Prius or (Chevrolet) HHR,” said Tom Libby, senior analyst at the Power Information Network. For slow sellers, price is often a factor. In the case of the Crossfire, many consumers aren’t willing to plunk down more than $30,000 for a domestic car, said Mike Chung, an analyst with Edmunds.com, a car buyers research Web site. And the luxury sports car segment, where design and styling change with the weather, is notoriously fickle. “The pricing has a lot to do with it, and that’s some of the problem with Chrysler vehicles in general. (The Crossfire) doesn’t fall into the luxury segment nor does it fall into the entry level,” Chung said. “One of the appealing things about the Mustang, for example, is you’re getting a good vehicle for a good price.” Price is part of what helped Mini Cooper snag one of its newest owners, J. Todd Bennett, 33, who lives in Miami. “I’ve been a huge fan for a long time. Their advertising is phenomenal. It just makes you want to be Mini driver,” said Bennett, a managing director for a Web development agency. He’s awaiting the delivery this month of a convertible version in the British racing green hue he wanted. “I like the fact that it still has its heritage in England, and it’s a BMW underneath at the cost of $24,000. Where else could I get a BMW for $24,000?” The Mini Cooper has maintained a healthy sales pace throughout last year and so far in 2006, taking 23 days to sell on average. In addition to the fickleness of consumers, the time of year can affect sales. The redesigned Ford Mustang is a bona fide hit, but it takes longer to sell over the winter, suggesting its appeal seems to grow when warmer weather hits. Fuel efficiency and bold new designs are other factors that push sales. Full-size SUVs such as the Ford Expedition and Chevrolet Suburban, among the hottest vehicles on the market a few years ago, now take 94 days to sell on average. At the same time, gas-thrifty models such as the Toyota Matrix, Nissan Sentra and Pontiac Vibe are selling twice as fast today as a year ago. Grabbing attention The third-row seating offered in the new Jeep Commander is what caught Harold Martin’s attention. Last week, the 42-year-old Chesterfield resident was getting financing information at Northland Chrysler-Jeep in Detroit for his wife, who wants to trade in her 2003 Jeep Liberty. Introduced last fall, the typical Commander sells after 48 days — better than the industry average. But yesterday’s hit can become today’s dud. The Dodge Magnum station wagon, introduced two years ago with much fanfare, now takes an average 192 days to sell. Older models such as the full-size Chevrolet Blazer, Lincoln Aviator and Suzuki XL-7 SUVs also have sputtered. “Most of these vehicles are due for a refresh,” Chung said. Clearly, the strength and reputation of automotive brands come into play, which explains why many Toyota products fared better than the industry’s average and why models from Toyota, Scion and Lexus dominate the top slots. “The Toyota brand speaks for itself,” said New Jersey sales manager Dee. Phil Reed, a columnist for Edmunds.com, agrees. “There are certain carmakers that have a built-in advantage like Toyota,” Reed said. “The reputation is strong.” In comparison, despite strides in quality improvements and much buzz over Hyundai’s Sonata sedan, Hyundai’s brand image still struggles. It takes an average 77 days for the new Sonata to sell. “Looking at Hyundai and Kia in particular, it’s really hurting them,” Chung said. Link: http://www.detnews.com/apps/pbcs.dll/artic.../603060373/1148

I can give it a look if you want.

Wagoner Rumors Start to Swirl Will GM lose its CEO to financial churn? by Joseph Szczesny (2006-03-06) For General Motors' Rick Wagoner, March ought to be a good if not a great month. His beloved Duke Blue Devils are an odds-on favorite to sweep through the NCAA Tournament, and GM's retail sales are showing signs of moving in a positive direction after two years of enormous difficulty. However, while no one is predicting that GM's board of directors has asked Wagoner to prepare a resignation letter, the gossip around Detroit is that he could be reaching the end of his tenure as GM's chairman and chief executive officer. Until recently, Wagoner had been viewed as GM's one indispensable executive. He was the one guy who could keep everyone inside the company focused on the key objectives of turning around the struggling giant and fend off the challenge from Toyota, which is threatening to take away GM's crown as the world's top automaker. Wagoner's also taken on some of the toughest jobs over the past year such as overhauling GM's marketing effort and meeting directly with union officials to explain the need for concessions. Over the years, Wagoner's career was the very definition of American corporate success, starting with his days at Duke to the Harvard Business School and the fast-track at GM that brought him a senior management position back in the early 1990s even before he had turned 40. The mere existence of gossip, which includes speculation that Kirk Kerkorian's car guy Jerry York might step in as chairman, suggests just how far GM's situation has crumbled over the past year. "GM really needs another agreement with the UAW," suggested one analyst who asked not to be identified. Clicking products The positive spin from inside GM at the moment is that company is on the verge of a breakthrough agreement with the United Auto Workers that will eliminate the potential for a meltdown at the bankrupt Delphi, while the new products are beginning to click with consumers. In fact, Paul Ballew, GM's executive director of market and industry analysis, said last week that overall GM's February sales performance was very promising. GM's incentive spending dropped by $1,000 per vehicle from February 2005, while sales to corporate and government fleets declined to 25 percent of the company's total sales, compared with 30 percent only a year ago, according to one survey. Himanshu Patel, JPMorgan auto analyst, also said that GM's results looked healthier than in recent months because of the drop in fleet sales. Wagoner has declined to offer any financial guidance for the rest of the year, and some observers suggest this actually a pretty shrewd move on the GM CEO's part because it sets the stage for a positive upside surprise later in the year. Meanwhile, GM finally could manage to break even in Europe and build on its strong position in China, while moving ever closer to the magic day in late 2008 or 2009 when the actuaries are predicting that the company's legacy costs will begin to drop in North America. "What is going to be key this year is if we can continue the successes in new model launches and improving the bottom line of results in GM Europe," Wagoner said during an appearance at the Geneva Motor Show. "Almost two months into the year, results are encouraging, but are too early to draw any conclusions although progress is pleasing and it is all going to plan." However, Wagoner also has far less control over what goes on at GM than he did only two years ago. The revolt by investment fund managers has undermined GM's credit rating, forcing the automaker to try and auction off GMAC, one of its most prized assets. Too, the drive to revise GM's labor contracts has been moving slowly and there are few signs of progress. Darren S. Kimball of Lehman Brothers said in a research note that potential work stoppages Delphi Corp. and Tower Automotive Inc. could have a significant impact on GM, Ford, and Chrysler. "Sliding sales may prove not to be the biggest problem that the domestics have," Kimball wrote in a note to investors. The bankruptcy of Dana Corp. is also likely "to further unsettle investor sentiment toward the sector," Kimball said in his note. GM's market share, despite the positive signs in February, is now hovering around 23 percent. GM does expect to lose some U.S. market share as it pulls back on sales to rental car agencies. But GM needs to decrease its rental sales in order to improve the value equation for retail customers. Rental cars when they are resold can depress the value of the typical consumer's used GM model, making it harder for them to trade for another. The limited trade-in value of domestic brands has been a major factor in the growing popularity of Japanese brands such as Toyota and Honda. Link: http://www.thecarconnection.com/Auto_News/...175.A10110.html

Proof it does exist:

Saturn slips into Opel's orbit Lutz: 'Saturn will be like Vauxhall' Dave Guilford Automotive News / March 6, 2006 - 6:00 am GENEVA -- Saturn's future looks a lot like the present-day status of General Motors' British subsidiary, Vauxhall. Vauxhall slaps its badge on cars created by GM's German subsidiary, Adam Opel AG. That's what Saturn will do, at least in the heart of its car lineup, GM executives said in interviews at the Geneva auto show. The move is meant to bring European design flair and sporty handling to Saturn. But it's also a sign of GM's move to strip regional and brand executives of authority to modify global decisions in engineering, design and manufacturing. Saturns still will be built in North America, not Europe. GM executives aren't talking about importing and rebadging vehicles produced at Opel plants overseas, but rather making the identical cars in the United States. But brand bosses would lose some control. Robert Lutz, GM vice chairman and head of global product development, said that in much of its lineup, "Saturn will be like Vauxhall." He added: "Now Opel cars will be done for three brands instead of two." Not 100% The changes will play out in the heart of the car lineup, with the next Saturn Ion subcompact likely to be a rebadged Opel Astra. Carl-Peter Forster, president of General Motors Europe, said the 2007 Saturn Aura, which replaces the defunct L series mid-sized car in Saturn's lineup, is "clearly Opel-inspired." The Aura shares the Epsilon mid-sized car platform with the Opel Vectra. GM Europe's design studio in Ruesselsheim, Germany, influenced the styling. But GM CEO Rick Wagoner said the Opelization of Saturn is not total. The Saturn lineup also will include vehicles exclusive to North America, he said. One example is the coming Saturn Outlook crossover, built on the Lambda architecture in Lansing, Mich. Vauxhall derivative When working with Opel, Saturn officials will participate in initial product planning, Lutz said. But they won't be able to dictate changes. "Saturn would be involved early on, but I would say they're definitely the junior partner in the relationship," Lutz said. "The Opel product is good. Does Saturn wish they had an Opel Astra (compact car) instead of a Saturn Ion?" You bet, Lutz contends. Lajdziak: 'We feel very good' Jill Lajdziak, general manager of the Saturn brand, said Saturn and Opel will work together as partners and will make sure products will work in both regions. "Obviously we feel very good about our relationship with Opel," Lajdziak said. "It's a good example of leveraging GM's global capabilities." As for replacing the Ion with Opel's Astra, Lajdziak said that Saturn is looking at several alternatives for the Ion, but she declined to discuss those options. No to regionalism Lutz clearly has little patience for what he called "the ugly head of regionalism" that results in changes to vehicle designs coming in from another region. He cited U.S. engineers' decision to soften the ride of the Opel Astra when creating two platform mates, the U.S.-built Pontiac G6 and Chevrolet Malibu. The result, Lutz said, was additional work and inferior vehicle handling. "Part of it is job protection; part of it is the old regionalism coming through that 'we have our own standards in the United States, and we're not going to pick up what the Europeans do,' " Lutz said. "We are going to be watching this like a hawk. Nothing gets changed unless it absolutely has to." The benefit, Lutz said, is in cutting component costs and product development costs. If it can enforce its plan, GM can save as much as 40 percent on engineering costs of new vehicles. Said Lutz: "This is the advantage of it being my budget and not a regional budget." Link: http://www.autonews.com/apps/pbcs.dll/arti...6/1003&refsect=

Well, if I can't find one with NAV, there's always the aftermarket. Oh, pardon me, then. Tell me about it. I tried a search on cars.com for Auroras in my area but it only found two first-gens. Well, I wouldn't say they're alternatives but for whatever reason the Aurora has hooked me the same way the GTO has. They both have similar qualities, though: -V8-powered (Aurora 4.0 and GTO) -Somewhat a rare sight on the roads -Attractive design -Made by GM

...because ever so slightly, I'm falling more and more for the second-generation Olds Aurora. I just can't get over how great thing thing looks. Plus Northstar V8 power...I wonder if I could end up with one of these instead of the Goat one day... Black on black with navi and I'd be all set. Is it possible for the Northstar mean have a mean V8 growl like the GTO?

Fixed. Note to self: Focus on posting one article at the time.

Automakers Get Creative with Camo This is war, after all — and a good disguise can keep the competition at bay. by Paul A. Eisenstein (2006-03-06) In the auto-razzi game of cat-and-mouse, Nick Twork has been both hunter and hunted. A decade ago, as a tall and lanky teenager, he began bicycling out to the General Motors Proving Grounds, in Milford, Mich., snapping pictures of future vehicles that strayed a little too close to the perimeter wall. These days, however, Twork is literally working the other side of the fence, as a product specialist in Ford's public relations department. "I've been pretty vocal about things that can lead to a spy shot," he says, like driving off Ford property in the prototype of a future vehicle - especially if it isn't carefully concealed. This is war, after all, and you better not go out without your camouflage. Spy hunting "Spy shots" have always been a popular diversion for automotive enthusiasts, a mainstay in publications likeAutoWeek, Britain's Car, and Germany's Auto Motor und Sport. With the growth of the Internet, and its myriad automotive Web sites, such as TheCarConnection.com, demand for these sneak peeks has been growing exponentially. That's good news for the pros, including Europe's Hans Lehmann, and the States' Jim Dunne and Brenda Priddy, who have turned spy shots into lucrative careers. And now, with the advent of cheap digital cameras and the nearly ubiquitous camera phone, it's almost impossible for a manufacturer to avoid exposure. So they've come up with creative ways to baffle the spies and confuse the eye. In some cases, makers like General Motors will mount an old body on a new platform undergoing testing - so-called "mules." But that's seldom practical, so the industry is becoming ever more creative with ways to disguise prototypes. Regular spy-shot aficionados are familiar with the concept. Vehicles show up in pictures clad, to varying degrees, in tent-like fabrics. Sometimes you can still make out the details. Other times, you'd be hard-pressed to tell if you're looking at a sports car or a sport-utility vehicle. These disguises have evolved over the years. Two decades ago, manufacturers began applying strips of black tape, hoping simply to confuse the eye. That evolved into bras and bibs meant to conceal front and rear details. Now, in their earliest stages, a prototype is likely to be covered roof-to-wheel in material printed in zebra or moiré patterns. Hard plastic panels may be sewn together with soft nylon, not only to conceal, but also to create false and misleading shapes. Rectangular taillights may be rounded off, a sedan may suddenly seem as square as a station wagon. But there are trade-offs. "We engineers hate this camouflage stuff," admits Tim Herrick, the assistant chief engineer on GM's GMT900 truck program. That includes such 2007 models as the newly-updated Chevrolet Tahoe and Cadillac Escalade, full-size sport-utility vehicles that General Motors desperately wanted to keep hidden as long as possible. All that cladding compromises aerodynamics, especially air flowing to the engine and brakes, and it makes it impossible to work on wind noise issues. So, in a slow motion striptease, manufacturers peel pieces off as they get closer to production. To minimize the negative dynamic impact for vehicle testers - while maximizing the visual effect - General Motors actually employs a team of engineers who do nothing but design camouflage for a living, Herrick notes. "It's a highly-engineered product." Tipping the lenses Spy photographers are, by nature, a cagey lot, and to survive in their hotly competitive field, they've uncovered secret hiding places, and even developed networks of insiders who'll provide tips where to be stationed on a particular day. Though most spies deny it, Ford's Twork suggests some of those calls might come from the PR department. Near launch, manufacturers may actually want to get a vehicle spotted in order, says Twork, "to build the buzz." During a media event at the GM Proving Grounds last autumn, for example, an undisguised version of the new Cadillac Escalade rolled up in front of the group, idled for a couple moments - as reporters frantically grabbed for their cameras - then drove off. As with any war, there's something of an arms race underway between spies and manufacturers. As automakers get better at disguising vehicles, spy photographers struggle to find ways to capture a glimpse without cover - even turning to night vision systems. A 47-year-old Bavarian detective and car-spy wannabe wound up facing jail time for secreting a remotely controlled camera onto the Volkswagen test track, hiding it in a bird's nest. He nabbed a variety of significant shots before the ruse was uncovered, but in the end, he reportedly netted far more than the 15,000-euro fine selling his exclusives to German car magazines. If all else fails, there's always the computer. Some spies specialize in using the same software found in automotive design studios. Put a cover on a coupe and they'll digitally pull it back off. "Some of them," Herrick concedes, "can get pretty close." Link: http://www.thecarconnection.com/Auto_News/...175.A10111.html

Chryslers pile up Company pushes excess cars on wary dealers Brett Clanton and Josee Valcourt / The Detroit News DETROIT -- You may have seen them and thought little about them. But those huge parking areas throughout Metro Detroit filled with row after row of brand-new Chryslers, Dodges and Jeeps have become a source of friction between DaimlerChrysler AG's Chrysler Group and some of its dealers -- and a symbol of just how hard the automaker is pushing to maintain its sales momentum. In lots at Detroit Metro Airport, the Michigan State Fairgrounds, the Pontiac Silverdome and other locations, Chrysler has stockpiled new vehicles -- many of them loaded with expensive options -- that haven't been ordered by dealers. In recent weeks, the automaker has been pressuring dealers to accept extra vehicles from the so-called "sales bank." Chrysler will not disclose how many vehicles it has deposited in the bank. "These are cars that are already built but they don't have a home for," said Jonathan Grant, managing partner of Chrysler-Jeep dealerships in Yonkers and White Plains, N.Y. "So they try to shove them down dealers' throats." Anxious to keep its turnaround on track, Chrysler is telling dealers bluntly to work through the inventory and says it won't consider production cuts as a counter measure. Chrysler and other automakers record sales and revenues after vehicles are shipped to dealers rather than when they are purchased by a customer. So it's not uncommon for car companies to push dealers to order vehicles and for dealers to push back out of fear of being stuck with costly excess inventory. But many Chrysler dealers said the recent pressure to order new cars and trucks from factories and the sales bank is far beyond the norm. Chrysler has gained market share in the United States in each of the past two years while General Motors Corp. and Ford Motor Co. have lost ground. Chrysler maintains that most of its dealers support an aggressive sales strategy. The automaker already offers more sales incentives per vehicle than any other automaker. In February, Chrysler spent an average of $3,167 per vehicle to woo buyers, while Ford shelled out $2,778 per vehicle and GM paid $2,540 per vehicle, according to Edmunds.com. Last week, Chrysler extended a zero-percent financing offer for 60 months through the end of March on select models. In addition, Chrysler has been offering dealers an extra $1,000 for every extra car and truck they order. The offer, which expires at the end of March, helped Chrysler lower its inventory at the end of February to about 550,000 vehicles, which equates to a 67-day supply. It had 85 days' worth a year ago. By contrast, GM ended last month with an 89-day supply and Ford wound up with a 76-day supply. Chrysler hails the incentive program -- in which 80 percent of its 4,000 dealers participate -- as an example of the cooperation it receives from dealers when the going gets tough. But some dealers say they didn't have much of a choice in participating in the "optional" program. Grant said his partner in the White Plains store initially balked at accepting extra vehicles, but Chrysler pushed him to change his mind. "He got at least 10 phone calls or visits from Chrysler personnel," Grant said. "There was relentless subtle pressure on the White Plains store." For Grant and other dealers, the $1,000 spiff makes it worth it to order extra vehicles in the short term. Yet some Chrysler dealers worry that the automaker is so focused on its sales reports and balance sheets that it has started making business decisions that could jeopardize its winning streak. Chiefly, they point to Chrysler's penchant to stockpile inventory rather than cut factory production, and to crank out high-end vehicles that are difficult to sell. GM and Ford disclosed plans last week to cut production in the face of falling sales. Chrysler executives said they considered slowing down factories when inventories ballooned early this year. But last month at a private meeting of Chrysler dealers at the National Automobile Dealers Association in Orlando, Fla., the automaker told dealers to "sell through" the inventory issues, said Kevin McCormick, a Chrysler spokesman who attended the meeting. "Production cuts were never talked about," he said. "They were not put on the table as an option." Many dealers at the NADA meeting sounded off about the pressure to accept vehicles from the sales bank. While some industry observers have begun to question the sustainability of Chrysler's turnaround, Joseph Barker at CSM Worldwide Inc. in Farmington Hills said the automaker should continue to increase sales and U.S. market share this year. "We're expecting them to do pretty well, even with growing pressure from Japanese and Korean automakers," he said. Dan Frost, president of Southfield Chrysler-Jeep, estimates he pays $80 per vehicle each month in interest and insurance. So, when he agreed to accept 1,200 surplus vehicles last month, he admits it was an expensive gamble. "It's enormous pressure," he said. But the risk paid off for Frost and many other Chrysler dealers, who benefited from the automaker's increased sales in January and February. Some dealers are happy to have bulging lots heading into the busy spring selling season. "This time of year, I'll take it," said Alan Helfman, owner of a large Chrysler-Jeep dealership in Houston, who estimates he ordered 100 more vehicles than he usually does in February. "You can really knock it out." Chrysler's strategy of cranking out vehicles and then doing whatever it takes to sell them may not be the ideal scenario, but it's producing results, said John Schenden, past chairman of the Chrysler-Jeep dealer council. As for those dealers who complain about being pressured to accept more vehicles, he said it's impossible to please everyone. "There are a group of dealers out there," he said, "who would complain if you gave them two weeks in Hawaii -- and then it rained two days." Link: http://www.detnews.com/apps/pbcs.dll/artic.../603050333/1148

I was wondering if it was at all possible to get a spell-checking feature incorporated into the forums. I hate having to second-guess my spelling and then have an ugly "edited by" message from fixing a simple spelling error. So how about it?

Not to be pessimistic but not every division... I like Saabs (especially the current ones) but I feel they are lacking outstanding product. The Viggens need to come back.

It looks like there's some clarification on this issue put out by GM: Automotive News: GM says it has no plans to fully sell Suzuki stake

Ah, I saw a black Carrera GT early this morning.

Reuben44, take note of what he says here. The whole reason I said I'd delete (or lock) the thread if anyone found this offensive was out of respect for our openly gay C&G members if they found the thread or its content prejudical or offensive. From what I've seen no members (gay or not) outside of you have voiced any complaints about the thread and in fact, people seem to be having fun with it. As tight a community as C&G is, most of our members know what lines not to cross but when one is crossed, it will most assuredly be dealt with.

The front page looks really (pardon the pun) professional grade. A thing I noticed is that the text starts at the very top of a post now. It used to be spaced from the top. In other words, everything seems more wrapped around the text, if that makes any sense.

2006 Honda Civic Si The Civic we want. by John Pearley Huffman (2006-03-03) Sorry, but this is going to be one of those stories that take a while to start because I'm going to indulge myself. But the 2006 Honda Civic Si is a car that has been too long in coming and it deserves some perspective. My relationship with the Honda Civic Si is a long and personal one. Back in 1990 my sister bought a new one and I took every opportunity to swipe it out from underneath her and drive it as my own. It was simply a great car that was also a greatly simple car - it had only as many moving parts as necessary and was better for it. Back in 1999 I was torn between buying either a new 1999 Civic Si or a Toyota Tundra pickup (surely a natural cross-shopping dilemma for many of you) and wound up in the Tundra. I still have that pickup and love it, but I've been kicking myself for seven years for not doing the obvious thing and buying both the Tundra and Civic Si back then. Then four years ago I drove the British-made 2002 Civic Si hatch with which Honda decided to replace the American-assembled coupe and fell out of love. There was nothing wrong with that car per se, but too much of it wasn't quite right. With 160-horsepower on-board from its 2.0-liter i-VTEC four it was actually more powerful than the car it succeeded, but lacked the charm and eager personality of its predecessor. And why is that the Civic Si we got in America had 40-less horsepower, one-less gear, and wheels two-inches in diameter smaller than the Civic Type-R the rest of the world got? What America wanted in a Civic Si was the two-door coupe body style shoved full of all the good Type-R stuff including the six-speed manual transmission, 200-horsepower engine, big wheels and tires, and a limited-slip differential. With the 2006 edition we get all that and more… maybe even too much more. After the last Civic Si it seemed that Honda had lost its way. They've definitely re-acquired the path and this is the best sporting Civic of all time. The only questions now are: Is that enough? And, will I buy one this time? More engine, more gears, more traction The Civic Si's basics are straightforward: This is the new generation Civic coupe filled with what is essentially the drivetrain of the Acura RSX Type-S and a lot of other good stuff. As such, it rides on the same 104.3-inch wheelbase as the DX, LX, and EX coupes and shares virtually every other exterior and interior dimension too. However at 2877 pounds it does weigh about 100 pounds more than an EX coupe and that's enough to nudge the weight distribution from 60/40 front to rear in the EX to 61/39. Strict adherence to the latest SAE testing standards have the new Civic Si's engine rated at 197 horsepower instead of 200 but that doesn't mean there are no differences between it and the similar powerplant in the RSX Type-S. Code-named K20Z3, the Civic SI's all-aluminum engine is a member of Honda's K-Series family and shares, bore, stroke, displacement, DOHC cylinder-head design, four-valve combustion chambers, 11.0:1 compression ratio and a thrilling 8000 rpm redline with the 201-horsepower K20Z1 used in the 2006 RSX Type-S. However it has a balance shaft that produces smoother operation but increases parasitic drag. In compensation for that the K20Z3 uses electric power steering and also incorporates an electric throttle and its own unique aluminum intake manifold. This is an engine that lives to rev and loves to rev (you can add other alliterations of you have the time). There's only 139 pound-feet of peak torque here and that's not all available until 6200 rpm - after both the first VTEC transition at about 3000 rpm and the second at around 6000 rpm. So this isn't just an engine that can zing, it's an engine that needs to in order to provide automotive entertainment. So this would be lousy engine for a bus or bulldozer, big deal. But stirring the six-speed through its sweet shifting mechanism is plain fun and that makes this an amazingly useable performance car. Take a Corvette, Porsche or Ferrari to its redline in practically any gear and you instantly risk having to deal with lawyers, insurance companies, orthopedic surgeons, and a nosy media for the next six months to six years of your life (depending on how quickly you heal and your particular state's sentencing guidelines). On the other hand, ripping to the red line in the Civic Si brings with it a glorious sound and quick-enough acceleration without attracting highway patrol officers and lawsuits. Throw in the traction talents of the standard limited-slip differential and the result is a drivetrain that's flat-out joyous to use; the best match of four-cylinder engine, manual transmission, and differential ever put into a small, front-wheel drive car. More car This latest generation of Civics rides on an updated version of Honda's Global Small Car (GSC) platform that was introduced with the just-previous generation. This isn't a bad architecture for a car (it's also the basis for the RSX) or an SUV (both the CR-V and Element use it) or even a minivan (Honda doesn't sell the Stream here - at least not yet), but it's not exotic. And it still doesn't feature the double-wishbone front suspension that was once a distinctive engineering element of the Civic and a fetish object among the car's fans. So the Si's MacPherson-strut front and multilink double-wishbone rear suspension is the same general layout as other 2K6 Civics with higher spring rates, specifically tuned shocks, and thicker anti-roll bars. All that connects to the pavement through 17-inch alloy wheels and standard P215/45R17 Michelin Pilot HX MXM4 all-season tires. If all-season seems like a euphemism for all-sucky, there's an optional "summer tire" that isn't as flexible in different weather conditions but is stickier. It's always summer in Southern California, so the test car wore the more aggressive shoes, and this is a truly great handling car - particularly for a front-driver. The body roll is minimal, adhesion is tenacious, and what power there is all makes it to the ground thanks to the trick differential. The Si's transitional ability from left hand corner to right hand corner is amazing and as good as most BMWs. The previous Si also used electrically assisted rack-and-pinion steering, but the new car's system seems much better sorted and quicker to react. This steering is actually better than the conventionally aided steering in the RSX. Throw in effective four-wheel disc brakes with standard ABS and the new Si stands out as the most satisfying pure driving machine Honda has ever sold in the United States that wasn't called S2000 or NSX. And unlike the NSX or S2000, this machine can hold (if just barely) four people and their luggage. Too much more inside? There's been a lot of critical praise thrown the Si's way in the past few months and I'm doing my best here to spread even more love. But if there's one element in the Si that will be polarizing, it's the interior. The interior's best pieces are obviously the front thrones. With aggressive bolstering, a perfectly shaped back cushion and neat nylon mesh upholstery, these are first-class driving seats. And that's even for those of us with bodies as wide as they are tall. Close behind is the steering wheel that is a perfect three-spoke design with thumb indents for improved grip and audio and cruise control switches elegantly integrated into the horizontal spokes. And it sits atop a tilting and telescoping column that makes it easy to position it perfectly for any driver. Beyond that the parking brake is a neat design that saves space and the shifter is perfectly shaped. Also due for praise is the 350-watt audio system which even in its base form feature seven speakers of crystalline sound and the ability to easily plumb in an iPod. Up for excellent optional satellite navigation system (imagine, a Civic with navi) and you can also play MP3s directly off a memory card. XM is an option and so is a kit to integrate an iPod's controls into the Honda system. It's very slick and very easy to use. Plus kids think watching the nav system's screen tilt away is the neatest thing since Sponge Bob was fitted with square pants. Also thoroughly uncontroversial are the power windows and mirrors, the sunroof, the side curtain airbags and virtually everything else - except the dashboard. Like so many cars today that need as much room as possible in their dashes in order to package features and safety equipment, the base of the Civic's windshield is well forward and there's an amazing amount of acreage atop the dash itself. Rather than push the speedometer toward the driver however, Honda has tiered the Civic's dash so that the speedo exists on its own level and about halfway back along the dash top. It's a digital speedo too with big red numerals. The tachometer meanwhile is centered in the lower dash with the rest of the instrumentation. For me the Si's dash works just fine. But it is unconventional and others will find this arrangement more awkward than they're willing to accommodate. So be it. I like it and this is my review. The decision I'm not thrilled with the Si's rear spoiler (I'd rather have a flat deck) and think it's atrocious that fog lights are a dealer option rather than standard equipment. But at $19,990 this car is a staggering value. Even optioning it up will only push the price to about $22k and change. So I decided to go to my local Honda dealer and buy one. And there on the window sticker was a smaller sticker where the dealer proudly announced an additional markup of $4000. I could resist paying that. And then a couple of days later the new Car and Driver arrived in the mail saying that VW's new GTI was even better (I haven't driven the GTI yet). And then after that, Honda showed the sedan version of the Si at the Chicago Auto Show that's coming in the fall and that would make putting my kids in the back a lot easier. So I haven't bought a new Si. At least not yet. 2006 Honda Civic Si Base price: $19,900 Engine: 2.0-liter in-line four, 197 hp Drivetrain: Six-speed manual transmission, front-wheel drive Length x width x height: 174.8 x 68.9 x 53.5 in Wheelbase: 104.3 in Curb weight: 2877 lb EPA city/hwy: 22/31 mpg Safety equipment: Dual front airbags, side curtain airbags, four-wheel anti-lock disc brakes Major standard equipment: Power windows/locks/mirrors, cruise control, CD player, keyless entry Warranty: Three years/36,000 miles Link: http://www.thecarconnection.com/Vehicle_Re...184.A10100.html

Top 10 Gay Cars One of the perks of living in the Motor City is the North American International Auto Show. 2006 promised to be the most exciting show ever, and since gay business is my business I decided to take work on a pleasure cruise through the car exhibits. Out came the gayest cars of 2006. But before all of you straight and curious readers speed to the nearest trade in lot, know that this list is based on a combination of the humor, style and sophistication. Open the door to the gayest cars of 2006: 1) Best Car for the Gay Professional 2006 BMW 5 Series Sedan I was a skeptic when BMW unveiled a new style direction for arguably the best midsize sedan on the planet. However, as with all things forward-thinking, once a look and feel has been perfected, it's time to push the envelope again. This car embodies the essence of today's gay man. 2) Best Car for the New Gay Family 2006 Saab 9-5 Wagon Saab began as a jet engine company until it's side gig in the auto industry put it on the household map. It's often quirky design and features make it a true enthusiasts ride. The 9-5 isn't your traditional boring cruiser and even in the SportCombi Wagon version onlookers see the driver as one who desires unique style. The Saab 9-5 is an individual that refuses to follow the pack, just like the new gay dad and his family. 3) Best Dragwagon 2006 Kia Sorento The Korean automaker has figured out a way to give top-dollar value in a package that won't rip your pocket. Kind of like a drag show- all that entertainment for a couple of bucks in tips. Plus, drag queens need an economical, but classy ride with optimal space for all their gear. That way they can spend those bills on costumes instead of high monthly payments. The 2006 Kia Sportage is the perfect solution and this year's top dragwagon. 4) Most Likely Down Low Cruiser 2006 Chevrolet Impala Of course you can't tell a down low man by his car, but it sure seems like all the ones I know have the same dealership connection. Impala driver's seats can be seen leaning far back with just enough visibility to cruise the passing cars. Chevy's midsize isn't flashy so look closely to see the quality and refined styling of the otherwise discrete sedan. 5) Best Twinkmobile 2006 Mini Cooper The Mini Cooper is annoyingly small to some, but simply irresistible to others. The cult classic from the BMW group means fun for anyone who sits behind the wheel (and passengers too). The Mini may look tiny on the outside, but there is a surprising amount of depth on the inside. Thanks to it's great handling, fast engine and fun ride, the Mini Cooper is our Best Twinkmobile winner. 6) Best Ride for the Trendy Gay Man 2006 Honda Element The Element was made for the young, active and versatile. Freshened for its forth year, most of the plastic side molding has been removed for a more upscale look. The same people that wonder what kind of car this oddly shaped vehicle is, can't help but respect (or even envy) the driver. The mammoth interior is easily accessible with an intelligent tug on the suicide doors. It's just unique enough to satisfy the trendy in all of us. 7) Best Ride for the Trendy Gay Man (Urban) 2006 Chrysler 300C I'd like to say DCX had no idea what an impact the 300 would have on the auto industry, American styling and bottom line of West Coast Customs, but I'm sure they did! This car is just hot and so is the trendy urban gay man that drives it. It's broad stance, chrome grill and "get out of the way" attitude has redefined the American sedan. Best Retail Queen Carriage 2006 Pontiac G6 We've all seen 'em. We've identified our goal, mapped out our destination and may even be excited about the journey until we hear a high pitched voice that takes all the enjoyment out of the ride. "Can I help you?" it says from thin air. You tell them you're just looking, but they never seem to completely go away. We all appreciate the styling effort, but in the mall or on the road, the retail queen and the G6 are just in the way! 9) Best Lesbian Moving Van 2006 Subaru Outback Subaru pumps a lot of money into gay advertising and their efforts have paid off with our sister's in queerness. This crossover wagon is versatile enough to accommodate a wide range of haulers. There's plenty of space for the cat cage and those boxes that can't fit in the storage bin. The Outback is a long-running lesbian champion. 10) Queerest Car 2006 Ford Focus By it's position and title you may think the Queerest Car of 2006 is a good thing. To the contrary, it's usually an entry level vehicle frequently driven by gay men on a budget. (Translation: I just need a car to get from work to the bar to home.) Saving a dime can be cool too, but must styling be sacrificed? I surveyed many gay men to find the queerest car of 2006 and they all turned their nose up a the same vehicle- the 2006 Ford Focus. Link: http://gaylife.about.com/od/gayproductreviews/tp/gaycars.htm --- BTW, if this is offensive or whatever to anyone, I'll delete this. I just think it's interesting.